[Progress and prospect of bio-jet fuels industry in domestic and overseas].

PubMed

Qiao, Kai; Fu, Jie; Zhou, Feng; Ma, Huixia

2016-10-25

We reviewed the progress of the bio-jet fuels industry in recent years and systematically analyzed the technical routes that have been approved or in the pipeline for approval by ASTM D7566. In addition, we highlighted a novel pathway to produce drop-in fuel by near-critical hydrolysis of waste cooking oils or algal oils followed by catalytic decarboxylation. Also, we introduced the source of oils and fats feedstock and the domestic bio-jet fuel industry status during the 12th Five-Year-Plan period. Based on our own research, we discussed the prospect of the bio-jet fuel industry and future research needs.

Biological and health effects of exposure to kerosene-based jet fuels and performance additives.

PubMed

Ritchie, Glenn; Still, Kenneth; Rossi, John; Bekkedal, Marni; Bobb, Andrew; Arfsten, Darryl

2003-01-01

Over 2 million military and civilian personnel per year (over 1 million in the United States) are occupationally exposed, respectively, to jet propulsion fuel-8 (JP-8), JP-8 +100 or JP-5, or to the civil aviation equivalents Jet A or Jet A-1. Approximately 60 billion gallon of these kerosene-based jet fuels are annually consumed worldwide (26 billion gallon in the United States), including over 5 billion gallon of JP-8 by the militaries of the United States and other NATO countries. JP-8, for example, represents the largest single chemical exposure in the U.S. military (2.53 billion gallon in 2000), while Jet A and A-1 are among the most common sources of nonmilitary occupational chemical exposure. Although more recent figures were not available, approximately 4.06 billion gallon of kerosene per se were consumed in the United States in 1990 (IARC, 1992). These exposures may occur repeatedly to raw fuel, vapor phase, aerosol phase, or fuel combustion exhaust by dermal absorption, pulmonary inhalation, or oral ingestion routes. Additionally, the public may be repeatedly exposed to lower levels of jet fuel vapor/aerosol or to fuel combustion products through atmospheric contamination, or to raw fuel constituents by contact with contaminated groundwater or soil. Kerosene-based hydrocarbon fuels are complex mixtures of up to 260+ aliphatic and aromatic hydrocarbon compounds (C(6) -C(17+); possibly 2000+ isomeric forms), including varying concentrations of potential toxicants such as benzene, n-hexane, toluene, xylenes, trimethylpentane, methoxyethanol, naphthalenes (including polycyclic aromatic hydrocarbons [PAHs], and certain other C(9)-C(12) fractions (i.e., n-propylbenzene, trimethylbenzene isomers). While hydrocarbon fuel exposures occur typically at concentrations below current permissible exposure limits (PELs) for the parent fuel or its constituent chemicals, it is unknown whether additive or synergistic interactions among hydrocarbon constituents, up to six performance additives, and other environmental exposure factors may result in unpredicted toxicity. While there is little epidemiological evidence for fuel-induced death, cancer, or other serious organic disease in fuel-exposed workers, large numbers of self-reported health complaints in this cohort appear to justify study of more subtle health consequences. A number of recently published studies reported acute or persisting biological or health effects from acute, subchronic, or chronic exposure of humans or animals to kerosene-based hydrocarbon fuels, to constituent chemicals of these fuels, or to fuel combustion products. This review provides an in-depth summary of human, animal, and in vitro studies of biological or health effects from exposure to JP-8, JP-8 +100, JP-5, Jet A, Jet A-1, or kerosene.

Highly selective condensation of biomass-derived methyl ketones as a source of aviation fuel.

PubMed

Sacia, Eric R; Balakrishnan, Madhesan; Deaner, Matthew H; Goulas, Konstantinos A; Toste, F Dean; Bell, Alexis T

2015-05-22

Aviation fuel (i.e., jet fuel) requires a mixture of C9 -C16 hydrocarbons having both a high energy density and a low freezing point. While jet fuel is currently produced from petroleum, increasing concern with the release of CO2 into the atmosphere from the combustion of petroleum-based fuels has led to policy changes mandating the inclusion of biomass-based fuels into the fuel pool. Here we report a novel way to produce a mixture of branched cyclohexane derivatives in very high yield (>94 %) that match or exceed many required properties of jet fuel. As starting materials, we use a mixture of n-alkyl methyl ketones and their derivatives obtained from biomass. These synthons are condensed into trimers via base-catalyzed aldol condensation and Michael addition. Hydrodeoxygenation of these products yields mixtures of C12 -C21 branched, cyclic alkanes. Using models for predicting the carbon number distribution obtained from a mixture of n-alkyl methyl ketones and for predicting the boiling point distribution of the final mixture of cyclic alkanes, we show that it is possible to define the mixture of synthons that will closely reproduce the distillation curve of traditional jet fuel. © 2015 WILEY-VCH Verlag GmbH & Co. KGaA, Weinheim.

Jet fuel property changes and their effect on producibility and cost in the U.S., Canada, and Europe

NASA Technical Reports Server (NTRS)

Varga, G. M., Jr.; Avella, A. J., Jr.; Cunningham, A. R.; Featherston, C. D.; Gorgol, J. F.; Graf, A. J.; Lieberman, M.; Oliver, G. A.

1985-01-01

The effects of changes in properties and blending stocks on the refinery output and cost of jet fuel in the U.S., Canada, and Europe were determined. Computerized refinery models that minimize production costs and incorporated a 1981 cost structure and supply/demand projections to the year 2010 were used. Except in the West U.S., no changes in jet fuel properties were required to meet all projected demands, even allowing for deteriorating crude qualities and changes in competing product demand. In the West U.S., property changes or the use of cracked blendstocks were projected to be required after 1990 to meet expected demand. Generally, relaxation of aromatics and freezing point, or the use of cracked stocks produced similar results, i.e., jet fuel output could be increased by up to a factor of three or its production cost lowered by up to $10/cu m. High quality hydrocracked stocks are now used on a limited basis to produce jet fuel. The conversion of U.S. and NATO military forces from wide-cut to kerosene-based jet fuel is addressed. This conversion resulted in increased costs of several hundred million dollars annually. These costs can be reduced by relaxing kerosene jet fuel properties, using cracked stocks and/or considering the greater volumetric energy content of kerosene jet fuel.

Renewable jet fuel.

PubMed

Kallio, Pauli; Pásztor, András; Akhtar, M Kalim; Jones, Patrik R

2014-04-01

Novel strategies for sustainable replacement of finite fossil fuels are intensely pursued in fundamental research, applied science and industry. In the case of jet fuels used in gas-turbine engine aircrafts, the production and use of synthetic bio-derived kerosenes are advancing rapidly. Microbial biotechnology could potentially also be used to complement the renewable production of jet fuel, as demonstrated by the production of bioethanol and biodiesel for piston engine vehicles. Engineered microbial biosynthesis of medium chain length alkanes, which constitute the major fraction of petroleum-based jet fuels, was recently demonstrated. Although efficiencies currently are far from that needed for commercial application, this discovery has spurred research towards future production platforms using both fermentative and direct photobiological routes. Copyright © 2013 Elsevier Ltd. All rights reserved.

Comparison of PM emissions from a commercial jet engine burning conventional, biomass, and Fischer-Tropsch fuels.

PubMed

Lobo, Prem; Hagen, Donald E; Whitefield, Philip D

2011-12-15

Rising fuel costs, an increasing desire to enhance security of energy supply, and potential environmental benefits have driven research into alternative renewable fuels for commercial aviation applications. This paper reports the results of the first measurements of particulate matter (PM) emissions from a CFM56-7B commercial jet engine burning conventional and alternative biomass- and, Fischer-Tropsch (F-T)-based fuels. PM emissions reductions are observed with all fuels and blends when compared to the emissions from a reference conventional fuel, Jet A1, and are attributed to fuel properties associated with the fuels and blends studied. Although the alternative fuel candidates studied in this campaign offer the potential for large PM emissions reductions, with the exception of the 50% blend of F-T fuel, they do not meet current standards for aviation fuel and thus cannot be considered as certified replacement fuels. Over the ICAO Landing Takeoff Cycle, which is intended to simulate aircraft engine operations that affect local air quality, the overall PM number-based emissions for the 50% blend of F-T fuel were reduced by 34 ± 7%, and the mass-based emissions were reduced by 39 ± 7%.

Alternative aircraft fuels

NASA Technical Reports Server (NTRS)

Longwell, J. P.; Grobman, J.

1978-01-01

In connection with the anticipated impossibility to provide on a long-term basis liquid fuels derived from petroleum, an investigation has been conducted with the objective to assess the suitability of jet fuels made from oil shale and coal and to develop a data base which will allow optimization of future fuel characteristics, taking energy efficiency of manufacture and the tradeoffs in aircraft and engine design into account. The properties of future aviation fuels are examined and proposed solutions to problems of alternative fuels are discussed. Attention is given to the refining of jet fuel to current specifications, the control of fuel thermal stability, and combustor technology for use of broad specification fuels. The first solution is to continue to develop the necessary technology at the refinery to produce specification jet fuels regardless of the crude source.

Thermal Stability Results of a Fischer-Tropsch Fuel With Various Blends of Aromatic Solution

NASA Technical Reports Server (NTRS)

Lindsey, Jennifer; Klettlinger, Suder

2013-01-01

Fischer-Tropsch (F-T) jet fuel composition differs from petroleum-based, conventional commercial jet fuel because of differences in feedstock and production methodology. F-T fuel typically has a lower aromatic and sulfur content and consists primarily of iso and normal paraffins. The ASTM D3241 specification for Jet Fuel Thermal Oxidation Test (JFTOT) break point testing method was used to test the breakpoint of a baseline commercial grade F-T jet fuel, and various blends of this F-T fuel with an aromatic solution. The goal of this research is to determine the effect of aromatic content on the thermal stability of F-T fuel. The testing completed in this report was supported by the NASA Fundamental Aeronautics Subsonic Fixed Wing Project. Two different aromatic content fuels from Rentech, as well as these fuels with added aromatic blend were analyzed for thermal stability using the JFTOT method. Preliminary results indicate a reduction in thermal stability occurs upon increasing the aromatic content to 10% by adding an aromatic blend to the neat fuel. These results do not specify a failure based on pressure drop, but only on tube color. It is unclear whether tube color correlates to more deposition on the tube surface or not. Further research is necessary in order to determine if these failures are true failures based on tube color. Research using ellipsometry to determine tube deposit thickness rather than color will be continued in follow-up of this study.

Alternative jet fuel scenario analysis report

DOT National Transportation Integrated Search

2012-11-30

This analysis presents a bottom up projection of the potential production of alternative aviation (jet) fuels in North America (United States, Canada, and Mexico) and the European Union in the next decade. The analysis is based on available pla...

PROTOZOA IN SUBSURFACE SEDIMENTS FROM SITE CONTAMI- NATED WITH AVIATION GASOLINE OR JET FUEL

EPA Science Inventory

Numbers of protozoa in the subsurface of aviation gasoline and jet fuel spill areas at a Coast Guard base at Traverse City, Mich., were determined. Boreholes were drilled in an uncontaminated location, in contaminated but untreated parts of the fuel plumes, and in the aviation ga...

Comparison of several Brassica species in the north central U.S. for potential jet fuel feedstock

USDA-ARS?s Scientific Manuscript database

Hydrotreated renewable jet fuel (HRJ) derived from crop oils has been commercially demonstrated but full-scale production has been hindered by feedstock costs that make the product more costly than petroleum-based fuels. Maintaining low feedstock costs while developing crops attractive to farmers to...

BREATH MEASUREMENT OF TOTAL BODY BURDEN OF JP-8 JET FUEL FOR EPIDEMIOLOGICAL STUDY

EPA Science Inventory

A complex epidemiological investigation of the effects of acute exposure to JP-8 jet fuel in the U.S. Air Force was performed through the study of about 350 human subjects across six Air Force bases. The focus was on fuels system maintenance personnel as the "exposed"...

Subtask 3.11 - Production of CBTL-Based Jet Fuels from Biomass-Based Feedstocks and Montana Coal

DOE Office of Scientific and Technical Information (OSTI.GOV)

Sharma, Ramesh

The Energy & Environmental Research Center (EERC), in partnership with the U.S. Department of Energy (DOE) and Accelergy Corporation, an advanced fuels developer with technologies exclusively licensed from Exxon Mobil, undertook Subtask 3.11 to use a recently installed bench-scale direct coal liquefaction (DCL) system capable of converting 45 pounds/hour of pulverized, dried coal to a liquid suitable for upgrading to fuels and/or chemicals. The process involves liquefaction of Rosebud mine coal (Montana coal) coupled with an upgrading scheme to produce a naphthenic fuel. The upgrading comprises catalytic hydrotreating and saturation to produce naphthenic fuel. A synthetic jet fuel was preparedmore » by blending equal volumes of naphthenic fuel with similar aliphatic fuel derived from biomass and 11 volume % of aromatic hydrocarbons. The synthetic fuel was tested using standard ASTM International techniques to determine compliance with JP-8 fuel. The composite fuel thus produced not only meets but exceeds the military aviation fuel-screening criteria. A 500-milliliter synthetic jet fuel sample which met internal screening criteria was submitted to the Air Force Research Laboratory (AFRL) at Wright–Patterson Air Force Base, Dayton, Ohio, for evaluation. The sample was confirmed by AFRL to be in compliance with U.S. Air Force-prescribed alternative aviation fuel initial screening criteria. The results show that this fuel meets or exceeds the key specification parameters for JP-8, a petroleum-based jet fuel widely used by the U.S. military. JP-8 specifications include parameters such as freeze point, density, flash point, and others; all of which were met by the EERC fuel sample. The fuel also exceeds the thermal stability specification of JP-8 fuel as determined by the quartz crystalline microbalance (QCM) test also performed at an independent laboratory as well as AFRL. This means that the EERC fuel looks and acts identically to petroleum-derived jet fuel and can be used interchangeably without any special requirements and thus provides a pathway to energy security to the U.S. military and the entire nation. This subtask was funded through the EERC–DOE Joint Program on Research and Development for Fossil Energy-Related Resources Cooperative Agreement No. DE-FC26- 08NT43291. Nonfederal funding was provided by Accelergy Corporation.« less

Advanced Thermally Stable Coal-Based Jet Fuels

DTIC Science & Technology

2008-02-01

of hydrotreated refined chemical oil derived jet fuels in the pyrolytic regime. Preprints of Papers-American Chemical Society Division of Fuel...hydrogenation of a mixture of light cycle oil and refined chemical oil met or exceeded all but four JP-8 specifications. The fuel has excellent low-temperature...mixture of light cycle oil and refined chemical oil met or exceeded all but four JP-8 specifications. The fuel has excellent low-temperature viscosity

Reformer Fuel Injector

NASA Technical Reports Server (NTRS)

Suder, Jennifer L.

2004-01-01

Today's form of jet engine power comes from what is called a gas turbine engine. This engine is on average 14% efficient and emits great quantities of green house gas carbon dioxide and air pollutants, Le. nitrogen oxides and sulfur oxides. The alternate method being researched involves a reformer and a solid oxide fuel cell (SOFC). Reformers are becoming a popular area of research within the industry scale. NASA Glenn Research Center's approach is based on modifying the large aspects of industry reforming processes into a smaller jet fuel reformer. This process must not only be scaled down in size, but also decrease in weight and increase in efficiency. In comparison to today's method, the Jet A fuel reformer will be more efficient as well as reduce the amount of air pollutants discharged. The intent is to develop a 10kW process that can be used to satisfy the needs of commercial jet engines. Presently, commercial jets use Jet-A fuel, which is a kerosene based hydrocarbon fuel. Hydrocarbon fuels cannot be directly fed into a SOFC for the reason that the high temperature causes it to decompose into solid carbon and Hz. A reforming process converts fuel into hydrogen and supplies it to a fuel cell for power, as well as eliminating sulfur compounds. The SOFC produces electricity by converting H2 and CO2. The reformer contains a catalyst which is used to speed up the reaction rate and overall conversion. An outside company will perform a catalyst screening with our baseline Jet-A fuel to determine the most durable catalyst for this application. Our project team is focusing on the overall research of the reforming process. Eventually we will do a component evaluation on the different reformer designs and catalysts. The current status of the project is the completion of buildup in the test rig and check outs on all equipment and electronic signals to our data system. The objective is to test various reformer designs and catalysts in our test rig to determine the most efficient configuration to incorporate into the specific compact jet he1 reformer test rig. Additional information is included in the original extended abstract.

Characterization of a Heated Liquid Jet in Crossflow

NASA Astrophysics Data System (ADS)

Wiest, Heather K.

The liquid jet in crossflow (LJICF) is a widely utilized fuel injection method for airbreathing propulsion devices such as low NO x gas turbine combustors, turbojet afterburners, scramjet/ramjet engines, and rotating detonation engines (RDE's). This flow field allows for efficient fuel-air mixing as aerodynamic forces from the crossflow augment atomization. Additionally, increases in the thermal demands of advanced aeroengines necessitates the use of fuel as a primary coolant. The resulting higher fuel temperatures can cause flash atomization of the liquid fuel as it is injected into a crossflow, potentially leading to a large reduction in the jet penetration. While many experimental works have characterized the overall atomization process of a room temperature liquid jet in an ambient temperature and pressure crossflow, the aggressive conditions associated with flash atomization especially in an air crossflow with elevated temperatures and pressures have been less studied in the community. A successful test campaign was conducted to study the effects of fuel temperature on a liquid jet injected transversely into a steady air crossflow at ambient as well as elevated temperature and pressure conditions. Modifications were made to an existing optically accessible rig, and a new fuel injector was designed for this study. Backlit imaging was utilized to record changes in the overall spray characteristics and jet trajectory as fuel temperature and crossflow conditioners were adjusted. Three primary analysis techniques were applied to the heated LJICF data: linear regression of detected edges to determine trajectory correlations, exploratory study of pixel intensity variations both temporally as well as spatially, and modal decomposition of the data. The overall objectives of this study was to assess the trajectory, breakup, and mixing of the LJICF undery varying jet and crossflow conditions, develop a trajectory correlation to predict changes in jet penetration due to fuel temperature increases, and characterize the changes in underlying physics in the LJICF flow field. Based on visual inspection, the increase in fuel temperature leads to a finer and denser fuel spray. With increasingly elevated liquid temperatures, the penetration of the jet typically decreases. At or near flashing conditions, the jet had a tendency to penetrate upstream before bending over in the crossflow as well as experiences a rapid expansion causing the jet column to increase in width. Two trajectory correlations were determined, one for each set of crossflow conditions, based on normalized axial distance, normalized liquid viscosity, and normalized jet diameter as liquid is vaporized. The pixel intensity analysis showed that the highest temperature jet in the ambient temperature and pressure crossflow exhibited periodic behavior that was also found using various modal techniques including proper orthogonal decomposition and dynamic mode decomposition. Dominant frequencies determined for most test cases were associated with the bulk or flapping motion of the jet. Most notably, the DMD analysis in this study was successful in identifying robust modes across different subgroupings of the data even though the modes identified were not the highest power modes in each DMD spectrum.

Hydrocarbon group type determination in jet fuels by high performance liquid chromatography

NASA Technical Reports Server (NTRS)

Antoine, A. C.

1977-01-01

Thirty-two jet and diesel fuel samples of varying chemical composition and physical properties were prepared from oil shale and coal syncrudes. Hydrocarbon types in these samples were determined by a fluorescent indicator adsorption analysis, and the results from three laboratories are presented and compared. Two methods of rapid high performance liquid chromatography were used to analyze some of the samples, and these results are also presented and compared. Two samples of petroleum-based Jet A fuel are similarly analyzed.

Experimental and computational study of methane counterflow diffusion flames perturbed by trace amounts of either jet fuel or a 6-component surrogate under non-sooting conditions

DOE Office of Scientific and Technical Information (OSTI.GOV)

Bufferand, H.; Tosatto, L.; La Mantia, B.

2009-08-15

The chemical structure of a methane counterflow diffusion flame and of the same flame doped with 1000 ppm (molar) of either jet fuel or a 6-component jet fuel surrogate was analyzed experimentally, by gas sampling via quartz microprobes and subsequent GC/MS analysis, and computationally using a semi-detailed kinetic mechanism for the surrogate blend. Conditions were chosen to ensure that all three flames were non-sooting, with identical temperature profiles and stoichiometric mixture fraction, through a judicious selection of feed stream composition and strain rate. The experimental dataset provides a glimpse of the pyrolysis and oxidation behavior of jet fuel in amore » diffusion flame. The jet fuel initial oxidation is consistent with anticipated chemical kinetic behavior, based on thermal decomposition of large alkanes to smaller and smaller fragments and the survival of ring-stabilized aromatics at higher temperatures. The 6-component surrogate captures the same trend correctly, but the agreement is not quantitative with respect to some of the aromatics such as benzene and toluene. Various alkanes, alkenes and aromatics among the jet fuel components are either only qualitatively characterized or could not be identified, because of the presence of many isomers and overlapping spectra in the chromatogram, leaving 80% of the carbon from the jet fuel unaccounted for in the early pyrolysis history of the parent fuel. Computationally, the one-dimensional code adopted a semi-detailed kinetic mechanism for the surrogate blend that is based on an existing hierarchically constructed kinetic model for alkanes and simple aromatics, extended to account for the presence of tetralin and methylcyclohexane as reference fuels. The computational results are in reasonably good agreement with the experimental ones for the surrogate behavior, with the greatest discrepancy in the concentrations of aromatics and ethylene. (author)« less

Emission FTIR analyses of thin microscopic patches of jet fuel residues deposited on heated metal surfaces

NASA Technical Reports Server (NTRS)

Lauer, J. L.; Vogel, P.

1986-01-01

The relationship of fuel stability to fuel composition and the development of mechanisms for deposit formation were investigated. Fuel deposits reduce heat transfer efficiency and increase resistance to fuel flow and are highly detrimental to aircraft performance. Infrared emission Fourier transform spectroscopy was chosen as the primary method of analysis because it was sensitive enough to be used in-situ on tiny patches of monolayers or of only a few molecular layers of deposits which generally proved completely insoluble in any nondestructive solvents. Deposits of four base fuels were compared; dodecane, a dodecane/tetralin blend, commercial Jet A fuel, and a broadened-properties jet fuel particularly rich in polynuclear aromatics. Every fuel in turn was provided with and without small additions of such additives as thiophene, furan, pyrrole, and copper and iron naphthenates.

Acute Dermal Irritation Study of Ten Jet Fuels in New Zealand White Rabbits: Comparison of Synthetic and Bio-Based Jet Fuels with Petroleum JP-8

DTIC Science & Technology

2014-02-18

paraffinic kerosene (IPK), Sasol gas to liquid (GTL)-1 and GTL-2, Shell GTL and Syntroleum S-8 (synthetic JP-8). Four fuels were renewable bio-based fuels...5976) and GTL-2 (POSF 5977);  Shell GTL (POSF 5172, Shell Global, The Hague, The Netherlands); and  Syntroleum S-8 (synthetic JP-8, POSF 4734...from natural gas. The remaining two SPK fuels, Shell GTL (POSF 5172, Shell Global, The Hague, The Netherlands) and Syntroleum S-8 (synthetic JP-8

Agronomic comparison of several brassica species in the U.S. Corn Belt as feedstock for hydrotreated jet fuel

USDA-ARS?s Scientific Manuscript database

Through a patented process developed in the U.S., hydrotreated renewable jet fuel (HRJ) derived from plant oils has been commercially demonstrated. However, full-scale production has not yet come to fruition because HRJ is not economically competitive with petroleum-based fuels due to high feedstock...

Antimisting kerosene: Base fuel effects, blending and quality control techniques

NASA Technical Reports Server (NTRS)

Yavrouian, A. H.; Ernest, J.; Sarohia, V.

1984-01-01

The problems associated with blending of the AMK additive with Jet A, and the base fuel effects on AMK properties are addressed. The results from the evaluation of some of the quality control techniques for AMK are presented. The principal conclusions of this investigation are: significant compositional differences for base fuel (Jet A) within the ASTM specification DI655; higher aromatic content of the base fuel was found to be beneficial for the polymer dissolution at ambient (20 C) temperature; using static mixer technology, the antimisting additive (FM-9) is in-line blended with Jet A, producing AMK which has adequate fire-protection properties 15 to 20 minutes after blending; degradability of freshly blended and equilibrated AMK indicated that maximum degradability is reached after adequate fire protection is obtained; the results of AMK degradability as measured by filter ratio, confirmed previous RAE data that power requirements to decade freshly blended AMK are significantly higher than equilibrated AMK; blending of the additive by using FM-9 concentrate in Jet A produces equilibrated AMK almost instantly; nephelometry offers a simple continuous monitoring capability and is used as a real time quality control device for AMK; and trajectory (jet thurst) and pressure drop tests are useful laboratory techniques for evaluating AMK quality.

Mixing enhancement in a scramjet combustor using fuel jet injection swirl

NASA Astrophysics Data System (ADS)

Flesberg, Sonja M.

The scramjet engine has proven to be a viable means of powering a hypersonic vehicle, especially after successful flights of the X-51 WaveRider and various Hy-SHOT test vehicles. The major challenge associated with operating a scramjet engine is the short residence time of the fuel and oxidizer in the combustor. The fuel and oxidizer have only milliseconds to mix, ignite and combust in the combustion chamber. Combustion cannot occur until the fuel and oxidizer are mixed on a molecular level. Therefore the improvement of mixing is of utmost interest since this can increase combustion efficiency. This study investigated mixing enhancement of fuel and oxidizer within the combustion chamber of a scramjet by introducing swirl to the fuel jet. The investigation was accomplished with numerical simulations using STAR-CCM+ computational fluid dynamic software. The geometry of the University of Virginia Supersonic Combustion Facility was used to model the isolator, combustor and nozzle of a scramjet engine for simulation purposes. Experimental data from previous research at the facility was used to verify the simulation model before investigating the effect of fuel jet swirl on mixing. The model used coaxial fuel jet with a swirling annular jet. Single coaxial fuel jet and dual coaxial fuel jet configurations were simulated for the investigation. The coaxial fuel jets were modelled with a swirling annular jet and non-swirling core jet. Numerical analysis showed that fuel jet swirl not only increased mixing and entrainment of the fuel with the oxidizer but the mixing occurred further upstream than without fuel jet swirl. The burning efficiency was calculated for the all the configurations. An increase in burning efficiency indicated an increase in the mixing of H2 with O2. In the case of the single fuel jet models, the maximum burning efficiency increase due to fuel injection jet swirl was 23.3%. The research also investigated the possibility that interaction between two swirling jets would produce increased mixing and to study how the distance between the two fuel injector exits would affect mixing. Three swirl patterns were investigated: 1) the first swirl pattern as viewed by an observer looking downstream had the right fuel annular jet swirling counter clockwise and the left fuel annular jet swirling clockwise, 2) the second swirl pattern as viewed by an observer looking downstream had the right fuel jet swirling clockwise and the left fuel jet swirling counter clockwise, 3) the third swirl pattern as viewed by an observer looking downstream had both the right and left fuel jet swirling in the same clockwise direction. Each one of the swirl patterns were simulated with the distances between the center points of the fuel jets modelled 3, 4, and 5 times the fuel injector radius. The swirl pattern that produced the greatest increase in burning efficiency differed according to the fuel injector spacing. The maximum increase in burning efficiency compared to the corresponding non-swirling two jet baseline case was 24.6% and was produced by the first swirl pattern with the distance between the center points of the fuel jets being 5 times the fuel injector radius. The burning efficiency for the single jet non-swirling baseline case and the first swirl pattern with the distance between the center points of the fuel jets being 5 times the fuel injector radius was 0.70 and 0.90 respectively indicating a 29% increase due to dual fuel injection swirl.

Hydrogen for the subsonic transport. [aircraft design and fuel requirements

NASA Technical Reports Server (NTRS)

Korycinski, P. F.; Snow, D. B.

1975-01-01

Relations between air travel and fuel requirements are examined. Alternate fuels considered in connection with problems related to a diminishing supply of petroleum include synthetic jet fuel, methane, and hydrogen. A cruise flight of a subsonic aircraft on a hydrogen-fueled jet engine was demonstrated in 1957. However, more development work is required to provide a sound engineering base for a complete air transportation system using hydrogen as fuel. Aircraft designs for alternate fuels are discussed, giving attention to hydrogen-related technology already available and new developments which are needed.

Inerting Aircraft Fuel Systems Using Exhaust Gases

NASA Technical Reports Server (NTRS)

Hehemann, David G.

2002-01-01

Our purpose in this proposal was to determine the feasibility of using carbon dioxide, possibly obtained from aircraft exhaust gases as a substance to inert the fuel contained in fuel tanks aboard aircraft. To do this, we decided to look at the effects carbon dioxide has upon commercial Jet-A aircraft fuel. In particular, we looked at the solubility of CO2 in Jet-A fuel, the pumpability of CO2-saturated Jet-A fuel, the flashpoint of Jet-A fuel under various mixtures of air and CO2, the static outgassing of CO2-Saturated Jet-A fuel and the dynamic outgassing of Jet-A fuel during pumping of Jet-A fuel.

Loop system for creating jet fuel vapor standards used in the calibration of infrared spectrophotometers and gas chromatographs.

PubMed

Reboulet, James; Cunningham, Robert; Gunasekar, Palur G; Chapman, Gail D; Stevens, Sean C

2009-02-01

A whole body inhalation study of mixed jet fuel vapor and its aerosol necessitated the development of a method for preparing vapor only standards from the neat fuel. Jet fuel is a complex mixture of components which partitions between aerosol and vapor when aspirated based on relative volatility of the individual compounds. A method was desired which could separate the vapor portion from the aerosol component to prepare standards for the calibration of infrared spectrophotometers and a head space gas chromatography system. A re-circulating loop system was developed which provided vapor only standards whose composition matched those seen in an exposure system. Comparisons of nominal concentrations in the exposure system to those determined by infrared spectrophotometry were in 92-95% agreement. Comparison of jet fuel vapor concentrations determined by infrared spectrophotometry compared to head space gas chromatography yielded a 93% overall agreement in trial runs. These levels of agreement show the loop system to be a viable method for creating jet fuel vapor standards for calibrating instruments.

Immunotoxicity evaluation of jet a jet fuel in female rats after 28-day dermal exposure.

PubMed

Mann, Cynthia M; Peachee, Vanessa L; Trimmer, Gary W; Lee, Ji-Eun; Twerdok, Lorraine E; White, Kimber L

2008-01-01

The potential for jet fuel to modulate immune functions has been reported in mice following dermal, inhalation, and oral routes of exposure; however, a functional evaluation of the immune system in rats following jet fuel exposure has not been conducted. In this study potential effects of commercial jet fuel (Jet A) on the rat immune system were assessed using a battery of functional assays developed to screen potential immunotoxic compounds. Jet A was applied to the unoccluded skin of 6- to 7-wk-old female Crl:CD (SD)IGS BR rats at doses of 165, 330, or 495 mg/kg/d for 28 d. Mineral oil was used as a vehicle to mitigate irritation resulting from repeated exposure to jet fuel. Cyclophosphamide and anti-asialo GM1 were used as positive controls for immunotoxic effects. In contrast to reported immunotoxic effects of jet fuel in mice, dermal exposure of rats to Jet A did not result in alterations in spleen or thymus weights, splenic lymphocyte subpopulations, immunoglobulin (Ig) M antibody-forming cell response to the T-dependent antigen, sheep red blood cells (sRBC), spleen cell proliferative response to anti-CD3 antibody, or natural killer (NK) cell activity. In each of the immunotoxicological assays conducted, the positive control produced the expected results, demonstrating the assay was capable of detecting an effect if one had occurred. Based on the immunological parameters evaluated under the experimental conditions of the study, Jet A did not adversely affect immune responses of female rats. It remains to be determined whether the observed difference between this study and some other studies reflects a difference in the immunological response of rats and mice or is the result of other factors.

Fuel spill identification using solid-phase extraction and solid-phase microextraction. 1. Aviation turbine fuels.

PubMed

Lavine, B K; Brzozowski, D M; Ritter, J; Moores, A J; Mayfield, H T

2001-12-01

The water-soluble fraction of aviation jet fuels is examined using solid-phase extraction and solid-phase microextraction. Gas chromatographic profiles of solid-phase extracts and solid-phase microextracts of the water-soluble fraction of kerosene- and nonkerosene-based jet fuels reveal that each jet fuel possesses a unique profile. Pattern recognition analysis reveals fingerprint patterns within the data characteristic of fuel type. By using a novel genetic algorithm (GA) that emulates human pattern recognition through machine learning, it is possible to identify features characteristic of the chromatographic profile of each fuel class. The pattern recognition GA identifies a set of features that optimize the separation of the fuel classes in a plot of the two largest principal components of the data. Because principal components maximize variance, the bulk of the information encoded by the selected features is primarily about the differences between the fuel classes.

Numerical Simulation and Industrial Experimental Research on the Coherent Jet with "CH4 + N2" Mixed Fuel Gas

NASA Astrophysics Data System (ADS)

Hu, Shaoyan; Zhu, Rong; Dong, Kai; Liu, Runzao

2018-06-01

Coherent jet technology is widely used in the electric arc furnace (EAF) steelmaking process to deliver more energy and momentum into the molten steel bath. Meanwhile, the characteristics of a coherent jet using pure CH4 as the fuel gas have been well investigated in previous studies. To reduce the consumption of CH4, coherent jet technology using "CH4 + N2" mixed fuel gas instead of pure CH4 was proposed and studied in detail by numerical simulation in the present work. The Eddy Dissipation Concept model, which has detailed chemical kinetic mechanisms, was adopted to model the fuel gas combustion reactions. Experimental measurements were carried out to validate the accuracy of the computational model. The present study shows that the jet characteristics of the main oxygen improve along with the increase of the CH4 ratio in fuel gas and with the increase of the flow rate of fuel gas. When the CH4 ratio in the fuel gas is 25 pct, the fuel gas flow rate only has a limited influence on the jet characteristics, unlike the rest of the fuel gas compositions, because a high N2 proportion deteriorates the combustion performance and leads to severe incomplete combustion. Moreover, a false potential core phenomenon was observed and explained in the present study. Based on the average values, the jet length of a coherent jet with 75 pct CH4 can achieve 89.8 pct of that with 100 pct CH4. Finally, an industrial experiment was carried out on a commercial 100t EAF using coherent jet with 75 pct CH4, showing that the average CH4 consumption was reduced from 3.84 to 3.05 Nm3 t-1 under the premise of no obvious changes in the other production indexes.

Environmental Quality Research-Fate of Toxic Jet Fuel Components in Aquatic Systems

DTIC Science & Technology

1981-12-01

literature suggests that the maximum growt rate of Chlorella vulgaris is almost certainly between 1.5 and 2.5 days at water temperatures near 25°C...the results of an investigation of the potential toxic effects of the jet fuel JP-4 (petroleum-based and shale-based) on the aqueous environ- ment... investigated included fuel/ H 2 0 ratios and mixing times. Hydrocarbon composition of the WSF of JP-4, both petroleum e.nd shale-derived, appears to be

Credit BG. View looks south southeast toward tank farm, Rogers ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Credit BG. View looks south southeast toward tank farm, Rogers Dry Lake is in the background. Each cylindrical tank is labeled for jet fuel grade JP5. Two 2,000 gallon capacity rectangular tanks in midground are fabricated of concrete for storing hydrocarbons; they were constructed in 1993. Structure at extreme right of view is Building 4515, Jet Fuel Testing Laboratory - Edwards Air Force Base, North Base, Aircraft Fuel Tank Farm, Northeast of A Street, Boron, Kern County, CA

Exposure to low levels of jet-propulsion fuel impairs brainstem encoding of stimulus intensity.

PubMed

Guthrie, O'neil W; Xu, Helen; Wong, Brian A; McInturf, Shawn M; Reboulet, Jim E; Ortiz, Pedro A; Mattie, David R

2014-01-01

Jet propulsion fuel-8 (JP-8) is a kerosene-based fuel that is used in military jets. The U.S. Armed Services and North Atlantic Treaty Organization countries adopted JP-8 as a standard fuel source and the U.S. military alone consumes more than 2.5 billion gallons annually. Preliminary epidemiologic data suggested that JP-8 may interact with noise to induce hearing loss, and animal studies revealed damage to presynaptic sensory cells in the cochlea. In the current study, Long-Evans rats were divided into four experimental groups: control, noise only, JP-8 only, and JP-8 + noise. A subototoxic level of JP-8 was used alone or in combination with a nondamaging level of noise. Functional and structural assays of the presynaptic sensory cells combined with neurophysiologic studies of the cochlear nerve revealed that peripheral auditory function was not affected by individual exposures and there was no effect when the exposures were combined. However, the central auditory nervous system exhibited impaired brainstem encoding of stimulus intensity. These findings may represent important and major shifts in the theoretical framework that governs current understanding of jet fuel and/or jet fuel + noise-induced ototoxicity. From an epidemiologic perspective, results indicate that jet fuel exposure may exert consequences on auditory function that may be more widespread and insidious than what was previously shown. It is possible that a large population of military personnel who are suffering from the effects of jet fuel exposure may be misidentified because they would exhibit normal hearing thresholds but harbor a "hidden" brainstem dysfunction.

Experimental and Modeling Studies of the Combustion Characteristics of Conventional and Alternative Jet Fuels. Final Report

NASA Technical Reports Server (NTRS)

Meeks, Ellen; Naik, Chitral V.; Puduppakkam, Karthik V.; Modak, Abhijit; Egolfopoulos, Fokion N.; Tsotsis, Theo; Westbrook, Charles K.

2011-01-01

The objectives of this project have been to develop a comprehensive set of fundamental data regarding the combustion behavior of jet fuels and appropriately associated model fuels. Based on the fundamental study results, an auxiliary objective was to identify differentiating characteristics of molecular fuel components that can be used to explain different fuel behavior and that may ultimately be used in the planning and design of optimal fuel-production processes. The fuels studied in this project were Fischer-Tropsch (F-T) fuels and biomass-derived jet fuels that meet certain specifications of currently used jet propulsion applications. Prior to this project, there were no systematic experimental flame data available for such fuels. One of the key goals has been to generate such data, and to use this data in developing and verifying effective kinetic models. The models have then been reduced through automated means to enable multidimensional simulation of the combustion characteristics of such fuels in real combustors. Such reliable kinetic models, validated against fundamental data derived from laminar flames using idealized flow models, are key to the development and design of optimal combustors and fuels. The models provide direct information about the relative contribution of different molecular constituents to the fuel performance and can be used to assess both combustion and emissions characteristics.

OPTIMIZING BIOVENTING IN SHALLOW VADOSE ZONES AND COLD CLIMATES

EPA Science Inventory

This paper describes a bioventing study design and initial activities applied to a JP-4 jet fuel spill at Eielson Air Force Base, Alaska. The primary objectives of the project were to investigate the feasibility of using bioventing technology to remediate JP-4 jet fuel contaminat...

Thermal protection performance of opposing jet generating with solid fuel

NASA Astrophysics Data System (ADS)

Shen, Binxian; Liu, Weiqiang

2018-03-01

A light and small gas supply device, which uses fuel gas generating with solid fuel as coolant gas, is introduced for opposing jet thermal protection in hypersonic vehicles. A numerical study on heat flux reduction in hypersonic flow with opposing jet is conducted to investigate the cooling efficiency of fuel gas. Flow field and cooling efficiency at different jet temperatures, as well as the effect of fuel gas, are determined. Detailed results show that shock stand-off distance changes with an increase in jet pressure ratio and remains constant with an increase in jet temperature. Cooling efficiency weakens with an increase in jet temperature and can be strengthened by enhancing jet pressure. Lastly, a remarkable heat flux reduction is observed with fuel gas injection with respect to no fuel gas injection when jet temperature reaches 900 K, thereby proving the positive cooling efficiency of fuel gas.

Refining and blending of aviation turbine fuels.

PubMed

White, R D

1999-02-01

Aviation turbine fuels (jet fuels) are similar to other petroleum products that have a boiling range of approximately 300F to 550F. Kerosene and No.1 grades of fuel oil, diesel fuel, and gas turbine oil share many similar physical and chemical properties with jet fuel. The similarity among these products should allow toxicology data on one material to be extrapolated to the others. Refineries in the USA manufacture jet fuel to meet industry standard specifications. Civilian aircraft primarily use Jet A or Jet A-1 fuel as defined by ASTM D 1655. Military aircraft use JP-5 or JP-8 fuel as defined by MIL-T-5624R or MIL-T-83133D respectively. The freezing point and flash point are the principle differences between the finished fuels. Common refinery processes that produce jet fuel include distillation, caustic treatment, hydrotreating, and hydrocracking. Each of these refining processes may be the final step to produce jet fuel. Sometimes blending of two or more of these refinery process streams are needed to produce jet fuel that meets the desired specifications. Chemical additives allowed for use in jet fuel are also defined in the product specifications. In many cases, the customer rather than the refinery will put additives into the fuel to meet their specific storage or flight condition requirements.

Techno-economic comparison of biojet fuel production from lignocellulose, vegetable oil and sugar cane juice.

PubMed

Diederichs, Gabriel Wilhelm; Ali Mandegari, Mohsen; Farzad, Somayeh; Görgens, Johann F

2016-09-01

In this study, a techno-economic comparison was performed considering three processes (thermochemical, biochemical and hybrid) for production of jet fuel from lignocellulosic biomass (2G) versus two processes from first generation (1G) feedstocks, including vegetable oil and sugar cane juice. Mass and energy balances were constructed for energy self-sufficient versions of these processes, not utilising any fossil energy sources, using ASPEN Plus® simulations. All of the investigated processes obtained base minimum jet selling prices (MJSP) that is substantially higher than the market jet fuel price (2-4 fold). The 1G process which converts vegetable oil, obtained the lowest MJSPs of $2.22/kg jet fuel while the two most promising 2G processes- the thermochemical (gasification and Fischer-Tropsch synthesis) and hybrid (gasification and biochemical upgrading) processes- reached MJSPs of $2.44/kg and $2.50/kg jet fuel, respectively. According to the economic sensitivity analysis, the feedstock cost and fixed capital investment have the most influence on the MJSP. Copyright © 2016 Elsevier Ltd. All rights reserved.

Numerical Simulation of an Enclosed Laminar Jet Diffusion Flame in Microgravity Environment: Comparison with ELF Data

NASA Technical Reports Server (NTRS)

Jia, Kezhong; Venuturumilli, Rajasekhar; Ryan, Brandon J.; Chen, Lea-Der

2001-01-01

Enclosed diffusion flames are commonly found in practical combustion systems, such as the power-plant combustor, gas turbine combustor, and jet engine after-burner. In these systems, fuel is injected into a duct with a co-flowing or cross-flowing air stream. The diffusion flame is found at the surface where the fuel jet and oxygen meet, react, and consume each other. In combustors, this flame is anchored at the burner (i.e., fuel jet inlet) unless adverse conditions cause the flame to lift off or blow out. Investigations of burner stability study the lift off, reattachment, and blow out of the flame. Flame stability is strongly dependent on the fuel jet velocity. When the fuel jet velocity is sufficiently low, the diffusion flame anchors at the burner rim. When the fuel jet velocity is increased, the flame base gradually moves downstream. However, when the fuel jet velocity increases beyond a critical value, the flame base abruptly jumps downstream. When this "jump" occurs, the flame is said to have reached its lift-off condition and the critical fuel jet velocity is called the lift-off velocity. While lifted, the flame is not attached to the burner and it appears to float in mid-air. Flow conditions are such that the flame cannot be maintained at the burner rim despite the presence of both fuel and oxygen. When the fuel jet velocity is further increased, the flame will eventually extinguish at its blowout condition. In contrast, if the fuel jet velocity of a lifted flame is reduced, the flame base moves upstream and abruptly returns to anchor at the burner rim. The fuel jet velocity at reattachment can be much lower than that at lift off, illustrating the hysteresis effect present in flame stability. Although there have been numerous studies of flame stability, the controlling mechanisms are not well understood. This uncertainty is described by Pitts in his review of various competing theories of lift off and blow out in turbulent jet diffusion flames. There has been some research on the stability of laminar flames, but most studies have focused on turbulent flames. It is also well known that the airflow around the fuel jet can significantly alter the lift off, reattachment and blow out of the jet diffusion flame. Buoyant convection is sufficiently strong in 1-g flames that it can dominate the flow-field, even at the burner rim. In normal-gravity testing, it is very difficult to delineate the effects of the forced airflow from those of the buoyancy-induced flow. Comparison of normal-gravity and microgravity flames provides clear indication of the influence of forced and buoyant flows on the flame stability. The overall goal of the Enclosed Laminar Flames (ELF) investigation (STS-87/USMP-4 Space Shuttle mission, November to December 1997) is to improve our understanding of the effects of buoyant convection on the structure and stability of co-flow diffusion flame, e.g., see http://zeta.lerc.nasa.gov/expr/elf.htm. The ELF hardware meets the experiment hardware limit of the 35-liter interior volume of the glovebox working area, and the 180x220-mm dimensions of the main door. The ELF experiment module is a miniature, fan-driven wind tunnel, equipped with a gas supply system. A 1.5-mm diameter nozzle is located on the duct's flow axis. The cross section of the duct is nominally a 76-mm square with rounded corners. The forced air velocity can be varied from about 0.2 to 0.9 m/s. The fuel flow can be set as high as 3 std. cubic centimeter (cc) per second, which corresponds to a nozzle exit velocity of up to 1.70 m/s. The ELF hardware and experimental procedure are discussed in detail in Brooker et al. The 1-g test results are repeated in several experiments following the STS-87 Mission. The ELF study is also relevant to practical systems because the momentum-dominated behavior of turbulent flames can be achieved in laminar flames in microgravity. The specific objectives of this paper are to evaluate the use reduced model for simulation of flame lift-off and blowout.

Computer analysis of effects of altering jet fuel properties on refinery costs and yields

NASA Technical Reports Server (NTRS)

Breton, T.; Dunbar, D.

1984-01-01

This study was undertaken to evaluate the adequacy of future U.S. jet fuel supplies, the potential for large increases in the cost of jet fuel, and to what extent a relaxation in jet fuel properties would remedy these potential problems. The results of the study indicate that refiners should be able to meet jet fuel output requirements in all regions of the country within the current Jet A specifications during the 1990-2010 period. The results also indicate that it will be more difficult to meet Jet A specifications on the West Coast, because the feedstock quality is worse and the required jet fuel yield (jet fuel/crude refined) is higher than in the East. The results show that jet fuel production costs could be reduced by relaxing fuel properties. Potential cost savings in the East (PADDs I-IV) through property relaxation were found to be about 1.3 cents/liter (5 cents/gallon) in January 1, 1981 dollars between 1990 and 2010. However, the savings from property relaxation were all obtained within the range of current Jet A specifications, so there is no financial incentive to relax Jet A fuel specifications in the East. In the West (PADD V) the potential cost savings from lowering fuel quality were considerably greater than in the East. Cost savings from 2.7 to 3.7 cents/liter (10-14 cents/gallon) were found. In contrast to the East, on the West Coast a significant part of the savings was obtained through relaxation of the current Jet A fuel specifications.

Platelet activating factor receptor binding plays a critical role in jet fuel-induced immune suppression.

PubMed

Ramos, Gerardo; Kazimi, Nasser; Nghiem, Dat X; Walterscheid, Jeffrey P; Ullrich, Stephen E

2004-03-15

Applying military jet fuel (JP-8) or commercial jet fuel (Jet-A) to the skin of mice suppresses the immune response in a dose-dependent manner. The release of biological response modifiers, particularly prostaglandin E2 (PGE2), is a critical step in activating immune suppression. Previous studies have shown that injecting selective cyclooxygenase-2 inhibitors into jet fuel-treated mice blocks immune suppression. Because the inflammatory phospholipid mediator, platelet-activating factor (PAF), up-regulates cyclooxygenase-2 production and PGE2 synthesis by keratinocytes, we tested the hypothesis that PAF-receptor binding plays a role in jet fuel-induced immune suppression. Treating keratinocyte cultures with PAF and/or jet fuel (JP-8 and Jet-A) stimulates PGE2 secretion. Jet fuel-induced PGE2 production was suppressed by treating the keratinocytes with specific PAF-receptor antagonists. Injecting mice with PAF, or treating the skin of the mice with JP-8, or Jet-A, induced immune suppression. Jet fuel-induced immune suppression was blocked when the jet fuel-treated mice were injected with PAF-receptor antagonists before treatment. Jet fuel treatment has been reported to activate oxidative stress and treating the mice with anti-oxidants (Vitamins C, or E or beta-hydroxy toluene), before jet fuel application, interfered with immune suppression. These findings confirm previous studies showing that PAF-receptor binding can modulate immune function. Furthermore, they suggest that PAF-receptor binding may be an early event in the induction of immune suppression by immunotoxic environmental agents that target the skin.

Review of Biojet Fuel Conversion Technologies

DOE Office of Scientific and Technical Information (OSTI.GOV)

Wang, Wei-Cheng; Tao, Ling; Markham, Jennifer

Biomass-derived jet (biojet) fuel has become a key element in the aviation industry’s strategy to reduce operating costs and environmental impacts. Researchers from the oil-refining industry, the aviation industry, government, biofuel companies, agricultural organizations, and academia are working toward developing commercially viable and sustainable processes that produce long-lasting renewable jet fuels with low production costs and low greenhouse gas emissions. Additionally, jet fuels must meet ASTM International specifications and potentially be a 100% drop-in replacement for the current petroleum jet fuel. The combustion characteristics and engine tests demonstrate the benefits of running the aviation gas turbine with biojet fuels. Inmore » this study, the current technologies for producing renewable jet fuels, categorized by alcohols-to-jet, oil-to-jet, syngas-to-jet, and sugar-to-jet pathways, are reviewed. The main challenges for each technology pathway, including feedstock availability, conceptual process design, process economics, life-cycle assessment of greenhouse gas emissions, and commercial readiness, are discussed. Although the feedstock price and availability and energy intensity of the process are significant barriers, biomass-derived jet fuel has the potential to replace a significant portion of conventional jet fuel required to meet commercial and military demand.« less

Jet Fuel Kerosene is not Immunosuppressive in Mice or Rats Following Inhalation for 28 Days

PubMed Central

White, Kimber L.; DeLorme, Michael P.; Beatty, Patrick W.; Smith, Matthew J.; Peachee, Vanessa L.

2013-01-01

Previous reports indicated that inhalation of JP-8 aviation turbine fuel is immunosuppressive. However, in some of those studies, the exposure concentrations were underestimated, and percent of test article as vapor or aerosol was not determined. Furthermore, it is unknown whether the observed effects are attributable to the base hydrocarbon fuel (jet fuel kerosene) or to the various fuel additives in jet fuels. The present studies were conducted, in compliance with Good Laboratory Practice (GLP) regulations, to evaluate the effects of jet fuel kerosene on the immune system, in conjunction with an accurate, quantitative characterization of the aerosol and vapor exposure concentrations. Two female rodent species (B6C3F1 mice and Crl:CD rats) were exposed by nose-only inhalation to jet fuel kerosene at targeted concentrations of 0, 500, 1000, or 2000 mg/m3 for 6 h daily for 28 d. Humoral, cell-mediated, and innate immune functions were subsequently evaluated. No marked effects were observed in either species on body weights, spleen or thymus weights, the T-dependent antibody-forming cell response (plaque assay), or the delayed-type hypersensitivity (DTH) response. With a few exceptions, spleen cell numbers and phenotypes were also unaffected. Natural killer (NK) cell activity in mice was unaffected, while the NK assessment in rats was not usable due to an unusually low response in all groups. These studies demonstrate that inhalation of jet fuel kerosene for 28 d at levels up to 2000 mg/m3 did not adversely affect the functional immune responses of female mice and rats. PMID:24028664

Jet fuel kerosene is not immunosuppressive in mice or rats following inhalation for 28 days.

PubMed

White, Kimber L; DeLorme, Michael P; Beatty, Patrick W; Smith, Matthew J; Peachee, Vanessa L

2013-01-01

Previous reports indicated that inhalation of JP-8 aviation turbine fuel is immunosuppressive. However, in some of those studies, the exposure concentrations were underestimated, and percent of test article as vapor or aerosol was not determined. Furthermore, it is unknown whether the observed effects are attributable to the base hydrocarbon fuel (jet fuel kerosene) or to the various fuel additives in jet fuels. The present studies were conducted, in compliance with Good Laboratory Practice (GLP) regulations, to evaluate the effects of jet fuel kerosene on the immune system, in conjunction with an accurate, quantitative characterization of the aerosol and vapor exposure concentrations. Two female rodent species (B6C3F1 mice and Crl:CD rats) were exposed by nose-only inhalation to jet fuel kerosene at targeted concentrations of 0, 500, 1000, or 2000 mg/m(3) for 6 h daily for 28 d. Humoral, cell-mediated, and innate immune functions were subsequently evaluated. No marked effects were observed in either species on body weights, spleen or thymus weights, the T-dependent antibody-forming cell response (plaque assay), or the delayed-type hypersensitivity (DTH) response. With a few exceptions, spleen cell numbers and phenotypes were also unaffected. Natural killer (NK) cell activity in mice was unaffected, while the NK assessment in rats was not usable due to an unusually low response in all groups. These studies demonstrate that inhalation of jet fuel kerosene for 28 d at levels up to 2000 mg/m(3) did not adversely affect the functional immune responses of female mice and rats.

Mixing and Flow-field Characteristics of Strongly-forced Transitional / Turbulent Jets and Jet Flames

NASA Astrophysics Data System (ADS)

Lakshminarasimhan, Krishna

2005-11-01

Strong pulsations of the fuel flow rate have previously been shown to dramatically alter the flame length and luminosity of nonpremixed jet flames. The mechanisms responsible for such changes are explored experimentally in nonreacting and reacting strongly pulsed jets by using cinematographic PIV and acetone PLIF. The large amplitude forcing was obtained by pulsing the flow using a solenoid valve at the organ-pipe resonance frequency of the fuel delivery tube. The velocity fluctuations in the flow produced by the resonant pulsing of the jet can reach to about 8 times that of the mean flow. The jet characteristics were studied for Reynolds numbers based on mean flow velocity ranging between 800 and 2400. The PIV shows that with strong pulsations the jet exhibits significant reverse flow into the fuel delivery tube and an increase in turbulence in the near-field region. The acetone PLIF imaging was performed inside and outside the fuel tube in order to study the effects of pulsations on the mixing. These measurements showed significant in-tube partial premixing due to the reverse flow near the nozzle exit as well as enhanced mixing due to coherent vortical structures and increased turbulence.

Direct Coal -to-Liquids (CTL) for Jet Fuel Using Biomass-Derived Solvents

DOE Office of Scientific and Technical Information (OSTI.GOV)

Chauhan, Satya P.; Garbark, Daniel B.; Taha, Rachid

Battelle has demonstrated a novel and potentially breakthrough technology for a direct coal-to-liquids (CTL) process for producing jet fuel using biomass-derived coal solvents (bio-solvents). The Battelle process offers a significant reduction in capital and operating costs and a substantial reduction in greenhouse gas (GHG) emissions, without requiring carbon capture and storage (CCS). The results of the project are the advancement of three steps of the hybrid coal/biomass-to-jet fuel process to the technology readiness level (TRL) of 5. The project objectives were achieved over two phases. In Phase 1, all three major process steps were explored and refined at bench-scale, including:more » (1) biomass conversion to high hydrogen-donor bio-solvent; (2) coal dissolution in biomass-derived bio-solvent, without requiring molecular H 2, to produce a synthetic crude (syncrude); and (3) two-stage catalytic hydrotreating/hydrogenation of syncrude to jet fuel and other distillates. In Phase 2, all three subsystems of the CTL process were scaled up to a pre-pilot scale, and an economic analysis was carried out. A total of over 40 bio-solvents were identified and prepared. The most unique attribute of Battelle’s bio-solvents is their ability to provide much-needed hydrogen to liquefy coal and thus increase its hydrogen content so much that the resulting syncrude is liquid at room temperature. Based on the laboratory-scale testing with bituminous coals from Ohio and West Virginia, a total of 12 novel bio-solvent met the goal of greater than 80% coal solubility, with 8 bio-solvents being as good as or better than a well-known but expensive hydrogen-donor solvent, tetralin. The Battelle CTL process was then scaled up to 1 ton/day (1TPD) at a pre-pilot facility operated in Morgantown, WV. These tests were conducted, in part, to produce enough material for syncrude-upgrading testing. To convert the Battelle-CTL syncrude into a form suitable as a blending stock for jet turbine fuel, a two-step catalytic upgrading process was developed at laboratory scale and then demonstrated at pre-pilot scale facility in Pittsburg, PA. Several drums of distillate products were produced, which were then distilled into unblended (neat) synthetic jet fuel and diesel products for a detailed characterization. Based on a detailed characterization of the synthetic jet fuel, a 20% synthetic, 80% commercial jet fuel blend was prepared, which met all specifications. An analysis of the synthetic diesel product showed that it has the promise of being a drop-in fuel as super-low (less than 15 ppm)-sulfur diesel fuel. A detailed economic analysis showed that the Battelle liquefaction process is economical at between 1000 metric tons/day (MT/day) and 2000 MT/day. The unit capital cost for Battelle CTL process for making jet fuel is 50K USD/daily bbl compared to 151K USD/daily bbl for indirect CTL, based on 2011 dollars. The jet-fuel selling cost at the refinery, including a 12% capital cost factor (which included profit), for the Battelle CTL process is 61USD/bbl (1.45 USD/gallon). This is competitive with crude oil price of 48 USD/bbl. At the same time, the GHG emissions of 3.56 MT CO 2/MT fuel were lower than the GHG emissions of 3.79 MT CO 2/MTfuel for petroleum-based fuels and 7.77 MT CO 2/MT fuel for indirect CTL. Thus, the use of bio-solvents completely eliminates the need for carbon capture in the case of Battelle CTL process. The superior economics and low GHG emissions for the Battelle CTL process has thus sparked worldwide interest and some potential commercialization opportunities are emerging.« less

Installation Restoration Program. Remedial Investigation Report. Minnesota Air National Guard Base Duluth International Airport, Duluth, Minnesota. Volume 1

DTIC Science & Technology

1990-01-01

There are three above ground storage tanks for the storage of JP-4 jet fuel with ancillary piping, pumps, loading and unloading facilities, and...time daily basis. Workers are present to transfer jet fuel from delivery tncks to the storage tanks and from the storage tanks to fueling trucks...Ground-water flow and contaminant migration at Site 4, the fuel storage area, is generally toward the drainage ditch located immediately north of the

Characteristics of strongly-forced turbulent jets and non-premixed jet flames

NASA Astrophysics Data System (ADS)

Lakshminarasimhan, K.; Clemens, N. T.; Ezekoye, O. A.

2006-10-01

Previous researchers have demonstrated that strong pulsations of the fuel flow rate can significantly reduce the flame length and luminosity of laminar/transitional non-premixed jet flames. The physical mechanisms responsible for these changes are investigated experimentally in acoustically-forced jet flows where the peak velocity fluctuations are up to eight times the mean flow velocity. Both reacting and non-reacting flows were studied and Reynolds numbers, based on the mean flow properties, ranged from 800 to 10,000 (corresponding to peak Reynolds numbers of 1,450-23,000), and forcing frequencies ranged from 290 to 1,140 Hz. Both the first and second organ-pipe resonance modes of the fuel delivery tube were excited to obtain these frequencies. An analysis of the acoustic forcing characteristics within the resonance tube is provided in order to understand the source of the high amplitude forcing. Flow visualization of jets with first resonant forcing confirms the presence of large-scale coherent vortices and strong reverse flow near the exit of the fuel tube. With second-resonant forcing, however, vortices are not emitted from the tube as they are drawn back into the fuel tube before they can fully form. Increased fine-scale turbulence is associated with both resonant cases, but particularly at second resonance. The power spectra of the velocity fluctuations for a resonantly pulsed jet show the presence of an inertial subrange indicating that the flow becomes fully turbulent even for mean-Reynolds-number jets that are nominally laminar. It is shown that these pulsed jet flows exhibit strong similarities to synthetic jets and that the Strouhal number, based on the maximum velocity at the fuel tube exit, is the dominant parameter for scaling these flows. The Strouhal number determines the downstream location where the coherent vortices breakdown, and is found to provide better collapse of flame length data (both current and previous) than other parameters that have been used in the literature.

Study of Cetane Properties of ATJ Blends Based on World Survey of Jet Fuels

DTIC Science & Technology

2016-01-28

49.84 N/A N/A N/A 46.92 N/A N/A N/A 12 (100% Syn.) 1 57.79 N/A N/A N/A 53.48 N/A N/A N/A a - Conventional petroleum based jet fuel; b - Oil Shale ...Australia (% Nitrogen content unknown) c - Oil Shale , Australia (Low Nitrogen); d - Oil Shale , Australia (High Nitrogen) U/A – Unavailable in PQIS...fuel b - Oil Shale , Australia (% Nitrogen content unknown) c - Oil Shale , Australia (Low Nitrogen) d - Oil Shale , Australia (High Nitrogen) U/A

Ototoxic potential of JP-8 and a Fischer-Tropsch synthetic jet fuel following subacute inhalation exposure in rats.

PubMed

Fechter, Laurence D; Gearhart, Caroline A; Fulton, Sherry

2010-07-01

This study was undertaken to identify the ototoxic potential of two jet fuels presented alone and in combination with noise. Rats were exposed via a subacute inhalation paradigm to JP-8 jet fuel, a kerosene-based fuel refined from petroleum, and a synthetic fuel produced by the Fischer-Tropsch (FT) process. Although JP-8 contains small ( approximately 5%) concentrations of aromatic hydrocarbons some of which known to be ototoxic, the synthetic fuel does not. The objectives of this study were to identify a lowest observed adverse effect level and a no observed adverse effect level for each jet fuel and to provide some preliminary, but admittedly, indirect evidence concerning the possible role of the aromatic hydrocarbon component of petroleum-based jet fuel on hearing. Rats (n = 5-19) received inhalation exposure to JP-8 or to FT fuel for 4 h/day on five consecutive days at doses of 500, 1000, and 2000 mg/m(3). Additional groups were exposed to various fuel concentrations followed by 1 h of an octave band of noise, noise alone, or no exposure to fuel or noise. Significant dose-related impairment in the distortion product otoacoustic emissions (DPOAE) was seen in subjects exposed to combined JP-8 plus noise exposure when JP-8 levels of at least 1000 mg/m(3) were presented. No noticeable impairment was observed at JP-8 levels of 500 mg/m(3) + noise. In contrast to the effects of JP-8 on noise-induced hearing loss, FT exposure had no effect by itself or in combination with noise exposure even at the highest exposure level tested. Despite an observed loss in DPOAE amplitude seen only when JP-8 and noise were combined, there was no loss in auditory threshold or increase in hair cell loss in any exposure group.

The impact of fuels on aircraft technology through the year 2000

NASA Technical Reports Server (NTRS)

Grobman, J.; Reck, G. M.

1980-01-01

In the future, it may be necessary to use jet fuels with a broader range of properties in order to insure a more flexible and reliable supply and to minimize energy consumption and processing costs at the refinery. This paper describes research being conducted to (1) determine the potential range of properties for future jet fuels, (2) establish a data base of fuel property effects on propulsion system components, (3) evolve and evaluate advanced component technology that would permit the use of broader property fuels and (4) identify technical and economic trade-offs within the overall fuel production-air transportation system associated with variations in fuel properties.

Refinery Integration of By-Products from Coal-Derived Jet Fuels

DOE Office of Scientific and Technical Information (OSTI.GOV)

Caroline Clifford; Andre Boehman; Chunshan Song

2008-03-31

The final report summarizes the accomplishments toward project goals during length of the project. The goal of this project was to integrate coal into a refinery in order to produce coal-based jet fuel, with the major goal to examine the products other than jet fuel. These products are in the gasoline, diesel and fuel oil range and result from coal-based jet fuel production from an Air Force funded program. The main goal of Task 1 was the production of coal-based jet fuel and other products that would need to be utilized in other fuels or for non-fuel sources, using knownmore » refining technology. The gasoline, diesel fuel, and fuel oil were tested in other aspects of the project. Light cycle oil (LCO) and refined chemical oil (RCO) were blended, hydrotreated to removed sulfur, and hydrogenated, then fractionated in the original production of jet fuel. Two main approaches, taken during the project period, varied where the fractionation took place, in order to preserve the life of catalysts used, which includes (1) fractionation of the hydrotreated blend to remove sulfur and nitrogen, followed by a hydrogenation step of the lighter fraction, and (2) fractionation of the LCO and RCO before any hydrotreatment. Task 2 involved assessment of the impact of refinery integration of JP-900 production on gasoline and diesel fuel. Fuel properties, ignition characteristics and engine combustion of model fuels and fuel samples from pilot-scale production runs were characterized. The model fuels used to represent the coal-based fuel streams were blended into full-boiling range fuels to simulate the mixing of fuel streams within the refinery to create potential 'finished' fuels. The representative compounds of the coal-based gasoline were cyclohexane and methyl cyclohexane, and for the coal-base diesel fuel they were fluorine and phenanthrene. Both the octane number (ON) of the coal-based gasoline and the cetane number (CN) of the coal-based diesel were low, relative to commercial fuels ({approx}60 ON for coal-based gasoline and {approx}20 CN for coal-based diesel fuel). Therefore, the allowable range of blending levels was studied where the blend would achieve acceptable performance. However, in both cases of the coal-based fuels, their ignition characteristics may make them ideal fuels for advanced combustion strategies where lower ON and CN are desirable. Task 3 was designed to develop new approaches for producing ultra clean fuels and value-added chemicals from refinery streams involving coal as a part of the feedstock. It consisted of the following three parts: (1) desulfurization and denitrogenation which involves both new adsorption approach for selective removal of nitrogen and sulfur and new catalysts for more effective hydrotreating and the combination of adsorption denitrogenation with hydrodesulfurization; (2) saturation of two-ring aromatics that included new design of sulfur resistant noble-metal catalysts for hydrogenation of naphthalene and tetralin in middle distillate fuels, and (3) value-added chemicals from naphthalene and biphenyl, which aimed at developing value-added organic chemicals from refinery streams such as 2,6-dimethylnaphthalene and 4,4{prime}-dimethylbiphenyl as precursors to advanced polymer materials. Major advances were achieved in this project in designing the catalysts and sorbent materials, and in developing fundamental understanding. The objective of Task 4 was to evaluate the effect of introducing coal into an existing petroleum refinery on the fuel oil product, specifically trace element emissions. Activities performed to accomplish this objective included analyzing two petroleum-based commercial heavy fuel oils (i.e., No. 6 fuel oils) as baseline fuels and three co-processed fuel oils, characterizing the atomization performance of a No. 6 fuel oil, measuring the combustion performance and emissions of the five fuels, specifically major, minor, and trace elements when fired in a watertube boiler designed for natural gas/fuel oil, and determining the boiler performance when firing the five fuels. Two different co-processed fuel oils were tested: one that had been partially hydrotreated, and the other a product of fractionation before hydrotreating. Task 5 focused on examining refining methods that would utilize coal and produce thermally stable jet fuel, included delayed coking and solvent extraction. Delayed coking was done on blends of decant oil and coal, with the goal to produce a premium carbon product and liquid fuels. Coking was done on bench scale and large laboratory scale cokers. Two coals were examined for co-coking, using Pittsburgh seam coal and Marfork coal product. Reactions in the large, laboratory scaled coker were reproducible in yields of products and in quality of products. While the co-coke produced from both coals was of sponge coke quality, minerals left in the coke made it unacceptable for use as anode or graphite grade filler.« less

Urinary biomarkers of exposure to jet fuel (JP-8).

PubMed Central

Serdar, Berrin; Egeghy, Peter P; Waidyanatha, Suramya; Gibson, Roger; Rappaport, Stephen M

2003-01-01

Benzene, naphthalene, and 1- and 2-naphthol were measured in urine samples obtained from 322 U.S. Air Force personnel categorized a priori as likely to have low, moderate, or high exposure to jet fuel [jet propulsion fuel-8 (JP-8)]. In postexposure samples, levels of these analytes in the high-exposure group were 3- to 29-fold greater than in the low-exposure group and 2- to 12-fold greater than in the moderate-exposure group. Heavy exposure to JP-8 contributed roughly the same amount of benzene and more than three times the amount of naphthalene compared with cigarette smoking. Strong correlations were observed among postexposure levels of naphthalene-based biomarkers in urine and naphthalene in air and breath. We conclude that urinary naphthalene and the naphthols can serve as biomarkers of exposure to jet fuel. Of these, the naphthols are probably more useful because of their greater abundance and slower elimination kinetics. PMID:14594628

A study of the efficiency of hydrogen liquefaction. [jet aircraft applications

NASA Technical Reports Server (NTRS)

Baker, C. R.; Shaner, R. L.

1976-01-01

The search for an environmentally acceptable fuel to eventually replace petroleum-based fuels for long-range jet aircraft has singled out liquid hydrogen as an outstanding candidate. Hydrogen liquefaction is discussed, along with the effect of several operating parameters on process efficiency. A feasible large-scale commercial hydrogen liquefaction facility based on the results of the efficiency study is described. Potential future improvements in hydrogen liquefaction are noted.

Characteristics of transverse hydrogen jet in presence of multi air jets within scramjet combustor

NASA Astrophysics Data System (ADS)

Barzegar Gerdroodbary, M.; Fallah, Keivan; Pourmirzaagha, H.

2017-03-01

In this article, three-dimensional simulation is performed to investigate the effects of micro air jets on mixing performances of cascaded hydrogen jets within a scramjet combustor. In order to compare the efficiency of this technique, constant total fuel rate is injected through one, four, eight and sixteen arrays of portholes in a Mach 4.0 crossflow with a fuel global equivalence ratio of 0.5. In this method, micro air jets are released within fuel portholes to augment the penetration in upward direction. Extensive studies were performed by using the Reynolds-averaged Navier-Stokes equations with Menter's Shear Stress Transport (SST) turbulence model. Numerical studies on various air and fuel arrangements are done and the mixing rate and penetration are comprehensively investigated. Also, the flow feature of the fuel and air jets for different configuration is revealed. According to the obtained results, the influence of the micro air jets is significant and the presence of micro air jets increases the mixing rate about 116%, 77%, 56% and 41% for single, 4, 8 and 16 multi fuel jets, respectively. The maximum mixing rate of the hydrogen jet is obtained when the air jets are injected within the sixteen multi fuel jets. According to the circulation analysis of the flow for different air and fuel arrangements, it was found that the effects of air jets on flow structure are varied in various conditions and the presence of the micro jet highly intensifies the circulation in the case of 8 and 16 multi fuel jets.

Preliminary Investigation of Performance and Starting Characteristics of Liquid Fluorine : Liquid Oxygen Mixtures with Jet Fuel

NASA Technical Reports Server (NTRS)

Rothenberg, Edward A; Ordin, Paul M

1954-01-01

The performance of jet fuel with an oxidant mixture containing 70 percent liquid fluorine and 30 percent liquid oxygen by weight was investigated in a 500-pound-thrust engine operating at a chamber pressure of 300 pounds per square inch absolute. A one-oxidant-on-one-fuel skewed-hole impinging-jet injector was evaluated in a chamber of characteristic length equal to 50 inches. A maximum experimental specific impulse of 268 pound-seconds per pound was obtained at 25 percent fuel, which corresponds to 96 percent of the maximum theoretical specific impulse based on frozen composition expansion. The maximum characteristic velocity obtained was 6050 feet per second at 23 percent fuel, or 94 percent of the theoretical maximum. The average thrust coefficient was 1.38 for the 500-pound thrust combustion-chamber nozzle used, which was 99 percent of the theoretical (frozen) maximum. Mixtures of fluorine and oxygen were found to be self-igniting with jet fuel with fluorine concentrations as low as 4 percent, when low starting propellant flow rated were used.

Economic impact of fuel properties on turbine powered business aircraft

NASA Technical Reports Server (NTRS)

Powell, F. D.

1984-01-01

The principal objective was to estimate the economic impact on the turbine-powered business aviation fleet of potential changes in the composition and properties of aviation fuel. Secondary objectives include estimation of the sensitivity of costs to specific fuel properties, and an assessment of the directions in which further research should be directed. The study was based on the published characteristics of typical and specific modern aircraft in three classes; heavy jet, light jet, and turboprop. Missions of these aircraft were simulated by computer methods for each aircraft for several range and payload combinations, and assumed atmospheric temperatures ranging from nominal to extremely cold. Five fuels were selected for comparison with the reference fuel, nominal Jet A. An overview of the data, the mathematic models, the data reduction and analysis procedure, and the results of the study are given. The direct operating costs of the study fuels are compared with that of the reference fuel in the 1990 time-frame, and the anticipated fleet costs and fuel break-even costs are estimated.

Life cycle greenhouse gas emissions of sugar cane renewable jet fuel.

PubMed

Moreira, Marcelo; Gurgel, Angelo C; Seabra, Joaquim E A

2014-12-16

This study evaluated the life cycle GHG emissions of a renewable jet fuel produced from sugar cane in Brazil under a consequential approach. The analysis included the direct and indirect emissions associated with sugar cane production and fuel processing, distribution, and use for a projected 2020 scenario. The CA-GREET model was used as the basic analytical tool, while Land Use Change (LUC) emissions were estimated employing the GTAP-BIO-ADV and AEZ-EF models. Feedstock production and LUC impacts were evaluated as the main sources of emissions, respectively estimated as 14.6 and 12 g CO2eq/MJ of biofuel in the base case. However, the renewable jet fuel would strongly benefit from bagasse and trash-based cogeneration, which would enable a net life cycle emission of 8.5 g CO2eq/MJ of biofuel in the base case, whereas Monte Carlo results indicate 21 ± 11 g CO2eq/MJ. Besides the major influence of the electricity surplus, the sensitivity analysis showed that the cropland-pasture yield elasticity and the choice of the land use factor employed to sugar cane are relevant parameters for the biofuel life cycle performance. Uncertainties about these estimations exist, especially because the study relies on projected performances, and further studies about LUC are also needed to improve the knowledge about their contribution to the renewable jet fuel life cycle.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Zargar, Amin; Bailey, Constance B.; Haushalter, Robert W.

Advances in retooling microorganisms have enabled bioproduction of ‘drop-in’ biofuels, fuels that are compatible with existing spark-ignition, compression-ignition, and gasturbine engines. As the majority of petroleum consumption in the United States consists of gasoline (47%), diesel fuel and heating oil (21%), and jet fuel (8%), ‘drop-in’ biofuels that replace these petrochemical sources are particularly attractive. In this review, we discuss the application of aldehyde decarbonylases to produce gasoline substitutes from fatty acid products, a recently crystallized reductase that could hydrogenate jet fuel precursors from terpene synthases, and the exquisite control of polyketide synthases to produce biofuels with desired physical propertiesmore » (e.g., lower freezing points). With our increased understanding of biosynthetic logic of metabolic pathways, we discuss the unique advantages of fatty acid, terpene, and polyketide synthases for the production of bio-based gasoline, diesel and jet fuel.« less

Effects of concurrent noise and jet fuel exposure on hearing loss.

PubMed

Kaufman, Laura R; LeMasters, Grace K; Olsen, Donna M; Succop, Paul

2005-03-01

We sought to examine the effects of occupational exposure to jet fuel on hearing in military workers. Noise-exposed subjects, with or without jet fuel exposure, underwent hearing tests. Work histories, recreational exposures, protective equipment, medical histories, alcohol, smoking, and demographics were collected by questionnaire. Jet fuel, solvent, and noise exposure data were collected from records. Fuel exposure estimates were less than 34% of the OSHA Threshold Limit Values. Subjects with 3 years of jet fuel exposure had a 70% increase in adjusted odds of hearing loss (OR = 1.7; 95% CI = 1.14-2.53) and the odds increased to 2.41 (95% CI = 1.04-5.57) for 12 years of noise and fuel exposure. These findings suggest that jet fuel has a toxic affect on the auditory system.

Fuel Cell/Reformers Technology Development

NASA Technical Reports Server (NTRS)

2004-01-01

NASA Glenn Research Center is interested in developing Solid Oxide Fuel Cell for use in aerospace applications. Solid oxide fuel cell requires hydrogen rich feed stream by converting commercial aviation jet fuel in a fuel processing process. The grantee's primary research activities center on designing and constructing a test facility for evaluating injector concepts to provide optimum feeds to fuel processor; collecting and analyzing literature information on fuel processing and desulfurization technologies; establishing industry and academic contacts in related areas; providing technical support to in-house SOFC-based system studies. Fuel processing is a chemical reaction process that requires efficient delivery of reactants to reactor beds for optimum performance, i.e., high conversion efficiency and maximum hydrogen production, and reliable continuous operation. Feed delivery and vaporization quality can be improved by applying NASA's expertise in combustor injector design. A 10 KWe injector rig has been designed, procured, and constructed to provide a tool to employ laser diagnostic capability to evaluate various injector concepts for fuel processing reactor feed delivery application. This injector rig facility is now undergoing mechanical and system check-out with an anticipated actual operation in July 2004. Multiple injector concepts including impinging jet, venturi mixing, discrete jet, will be tested and evaluated with actual fuel mixture compatible with reforming catalyst requirement. Research activities from September 2002 to the closing of this collaborative agreement have been in the following areas: compiling literature information on jet fuel reforming; conducting autothermal reforming catalyst screening; establishing contacts with other government agencies for collaborative research in jet fuel reforming and desulfurization; providing process design basis for the build-up of injector rig facility and individual injector design.

The flame structure and vorticity generated by a chemically reacting transverse jet

NASA Technical Reports Server (NTRS)

Karagozian, A. R.

1986-01-01

An analytical model describing the behavior of a turbulent fuel jet injected normally into a cross flow is developed. The model places particular emphasis on the contrarotating vortex pair associated with the jet, and predicts the flame length and shape based on entrainment of the oxidizer by the fuel jet. Effects of buoyancy and density variations in the flame are neglected in order to isolate the effects of large-scale mixing. The results are compared with a simulation of the transverse reacting jet in a liquid (acid-base) system. For a wide range of ratios of the cross flow to jet velocity, the model predicts flame length quite well. In particular, the observed transitional behavior in the flame length between cross-flow velocity to jet velocity of orifice ratios of 0.0 to 0.1, yielding an approximate minimum at the ratio 0.05, is reproduced very clearly by the present model. The transformation in flow structure that accounts for this minimum arises from the differing components of vorticity dominant in the near-field and far-field regions of the jet.

Highly Selective Upgrading of Biomass-Derived Alcohol Mixtures for Jet/Diesel-Fuel Components.

PubMed

Liu, Qiang; Xu, Guoqiang; Wang, Xicheng; Liu, Xiaoran; Mu, Xindong

2016-12-20

In light of the increasing concern about the energy and environmental problems caused by the combustion of petroleum-based fuels (e.g., jet and diesel fuels), the development of new procedures for their sustainable production from renewable biomass-derived platform compounds has attracted tremendous attention recently. Long-chain ketones/alcohols are promising fuel components owing to the fuel properties that closely resemble those of traditional fuels. The focus of this report is the production of long-chain ketones/alcohols by direct upgrading of biomass-derived short-chain alcohol mixtures (e.g., isopropanol-butanol-ethanol mixtures) in pure water. An efficient Pd catalyst system was developed for these highly selective transformations. Long-chain ketones/alcohols (C 8 -C 19 ), which can be used as precursors for renewable jet/diesel fuel, were obtained in good-to-high selectivity (>90 %) by using the developed Pd catalyst. © 2016 Wiley-VCH Verlag GmbH & Co. KGaA, Weinheim.

X-ray vision of fuel sprays.

PubMed

Wang, Jin

2005-03-01

With brilliant synchrotron X-ray sources, microsecond time-resolved synchrotron X-ray radiography and tomography have been used to elucidate the detailed three-dimensional structure and dynamics of high-pressure high-speed fuel sprays in the near-nozzle region. The measurement allows quantitative determination of the fuel distribution in the optically impenetrable region owing to the multiple scattering of visible light by small atomized fuel droplets surrounding the jet. X-radiographs of the jet-induced shock waves prove that the fuel jets become supersonic under appropriate injection conditions and that the quantitative analysis of the thermodynamic properties of the shock waves can also be derived from the most direct measurement. In other situations where extremely axial-asymmetric sprays are encountered, mass deconvolution and cross-sectional fuel distribution models can be computed based on the monochromatic and time-resolved X-radiographic images collected from various rotational orientations of the sprays. Such quantitative analysis reveals the never-before-reported characteristics and most detailed near-nozzle mass distribution of highly transient fuel sprays.

Investigations into the low temperature behavior of jet fuels: Visualization, modeling, and viscosity studies

NASA Astrophysics Data System (ADS)

Atkins, Daniel L.

Aircraft operation in arctic regions or at high altitudes exposes jet fuel to temperatures below freeze point temperature specifications. Fuel constituents may solidify and remain within tanks or block fuel system components. Military and scientific requirements have been met with costly, low freeze point specialty jet fuels. Commercial airline interest in polar routes and the use of high altitude unmanned aerial vehicles (UAVs) has spurred interest in the effects of low temperatures and low-temperature additives on jet fuel. The solidification of jet fuel due to freezing is not well understood and limited visualization of fuel freezing existed prior to the research presented in this dissertation. Consequently, computational fluid dynamics (CFD) modeling that simulates jet fuel freezing and model validation were incomplete prior to the present work. The ability to simulate jet fuel freezing is a necessary tool for fuel system designers. An additional impediment to the understanding and simulation of jet fuel freezing has been the absence of published low-temperature thermo-physical properties, including viscosity, which the present work addresses. The dissertation is subdivided into three major segments covering visualization, modeling and validation, and viscosity studies. In the first segment samples of jet fuel, JPTS, kerosene, Jet A and Jet A containing additives, were cooled below their freeze point temperatures in a rectangular, optical cell. Images and temperature data recorded during the solidification process provided information on crystal habit, crystallization behavior, and the influence of the buoyancy-driven flow on freezing. N-alkane composition of the samples was determined. The Jet A sample contained the least n-alkane mass. The cooling of JPTS resulted in the least wax formation while the cooling of kerosene yielded the greatest wax formation. The JPTS and kerosene samples exhibited similar crystallization behavior and crystal habits during cooling. Low-temperature additives modified the crystal habit of the Jet A fuel. Crystal shapes and sizes were recorded for use in future computational modeling. In the second segment, a computational fluid dynamics model was developed that simulates the solidification of jet fuel due to freezing in a buoyancy-driven flow. Flow resistance caused by porous crystal structures that exist in liquid-solid regions is simulated through the use of a momentum resistance source term. (Abstract shortened by UMI.)

Experimental study on spray characteristics of alternate jet fuels using Phase Doppler Anemometry

NASA Astrophysics Data System (ADS)

Kannaiyan, Kumaran; Sadr, Reza

2013-11-01

Gas-to-Liquid (GTL) fuels have gained global attention due to their cleaner combustion characteristics. The chemical and physical properties of GTL jet fuels are different from conventional jet fuels owing to the difference in their production methodology. It is important to study the spray characteristics of GTL jet fuels as the change of physical properties can affect atomization, mixing, evaporation and combustion process, ultimately affecting emission process. In this work, spray characteristics of two GTL synthetic jet fuels are studied using a pressure-swirl nozzle at different injection pressures and atmospheric ambient condition. Phase Doppler Anemometry (PDA) measurements of droplet size and velocity are compared with those of regular Jet A-1 fuel at several axial and radial locations downstream of the nozzle exit. Experimental results show that although the GTL fuels have different physical properties such as viscosity, density, and surface tension, among each other the resultant change in the spray characteristics is insignificant. Furthermore, the presented results show that GTL fuel spray characteristics exhibit close similarity to those of Jet A-1 fuel. Funded by Qatar Science and Technology Park.

Prediction and validation of blowout limits of co-flowing jet diffusion flames -- effect of dilution

DOE Office of Scientific and Technical Information (OSTI.GOV)

Karbasi, M.; Wierzba, I.

1996-10-01

The blowout limits of a co-flowing turbulent methane jet diffusion flame with addition of diluent in either jet fuel or surrounding air stream is studied both analytically and experimentally. Helium, nitrogen and carbon dioxide were employed as the diluents. Experiments indicated that an addition of diluents to the jet fuel or surrounding air stream decreased the stability limit of the jet diffusion flames. The strongest effect was observed with carbon dioxide as the diluent followed by nitrogen and then by helium. A model of extinction based on recognized criterion of the mixing time scale to characteristic combustion time scale ratiomore » using experimentally derived correlations is proposed. It is capable of predicting the large reduction of the jet blowout velocity due to a relatively small increase in the co-flow stream velocity along with an increase in the concentration of diluent in either the jet fuel or surrounding air stream. Experiments were carried out to validate the model. The predicted blowout velocities of turbulent jet diffusion flames obtained using this model are in good agreement with the corresponding experimental data.« less

40 CFR 80.1429 - Requirements for separating RINs from volumes of renewable fuel.

Code of Federal Regulations, 2013 CFR

2013-07-01

... or fossil-based diesel to produce a transportation fuel, heating oil, or jet fuel. A party may... (ii) The neat renewable fuel or blend is used without further blending, in the designated form, as...

40 CFR 80.1429 - Requirements for separating RINs from volumes of renewable fuel.

Code of Federal Regulations, 2014 CFR

2014-07-01

... or fossil-based diesel to produce a transportation fuel, heating oil, or jet fuel. A party may... (ii) The neat renewable fuel or blend is used without further blending, in the designated form, as...

40 CFR 80.1429 - Requirements for separating RINs from volumes of renewable fuel.

Code of Federal Regulations, 2012 CFR

2012-07-01

... or fossil-based diesel to produce a transportation fuel, heating oil, or jet fuel. A party may... (ii) The neat renewable fuel or blend is used without further blending, in the designated form, as...

The influence of hydrocarbon composition and exposure conditions on jet fuel-induced immunotoxicity.

PubMed

Hilgaertner, Jianhua W; He, Xianghui; Camacho, Daniel; Badowski, Michael; Witten, Mark; Harris, David T

2011-11-01

Chronic jet fuel exposure could be detrimental to the health and well-being of exposed personnel, adversely affect their work performance and predispose these individuals to increased incidences of infectious disease, cancer and autoimmune disorders. Short-term (7 day) JP-8 jet fuel exposure has been shown to cause lung injury and immune dysfunction. Physiological alterations can be influenced not only by jet fuel exposure concentration (absolute amount), but also are dependent on the type of exposure (aerosol versus vapor) and the composition of the jet fuel (hydrocarbon composition). In the current study, these variables were examined with relation to effects of jet fuel exposure on immune function. It was discovered that real-time, in-line monitoring of jet fuel exposure resulted in aerosol exposure concentrations that were approximately one-eighth the concentration of previously reported exposure systems. Further, the effects of a synthetic jet fuel designed to eliminate polycyclic aromatic hydrocarbons were also examined. Both of these changes in exposure reduced but did not eliminate the deleterious effects on the immune system of exposed mice.

CYTOGENETIC STUDIES IN MICE TREATED WITH THE JET FUELS, JET-A AND JP-8

EPA Science Inventory

Cytogenetic studies in mice treated with the jet fuels, Jet-A and JP-8
Abstract
The genotoxic potential of the jet fuels, Jet-A and JP-8, were examined in mice treated on the skin with a single dose of 240 ug/mouse. Peripheral blood smears were prepared at the start of the ...

Life-cycle analysis of bio-based aviation fuels.

PubMed

Han, Jeongwoo; Elgowainy, Amgad; Cai, Hao; Wang, Michael Q

2013-12-01

Well-to-wake (WTWa) analysis of bio-based aviation fuels, including hydroprocessed renewable jet (HRJ) from various oil seeds, Fischer-Tropsch jet (FTJ) from corn-stover and co-feeding of coal and corn-stover, and pyrolysis jet from corn stover, is conducted and compared with petroleum jet. WTWa GHG emission reductions relative to petroleum jet can be 41-63% for HRJ, 68-76% for pyrolysis jet and 89% for FTJ from corn stover. The HRJ production stage dominates WTWa GHG emissions from HRJ pathways. The differences in GHG emissions from HRJ production stage among considered feedstocks are much smaller than those from fertilizer use and N2O emissions related to feedstock collection stage. Sensitivity analyses on FTJ production from coal and corn-stover are also conducted, showing the importance of biomass share in the feedstock, carbon capture and sequestration options, and overall efficiency. For both HRJ and FTJ, co-product handling methods have significant impacts on WTWa results. Copyright © 2013 Elsevier Ltd. All rights reserved.

Female Reproductive Effects of Exposure to Jet Fuel at U.S. Air Force Bases

DTIC Science & Technology

2001-05-01

amenorrhea and dys- strual characteristics of adult Afri- tors associated with menstrual disor- ,e r 4.6, 7 13 Prolonged bleed- can-Americans, and few...smokers than in non-smokers. Al- Stress (measured by life event or strual disorders.4󈧒 The major though vigorous exercise has been perceived stress...bases for both military and civilian the frequency of physical exercise .7 although personal gains (eg, starting women. Specifically, jet fuel, gaso

Hydroprocessed Esters and Fatty Acids (HEFA) Bio-Based Jet Fuels: Sensory Irritation Study and Human Health Hazard Assessment

DTIC Science & Technology

2013-06-30

AFRL-RH-FS-TR-2014-0001 Hydroprocessed Esters and Fatty Acids (HEFA) Bio -Based Jet Fuels: Sensory Irritation Study and Human Health Hazard...Karen L. Mumy Brian A. Wong R. Arden James James Reboulet Brian Sharits Michael Grimm Nathan Gargas Naval Medical Research Unit - Dayton...Wright-Patterson AFB OH Richard C. Striebich AFRL/RQTF Wright-Patterson AFB OH David R. Mattie Bioeffects Division Molecular Bioeffects Branch

Evaluation of speciated VOC emission factors for Air Force hush houses

DOE Office of Scientific and Technical Information (OSTI.GOV)

Sullivan, P.D.; Stevens, D.K.

1997-12-31

Data published in: ``Engine and Hush House Emissions from a TF30-P109 Jet Engine Tested at Cannon Air Force Base, NM`` by Radian Corporation and ``Aircraft Emissions. Characterization: TF41-A2, TF30-P103 , and TF30-P109 Engines`` by Battelle are reviewed and compared. Specifically CO, NO{sub x}, and VOC emission factors using EPA Method 19 are addressed, with comparisons between JP-4 and JP-8 jet fuels. CO and NO{sub x} emissions for JP-4 and JP-8 jet fuels were found to be essentially the same. VOC emission data exhibited high variability. Problems inherent in speciated VOC emission testing are discussed. A limiting of speciated VOC emissionmore » testing, with emission factor estimation based on fuel content is proposed.« less

Alternative Fuels

DTIC Science & Technology

2009-06-11

equipment when supplying jet fuel not practicable or cost effective Unclassified 5 erna ve ue s ocus Petroleum Crude Oil (declining discovery / production...on Jet A/A-1 Approved fuels, DXXXX Unclassified 6 JP-8/5 (Commercial Jet Fuel, ASTM Spec) DARPA Alternative Jet Fuels • Agricultural crop oils ...canola, jatropha, soy, palm , etc.) Alternative fuels – University of North Dakota EERC – UOP – General Electric (GE) t i o n C o s t t i o n C o s t

Experimental and Numerical Research of a Novel Combustion Chamber for Small Gas Turbine Engines

NASA Astrophysics Data System (ADS)

Tuma, J.; Kubata, J.; Betak, V.; Hybl, R.

2013-04-01

New combustion chamber concept (based on burner JETIS-JET Induced Swirl) for small gas turbine engine (up to 200kW) is presented in this article. The combustion chamber concept is based on the flame stabilization by the generated swirl swirl generated by two opposite tangentially arranged jet tubes in the intermediate zone, this arrangement replaces air swirler, which is very complicated and expensive part in the scope of small gas turbines with annular combustion chamber. The mixing primary jets are oriented partially opposite to the main exhaust gasses flow, this enhances hot product recirculation and fuel-air mixing necessary for low NOx production and flame stability. To evaluate the designed concept a JETIS burner demonstrator (methane fuel) was manufactured and atmospheric experimental measurements of CO, NOx for various fuel nozzles and jet tubes the configuration were done. Results of these experiments and comparison with CFD simulation are presented here. Practical application of the new chamber concept in small gas turbine liquid fuel combustor was evaluated (verified) on 3 nozzles planar combustor sector test rig at atmospheric conditions results of the experiment and numerical simulation are also presented.

Alternate Fuels for Use in Commercial Aircraft

NASA Technical Reports Server (NTRS)

Daggett, David L.; Hendricks, Robert C.; Walther, Rainer; Corporan, Edwin

2008-01-01

The engine and aircraft Research and Development (R&D) communities have been investigating alternative fueling in near-term, midterm, and far-term aircraft. A drop in jet fuel replacement, consisting of a kerosene (Jet-A) and synthetic fuel blend, will be possible for use in existing and near-term aircraft. Future midterm aircraft may use a biojet and synthetic fuel blend in ultra-efficient airplane designs. Future far-term engines and aircraft in 50-plus years may be specifically designed to use a low- or zero-carbon fuel. Synthetic jet fuels from coal, natural gas, or other hydrocarbon feedstocks are very similar in performance to conventional jet fuel, yet the additional CO2 produced during the manufacturing needs to be permanently sequestered. Biojet fuels need to be developed specifically for jet aircraft without displacing food production. Envisioned as midterm aircraft fuel, if the performance and cost liabilities can be overcome, biofuel blends with synthetic jet or Jet-A fuels have near-term potential in terms of global climatic concerns. Long-term solutions address dramatic emissions reductions through use of alternate aircraft fuels such as liquid hydrogen or liquid methane. Either of these new aircraft fuels will require an enormous change in infrastructure and thus engine and airplane design. Life-cycle environmental questions need to be addressed.

Leveraging microbial biosynthetic pathways for the generation of ‘drop-in’ biofuels

DOE PAGES

Zargar, Amin; Bailey, Constance B.; Haushalter, Robert W.; ...

2017-04-17

Advances in retooling microorganisms have enabled bioproduction of ‘drop-in’ biofuels, fuels that are compatible with existing spark-ignition, compression-ignition, and gasturbine engines. As the majority of petroleum consumption in the United States consists of gasoline (47%), diesel fuel and heating oil (21%), and jet fuel (8%), ‘drop-in’ biofuels that replace these petrochemical sources are particularly attractive. In this review, we discuss the application of aldehyde decarbonylases to produce gasoline substitutes from fatty acid products, a recently crystallized reductase that could hydrogenate jet fuel precursors from terpene synthases, and the exquisite control of polyketide synthases to produce biofuels with desired physical propertiesmore » (e.g., lower freezing points). With our increased understanding of biosynthetic logic of metabolic pathways, we discuss the unique advantages of fatty acid, terpene, and polyketide synthases for the production of bio-based gasoline, diesel and jet fuel.« less

Leveraging microbial biosynthetic pathways for the generation of 'drop-in' biofuels.

PubMed

Zargar, Amin; Bailey, Constance B; Haushalter, Robert W; Eiben, Christopher B; Katz, Leonard; Keasling, Jay D

2017-06-01

Advances in retooling microorganisms have enabled bioproduction of 'drop-in' biofuels, fuels that are compatible with existing spark-ignition, compression-ignition, and gas-turbine engines. As the majority of petroleum consumption in the United States consists of gasoline (47%), diesel fuel and heating oil (21%), and jet fuel (8%), 'drop-in' biofuels that replace these petrochemical sources are particularly attractive. In this review, we discuss the application of aldehyde decarbonylases to produce gasoline substitutes from fatty acid products, a recently crystallized reductase that could hydrogenate jet fuel precursors from terpene synthases, and the exquisite control of polyketide synthases to produce biofuels with desired physical properties (e.g., lower freezing points). With our increased understanding of biosynthetic logic of metabolic pathways, we discuss the unique advantages of fatty acid, terpene, and polyketide synthases for the production of bio-based gasoline, diesel and jet fuel. Copyright © 2017 Elsevier Ltd. All rights reserved.

Aircraft dual-shaft jet engine with indirect action fuel flow controller

NASA Astrophysics Data System (ADS)

Tudosie, Alexandru-Nicolae

2017-06-01

The paper deals with an aircraft single-jet engine's control system, based on a fuel flow controller. Considering the engine as controlled object and its thrust the most important operation effect, from the multitude of engine's parameters only its rotational speed n is measurable and proportional to its thrust, so engine's speed has become the most important controlled parameter. Engine's control system is based on fuel injection Qi dosage, while the output is engine's speed n. Based on embedded system's main parts' mathematical models, the author has described the system by its block diagram with transfer functions; furthermore, some Simulink-Matlab simulations are performed, concerning embedded system quality (its output parameters time behavior) and, meanwhile, some conclusions concerning engine's parameters mutual influences are revealed. Quantitative determinations are based on author's previous research results and contributions, as well as on existing models (taken from technical literature). The method can be extended for any multi-spool engine, single- or twin-jet.

Techno-economic analysis for upgrading the biomass-derived ethanol-to-jet blendstocks

DOE Office of Scientific and Technical Information (OSTI.GOV)

Tao, Ling; Markham, Jennifer N.; Haq, Zia

Here, this study summarizes the detailed techno-economic analysis of the ethanol-to-jet (ETJ) process based on two different feedstocks (corn grain and corn stover) at the plant scale of 2000 dry metric tons per day. Ethanol biologically derived from biomass is upgraded catalytically to jet blendstocks via alcohol dehydration, olefin oligomerization, and hydrotreating. In both pathways, corn-grain-derived ethanol to jet (corn mill ETJ) and corn-stover-derived ethanol to jet (corn stover ETJ), there are portions of gasoline and diesel produced as coproducts. Two cost bases are used in this study: the minimum jet fuel selling prices (MJSP) for jet-range blendstocks and themore » minimum fuel selling prices (MFSP) for all the hydrocarbons (gasoline, jet, and diesel) produced using a gallon gasoline equivalent (GGE) basis. The n th-plant MJSPs for the two pathways are estimated to be 4.20 per gal for corn mill and 6.14 per gal for corn stover, while MFSPs are 3.91 per GGE for corn mill and 5.37 per GGE for corn stover. If all of the hydrocarbon products (gasoline, jet, and diesel ranges) can be considered as fuel blendstocks using a GGE basis, the total hydrocarbon yield for fuel blendstock is 49.6 GGE per dry ton biomass for corn stover and 71.0 GGE per dry ton biomass for corn grain. The outcome of this study shows that the renewable jet fuel could be cost competitive with fossil derived jet fuel if further improvements could be made to increase process yields (particularly yields of sugars, sugar to ethanol, and ethanol to hydrocarbons), research and development of sustainable feedstocks, and more effective catalytic reaction kinetics. Pioneer plant analysis, which considers the increased capital investment and the decreased plant performance over the nth-plant analysis, is also performed, showing a potential 31%–178% increase in cost compared to the n th-plant assumptions for the dry mill pathway, but with a much wider range of 69%–471% cost increase over the n th-plant assumptions for the corn stover pathway. While there are large differences between the estimated first of a kind plant cost and the targeted nth-plant case, reduction of costs is possible through improvement of the overall process efficiency, yields, reduction in overall capital, co-product revenues and strategically improve performance by process learnings.« less

Techno-economic analysis for upgrading the biomass-derived ethanol-to-jet blendstocks

DOE PAGES

Tao, Ling; Markham, Jennifer N.; Haq, Zia; ...

2016-12-30

Here, this study summarizes the detailed techno-economic analysis of the ethanol-to-jet (ETJ) process based on two different feedstocks (corn grain and corn stover) at the plant scale of 2000 dry metric tons per day. Ethanol biologically derived from biomass is upgraded catalytically to jet blendstocks via alcohol dehydration, olefin oligomerization, and hydrotreating. In both pathways, corn-grain-derived ethanol to jet (corn mill ETJ) and corn-stover-derived ethanol to jet (corn stover ETJ), there are portions of gasoline and diesel produced as coproducts. Two cost bases are used in this study: the minimum jet fuel selling prices (MJSP) for jet-range blendstocks and themore » minimum fuel selling prices (MFSP) for all the hydrocarbons (gasoline, jet, and diesel) produced using a gallon gasoline equivalent (GGE) basis. The n th-plant MJSPs for the two pathways are estimated to be 4.20 per gal for corn mill and 6.14 per gal for corn stover, while MFSPs are 3.91 per GGE for corn mill and 5.37 per GGE for corn stover. If all of the hydrocarbon products (gasoline, jet, and diesel ranges) can be considered as fuel blendstocks using a GGE basis, the total hydrocarbon yield for fuel blendstock is 49.6 GGE per dry ton biomass for corn stover and 71.0 GGE per dry ton biomass for corn grain. The outcome of this study shows that the renewable jet fuel could be cost competitive with fossil derived jet fuel if further improvements could be made to increase process yields (particularly yields of sugars, sugar to ethanol, and ethanol to hydrocarbons), research and development of sustainable feedstocks, and more effective catalytic reaction kinetics. Pioneer plant analysis, which considers the increased capital investment and the decreased plant performance over the nth-plant analysis, is also performed, showing a potential 31%–178% increase in cost compared to the n th-plant assumptions for the dry mill pathway, but with a much wider range of 69%–471% cost increase over the n th-plant assumptions for the corn stover pathway. While there are large differences between the estimated first of a kind plant cost and the targeted nth-plant case, reduction of costs is possible through improvement of the overall process efficiency, yields, reduction in overall capital, co-product revenues and strategically improve performance by process learnings.« less

Synthesis and analysis of jet fuel from shale oil and coal syncrudes

NASA Technical Reports Server (NTRS)

Gallagher, J. P.; Collins, T. A.; Nelson, T. J.; Pedersen, M. J.; Robison, M. G.; Wisinski, L. J.

1976-01-01

Thirty-two jet fuel samples of varying properties were produced from shale oil and coal syncrudes, and analyzed to assess their suitability for use. TOSCO II shale oil and H-COAL and COED syncrudes were used as starting materials. The processes used were among those commonly in use in petroleum processing-distillation, hydrogenation and catalytic hydrocracking. The processing conditions required to meet two levels of specifications regarding aromatic, hydrogen, sulfur and nitrogen contents at two yield levels were determined and found to be more demanding than normally required in petroleum processing. Analysis of the samples produced indicated that if the more stringent specifications of 13.5% hydrogen (min.) and 0.02% nitrogen (max.) were met, products similar in properties to conventional jet fuels were obtained. In general, shale oil was easier to process (catalyst deactivation was seen when processing coal syncrudes), consumed less hydrogen and yielded superior products. Based on these considerations, shale oil appears to be preferred to coal as a petroleum substitute for jet fuel production.

40 CFR 80.510 - What are the standards and marker requirements for NRLM diesel fuel and ECA marine fuel?

Code of Federal Regulations, 2013 CFR

2013-07-01

... for in paragraph (i) of this section, any diesel fuel, other than jet fuel or kerosene that is... this section, any diesel fuel, other than jet fuel or kerosene that is downstream of a truck loading... diesel fuel, other than jet fuel or kerosene that is downstream of a truck loading terminal, that...

40 CFR 80.510 - What are the standards and marker requirements for NRLM diesel fuel and ECA marine fuel?

Code of Federal Regulations, 2014 CFR

2014-07-01

... for in paragraph (i) of this section, any diesel fuel, other than jet fuel or kerosene that is... this section, any diesel fuel, other than jet fuel or kerosene that is downstream of a truck loading... diesel fuel, other than jet fuel or kerosene that is downstream of a truck loading terminal, that...

40 CFR 80.598 - What are the designation requirements for refiners, importers, and distributors?

Code of Federal Regulations, 2010 CFR

2010-07-01

... (MVNRLM) diesel fuel. (B) Heating oil. (C) Jet fuel. (D) Kerosene. (E) No. 4 fuel. (F) Distillate fuel for... for use as kerosene or jet fuel (i.e., commonly referred to as dual use kerosene) may be designated as MVNRLM, kerosene, or jet fuel (as applicable). (viii) Beginning June 1, 2007, any distillate fuel with a...

40 CFR 80.598 - What are the designation requirements for refiners, importers, and distributors?

Code of Federal Regulations, 2013 CFR

2013-07-01

... (MVNRLM) diesel fuel. (B) Heating oil. (C) Jet fuel. (D) Kerosene. (E) No. 4 fuel. (F) Distillate fuel for... for use as kerosene or jet fuel (i.e., commonly referred to as dual use kerosene) may be designated as MVNRLM, kerosene, or jet fuel (as applicable). (viii) Beginning June 1, 2007, any distillate fuel with a...

40 CFR 80.598 - What are the designation requirements for refiners, importers, and distributors?

Code of Federal Regulations, 2012 CFR

2012-07-01

... (MVNRLM) diesel fuel. (B) Heating oil. (C) Jet fuel. (D) Kerosene. (E) No. 4 fuel. (F) Distillate fuel for... for use as kerosene or jet fuel (i.e., commonly referred to as dual use kerosene) may be designated as MVNRLM, kerosene, or jet fuel (as applicable). (viii) Beginning June 1, 2007, any distillate fuel with a...

40 CFR 80.598 - What are the designation requirements for refiners, importers, and distributors?

Code of Federal Regulations, 2014 CFR

2014-07-01

... (MVNRLM) diesel fuel. (B) Heating oil. (C) Jet fuel. (D) Kerosene. (E) No. 4 fuel. (F) Distillate fuel for... for use as kerosene or jet fuel (i.e., commonly referred to as dual use kerosene) may be designated as MVNRLM, kerosene, or jet fuel (as applicable). (viii) Beginning June 1, 2007, any distillate fuel with a...

40 CFR 80.598 - What are the designation requirements for refiners, importers, and distributors?

Code of Federal Regulations, 2011 CFR

2011-07-01

... (MVNRLM) diesel fuel. (B) Heating oil. (C) Jet fuel. (D) Kerosene. (E) No. 4 fuel. (F) Distillate fuel for... for use as kerosene or jet fuel (i.e., commonly referred to as dual use kerosene) may be designated as MVNRLM, kerosene, or jet fuel (as applicable). (viii) Beginning June 1, 2007, any distillate fuel with a...

Greenhouse gas emissions and land use change from Jatropha curcas-based jet fuel in Brazil.

PubMed

Bailis, Robert E; Baka, Jennifer E

2010-11-15

This analysis presents a comparison of life-cycle GHG emissions from synthetic paraffinic kerosene (SPK) produced as jet fuel substitute from jatropha curcas feedstock cultivated in Brazil against a reference scenario of conventional jet fuel. Life cycle inventory data are derived from surveys of actual Jatropha growers and processors. Results indicate that a baseline scenario, which assumes a medium yield of 4 tons of dry fruit per hectare under drip irrigation with existing logistical conditions using energy-based coproduct allocation methodology, and assumes a 20-year plantation lifetime with no direct land use change (dLUC), results in the emissions of 40 kg CO₂e per GJ of fuel produced, a 55% reduction relative to conventional jet fuel. However, dLUC based on observations of land-use transitions leads to widely varying changes in carbon stocks ranging from losses in excess of 50 tons of carbon per hectare when Jatropha is planted in native cerrado woodlands to gains of 10-15 tons of carbon per hectare when Jatropha is planted in former agro-pastoral land. Thus, aggregate emissions vary from a low of 13 kg CO₂e per GJ when Jatropha is planted in former agro-pastoral lands, an 85% decrease from the reference scenario, to 141 kg CO₂e per GJ when Jatropha is planted in cerrado woodlands, a 60% increase over the reference scenario. Additional sensitivities are also explored, including changes in yield, exclusion of irrigation, shortened supply chains, and alternative allocation methodologies.

Trends of jet fuel demand and properties

NASA Technical Reports Server (NTRS)

Friedman, R.

1984-01-01

Petroleum industry forecasts predict an increasing demand for jet fuels, a decrease in the gasoline-to-distillate (heavier fuel) demand ratio, and a greater influx of poorer quality petroleum in the next two to three decades. These projections are important for refinery product analyses. The forecasts have not been accurate, however, in predicting the recent, short term fluctuations in jet fuel and competing product demand. Changes in petroleum quality can be assessed, in part, by a review of jet fuel property inspections. Surveys covering the last 10 years show that average jet fuel freezing points, aromatic contents, and smoke points have trends toward their specification limits.

16 CFR 317.2 - Definitions.

Code of Federal Regulations, 2010 CFR

2010-01-01

..., corporation, or other business entity. (e) Petroleum distillates means: (1) Jet fuels, including, but not limited to, all commercial and military specification jet fuels; and (2) Diesel fuels and fuel oils...) Wholesale means: (1) All purchases or sales of crude oil or jet fuel; and (2) All purchases or sales of...

16 CFR 317.2 - Definitions.

Code of Federal Regulations, 2011 CFR

2011-01-01

..., corporation, or other business entity. (e) Petroleum distillates means: (1) Jet fuels, including, but not limited to, all commercial and military specification jet fuels; and (2) Diesel fuels and fuel oils...) Wholesale means: (1) All purchases or sales of crude oil or jet fuel; and (2) All purchases or sales of...

16 CFR 317.2 - Definitions.

Code of Federal Regulations, 2014 CFR

2014-01-01

..., corporation, or other business entity. (e) Petroleum distillates means: (1) Jet fuels, including, but not limited to, all commercial and military specification jet fuels; and (2) Diesel fuels and fuel oils...) Wholesale means: (1) All purchases or sales of crude oil or jet fuel; and (2) All purchases or sales of...

16 CFR 317.2 - Definitions.

Code of Federal Regulations, 2012 CFR

2012-01-01

..., corporation, or other business entity. (e) Petroleum distillates means: (1) Jet fuels, including, but not limited to, all commercial and military specification jet fuels; and (2) Diesel fuels and fuel oils...) Wholesale means: (1) All purchases or sales of crude oil or jet fuel; and (2) All purchases or sales of...

16 CFR 317.2 - Definitions.

Code of Federal Regulations, 2013 CFR

2013-01-01

..., corporation, or other business entity. (e) Petroleum distillates means: (1) Jet fuels, including, but not limited to, all commercial and military specification jet fuels; and (2) Diesel fuels and fuel oils...) Wholesale means: (1) All purchases or sales of crude oil or jet fuel; and (2) All purchases or sales of...

MICRONUCLEUS STUDIES IN THE PERIPHERAL BLOOD AND BONE MARROW OF MICE TREATED WITH JET FUELS, JP-8 AND JET-A

EPA Science Inventory

The potential adverse effects of dermal and inhalation exposure of jet fuels are important for health hazard evaluation in humans. In an animal model, the genotoxic potential of jet fuels, JP-8 and Jet-A, was investigated. Mice were treated dermally with either a single or multip...

Chronic effects on JP-8 jet fuel exposure on the lungs. Final technical report, 1 April 1991-31 March 1994

DOE Office of Scientific and Technical Information (OSTI.GOV)

Witten, M.L.

1994-06-02

There are four major findings from the three years of work devoted to the effects of chronic JP-8 jet fuel exposure on the lungs and secondary organs. These findings are the following chronic exposure to JP-8 jet fuel alters pulmonary function and lung structures with an acute response with as little as seven days of low dose, approximately 500 mg/m3, exposure to JP-8 jet fuel; chronic exposure to JP-8 jet fuel increased liver, spleen, and kidney weights compared to controls. Microscopic evaluation of liver sections were normal; however, kidney and spleen had histological changes consistent with organic solvent exposure. Theremore » is a correlation between JP-8 jet fuel exposure-induced decreases in lung Substance P levels and lung neutral endopeptidase levels. Chronic exposure to JP-8 jet fuel caused a decrease in lung Substance P levels with a corresponding increase in lung neutral endopeptidase levels; and, there is a recovery process in the 56 day low dose JP-8 jet fuel-exposed lungs as marked by a return to baseline and longitudinal control 99mTcDTPA values. The 99mTcDTPA data was very consistent with our pathologic findings of very little lung injury in the 56 day low dose JP-8 jet fuel-exposed rats. We speculate that this finding indicates that there is a 'threshold' level of JP-8 jet fuel exposure that the lungs' defense mechanism(s) can tolerate.« less

Effects of Jet Fuel Spills on the Microbial Community of Soil †

PubMed Central

Song, Hong-Gyu; Bartha, Richard

1990-01-01

Hydrocarbon residues, microbial numbers, and microbial activity were measured and correlated in loam soil contaminated by jet fuel spills resulting in 50 and 135 mg of hydrocarbon g of soil−1. Contaminated soil was incubated at 27°C either as well-aerated surface soil or as poorly aerated subsurface soil. In the former case, the effects of bioremediation treatment on residues, microbial numbers, and microbial activity were also assessed. Hydrocarbon residues were measured by quantitative gas chromatography. Enumerations included direct counts of metabolically active bacteria, measurement of mycelial length, plate counts of aerobic heterotrophs, and most probable numbers of hydrocarbon degraders. Activity was assessed by fluorescein diacetate (FDA) hydrolysis. Jet fuel disappeared much more rapidly from surface soil than it did from subsurface soil. In surface soil, microbial numbers and mycelial length were increased by 2 to 2.5 orders of magnitude as a result of jet fuel contamination alone and by 3 to 4 orders of magnitude as a result of the combination of jet fuel contamination and bioremediation. FDA hydrolysis was stimulated by jet fuel and bioremediation, but was inhibited by jet fuel alone. The latter was traced to an inhibition of the FDA assay by jet fuel biodegradation products. In subsurface soil, oxygen limitation strongly attenuated microbial responses to jet fuel. An increase in the most probable numbers of hydrocarbon degraders was accompanied by a decline in other aerobic heterotrophs, so that total plate counts changed little. The correlations between hydrocarbon residues, microbial numbers, and microbial activity help in elucidating microbial contributions to jet fuel elimination from soil. PMID:16348138

Aviation fuels outlook

NASA Technical Reports Server (NTRS)

Momenthy, A. M.

1980-01-01

Options for satisfying the future demand for commercial jet fuels are analyzed. It is concluded that the most effective means to this end are to attract more refiners to the jet fuel market and encourage development of processes to convert oil shale and coal to transportation fuels. Furthermore, changing the U.S. refineries fuel specification would not significantly alter jet fuel availability.

Exposures to jet fuel and benzene during aircraft fuel tank repair in the U.S. Air Force.

PubMed

Carlton, G N; Smith, L B

2000-06-01

Jet fuel and benzene vapor exposures were measured during aircraft fuel tank entry and repair at twelve U.S. Air Force bases. Breathing zone samples were collected on the fuel workers who performed the repair. In addition, instantaneous samples were taken at various points during the procedures with SUMMA canisters and subsequent analysis by mass spectrometry. The highest eight-hour time-weighted average (TWA) fuel exposure found was 1304 mg/m3; the highest 15-minute short-term exposure was 10,295 mg/m3. The results indicate workers who repair fuel tanks containing explosion suppression foam have a significantly higher exposure to jet fuel as compared to workers who repair tanks without foam (p < 0.001). It is assumed these elevations result from the tendency for fuel, absorbed by the foam, to volatilize during the foam removal process. Fuel tanks that allow flow-through ventilation during repair resulted in lower exposures compared to those tanks that have only one access port and, as a result, cannot be ventilated efficiently. The instantaneous sampling results confirm that benzene exposures occur during fuel tank repair; levels up to 49.1 mg/m3 were found inside the tanks during the repairs. As with jet fuel, these elevated benzene concentrations were more likely to occur in foamed tanks. The high temperatures associated with fuel tank repair, along with the requirement to wear vapor-permeable cotton coveralls for fire reasons, could result in an increase in the benzene body burden of tank entrants.

Past, present and emerging toxicity issues for jet fuel

DOE Office of Scientific and Technical Information (OSTI.GOV)

Mattie, David R., E-mail: david.mattie@wpafb.af.mil; Sterner, Teresa R.

2011-07-15

The US Air Force wrote the specification for the first official hydrocarbon-based jet fuel, JP-4, in 1951. This paper will briefly review the toxicity of the current fuel, JP-8, as compared to JP-4. JP-8 has been found to have low acute toxicity with the adverse effects being slight dermal irritation and weak dermal sensitization in animals. JP-4 also has low acute toxicity with slight dermal irritation as the adverse effect. Respiratory tract sensory irritation was greater in JP-8 than in JP-4. Recent data suggest exposure to jet fuel may contribute to hearing loss. Subchronic studies for 90 days with JP-8more » and JP-4 showed little toxicity with the primary effect being male rat specific hydrocarbon nephropathy. A 1-year study was conducted for JP-4. The only tumors seen were associated with the male rat specific hydrocarbon nephropathy. A number of immunosuppressive effects have been seen after exposure to JP-8. Limited neurobehavioral effects have been associated with JP-8. JP-8 is not a developmental toxicant and has little reproductive toxicity. JP-4 has not been tested for immune, neurobehavioral or reproductive endpoints. JP-8 and JP-4 were negative in mutagenicity tests but JP-4 showed an increase in unscheduled DNA synthesis. Currently, JP-8 is being used as the standard for comparison of future fuels, including alternative fuels. Emerging issues of concern with jet fuels include naphthalene content, immunotoxicity and inhalation exposure characterization and modeling of complex mixtures such as jet fuels.« less

Past, present and emerging toxicity issues for jet fuel.

PubMed

Mattie, David R; Sterner, Teresa R

2011-07-15

The US Air Force wrote the specification for the first official hydrocarbon-based jet fuel, JP-4, in 1951. This paper will briefly review the toxicity of the current fuel, JP-8, as compared to JP-4. JP-8 has been found to have low acute toxicity with the adverse effects being slight dermal irritation and weak dermal sensitization in animals. JP-4 also has low acute toxicity with slight dermal irritation as the adverse effect. Respiratory tract sensory irritation was greater in JP-8 than in JP-4. Recent data suggest exposure to jet fuel may contribute to hearing loss. Subchronic studies for 90 days with JP-8 and JP-4 showed little toxicity with the primary effect being male rat specific hydrocarbon nephropathy. A 1-year study was conducted for JP-4. The only tumors seen were associated with the male rat specific hydrocarbon nephropathy. A number of immunosuppressive effects have been seen after exposure to JP-8. Limited neurobehavioral effects have been associated with JP-8. JP-8 is not a developmental toxicant and has little reproductive toxicity. JP-4 has not been tested for immune, neurobehavioral or reproductive endpoints. JP-8 and JP-4 were negative in mutagenicity tests but JP-4 showed an increase in unscheduled DNA synthesis. Currently, JP-8 is being used as the standard for comparison of future fuels, including alternative fuels. Emerging issues of concern with jet fuels include naphthalene content, immunotoxicity and inhalation exposure characterization and modeling of complex mixtures such as jet fuels. Copyright © 2011 Elsevier Inc. All rights reserved.

NASA Alternative-Fuel Effects on Contrails and Cruise Emissions (ACCESS) Flight Experiments

NASA Astrophysics Data System (ADS)

Anderson, B. E.; Moore, R.; Beyersdorf, A. J.; Thornhill, K. L., II; Shook, M.; Winstead, E.; Ziemba, L. D.; Bulzan, D. L.; Brown, A.; Beaton, B.; Schlager, H.

2014-12-01

Although the emission performance of gas-turbine engines burning renewable aviation fuels have been thoroughly documented in recent ground-based studies, there is still great uncertainty regarding how the fuels effect aircraft exhaust composition and contrail formation at cruise altitudes. To fill this information gap, the NASA Aeronautics Research Mission Directorate sponsored the ACCESS flight series to make detailed measurements of trace gases, aerosols and ice particles in the near-field behind the NASA DC-8 aircraft as it burned either standard petroleum-based fuel of varying sulfur content or a 50:50 blend of standard fuel and a hydro-treated esters and fatty acid (HEFA) jet fuel produced from camelina plant oil. ACCESS 1, conducted in spring 2013 near Palmdale CA, focused on refining flight plans and sampling techniques and used the instrumented NASA Langley HU-25 aircraft to document DC-8 emissions and contrails on five separate flights of ~2 hour duration. ACCESS 2, conducted from Palmdale in May 2014, engaged partners from the Deutsches Zentrum für Luft- und Raumfahrt (DLR) and National Research Council-Canada to provide additional scientific expertise and sampling aircraft (Falcon 20 and CT-133, respectively) with more extensive trace gas, particle, or air motion measurement capability. Eight, muliti-aircraft research flights of 2 to 4 hour duration were conducted to document the emissions and contrail properties of the DC-8 as it 1) burned low sulfur Jet A, high sulfur Jet A or low sulfur Jet A/HEFA blend, 2) flew at altitudes between 6 and 11 km, and 3) operated its engines at three different fuel flow rates. This presentation further describes the ACCESS flight experiments, examines fuel type and thrust setting impacts on engine emissions, and compares cruise-altitude observations with similar data acquired in ground-test venues.

Alternative-Fuel Effects on Contrails & Cruise Emissions (ACCESS-2) Flight Experiment

NASA Technical Reports Server (NTRS)

Anderson, Bruce E.

2015-01-01

Although the emission performance of gas-turbine engines burning renewable aviation fuels have been thoroughly documented in recent ground-based studies, there is still great uncertainty regarding how the fuels effect aircraft exhaust composition and contrail formation at cruise altitudes. To fill this information gap, the NASA Aeronautics Research Mission Directorate sponsored the ACCESS flight series to make detailed measurements of trace gases, aerosols and ice particles in the near-field behind the NASA DC-8 aircraft as it burned either standard petroleum-based fuel of varying sulfur content or a 50:50 blend of standard fuel and a hydro-treated esters and fatty acid (HEFA) jet fuel produced from camelina plant oil. ACCESS 1, conducted in spring 2013 near Palmdale CA, focused on refining flight plans and sampling techniques and used the instrumented NASA Langley HU-25 aircraft to document DC-8 emissions and contrails on five separate flights of approx.2 hour duration. ACCESS 2, conducted from Palmdale in May 2014, engaged partners from the Deutsches Zentrum fuer Luft- und Raumfahrt (DLR) and National Research Council-Canada to provide additional scientific expertise and sampling aircraft (Falcon 20 and CT-133, respectively) with more extensive trace gas, particle, or air motion measurement capability. Eight, muliti-aircraft research flights of 2 to 4 hour duration were conducted to document the emissions and contrail properties of the DC-8 as it 1) burned low sulfur Jet A, high sulfur Jet A or low sulfur Jet A/HEFA blend, 2) flew at altitudes between 6 and 11 km, and 3) operated its engines at three different fuel flow rates. This presentation further describes the ACCESS flight experiments, examines fuel type and thrust setting impacts on engine emissions, and compares cruise-altitude observations with similar data acquired in ground tests.

Risk factors of jet fuel combustion products.

PubMed

Tesseraux, Irene

2004-04-01

Air travel is increasing and airports are being newly built or enlarged. Concern is rising about the exposure to toxic combustion products in the population living in the vicinity of large airports. Jet fuels are well characterized regarding their physical and chemical properties. Health effects of fuel vapors and liquid fuel are described after occupational exposure and in animal studies. Rather less is known about combustion products of jet fuels and exposure to those. Aircraft emissions vary with the engine type, the engine load and the fuel. Among jet aircrafts there are differences between civil and military jet engines and their fuels. Combustion of jet fuel results in CO2, H2O, CO, C, NOx, particles and a great number of organic compounds. Among the emitted hydrocarbons (HCs), no compound (indicator) characteristic for jet engines could be detected so far. Jet engines do not seem to be a source of halogenated compounds or heavy metals. They contain, however, various toxicologically relevant compounds including carcinogenic substances. A comparison between organic compounds in the emissions of jet engines and diesel vehicle engines revealed no major differences in the composition. Risk factors of jet engine fuel exhaust can only be named in context of exposure data. Using available monitoring data, the possibilities and limitations for a risk assessment approach for the population living around large airports are presented. The analysis of such data shows that there is an impact on the air quality of the adjacent communities, but this impact does not result in levels higher than those in a typical urban environment.

Hydrocarbon group type determination in jet fuels by high performance liquid chromatography

NASA Technical Reports Server (NTRS)

Antoine, A. C.

1977-01-01

Results are given for the analysis of some jet and diesel fuel samples which were prepared from oil shale and coal syncrudes. Thirty-two samples of varying chemical composition and physical properties were obtained. Hydrocarbon types in these samples were determined by fluorescent indicator adsorption (FIA) analysis, and the results from three laboratories are presented and compared. Recently, rapid high performance liquid chromatography (HPLC) methods have been proposed for hydrocarbon group type analysis, with some suggestion for their use as a replacement of the FIA technique. Two of these methods were used to analyze some of the samples, and these results are also presented and compared. Two samples of petroleum-based Jet A fuel are similarly analyzed.

MEETING IN VANCOUVER, B.C.: MICRONUCLEUS STUDIES IN THE PERIPHERAL BLOOD AND BONE MARROW OF MICE TREATED WITH JET FUELS, JP-8 AND JET-A

EPA Science Inventory

The potential adverse effects of dermal and inhalation exposure of jet fuels are important for health hazard evaluation in humans. In an animal model, the genotoxic potential of jet fuels, JP-8 and Jet-A, was investigated. Mice were treated dermally with either a single or multip...

Understanding and predicting soot generation in turbulent non-premixed jet flames.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Wang, Hai; Kook, Sanghoon; Doom, Jeffrey

2010-10-01

This report documents the results of a project funded by DoD's Strategic Environmental Research and Development Program (SERDP) on the science behind development of predictive models for soot emission from gas turbine engines. Measurements of soot formation were performed in laminar flat premixed flames and turbulent non-premixed jet flames at 1 atm pressure and in turbulent liquid spray flames under representative conditions for takeoff in a gas turbine engine. The laminar flames and open jet flames used both ethylene and a prevaporized JP-8 surrogate fuel composed of n-dodecane and m-xylene. The pressurized turbulent jet flame measurements used the JP-8 surrogatemore » fuel and compared its combustion and sooting characteristics to a world-average JP-8 fuel sample. The pressurized jet flame measurements demonstrated that the surrogate was representative of JP-8, with a somewhat higher tendency to soot formation. The premixed flame measurements revealed that flame temperature has a strong impact on the rate of soot nucleation and particle coagulation, but little sensitivity in the overall trends was found with different fuels. An extensive array of non-intrusive optical and laser-based measurements was performed in turbulent non-premixed jet flames established on specially designed piloted burners. Soot concentration data was collected throughout the flames, together with instantaneous images showing the relationship between soot and the OH radical and soot and PAH. A detailed chemical kinetic mechanism for ethylene combustion, including fuel-rich chemistry and benzene formation steps, was compiled, validated, and reduced. The reduced ethylene mechanism was incorporated into a high-fidelity LES code, together with a moment-based soot model and models for thermal radiation, to evaluate the ability of the chemistry and soot models to predict soot formation in the jet diffusion flame. The LES results highlight the importance of including an optically-thick radiation model to accurately predict gas temperatures and thus soot formation rates. When including such a radiation model, the LES model predicts mean soot concentrations within 30% in the ethylene jet flame.« less

Jet Fuel Exacerbated Noise-Induced Hearing Loss: Focus on Prediction of Central Auditory Processing Dysfunction

DTIC Science & Technology

2017-09-01

to develop a multi-scale model, together with relevant supporting experimental data, to describe jet fuel exacerbated noise induced hearing loss. In...scale model, together with relevant supporting experimental data, to describe jet fuel exacerbated noise-induced hearing loss. Such hearing loss...project was to develop a multi-scale model, together with relevant supporting experimental data, to describe jet fuel exacerbated NIHL. Herein we

Microbial alkane production for jet fuel industry: motivation, state of the art and perspectives.

PubMed

Jiménez-Díaz, Lorena; Caballero, Antonio; Pérez-Hernández, Natalia; Segura, Ana

2017-01-01

Bio-jet fuel has attracted a lot of interest in recent years and has become a focus for aircraft and engine manufacturers, oil companies, governments and researchers. Given the global concern about environmental issues and the instability of oil market, bio-jet fuel has been identified as a promising way to reduce the greenhouse gas emissions from the aviation industry, while also promoting energy security. Although a number of bio-jet fuel sources have been approved for manufacture, their commercialization and entry into the market is still a far way away. In this review, we provide an overview of the drivers for intensified research into bio-jet fuel technologies, the type of chemical compounds found in bio-jet fuel preparations and the current state of related pre-commercial technologies. The biosynthesis of hydrocarbons is one of the most promising approaches for bio-jet fuel production, and thus we provide a detailed analysis of recent advances in the microbial biosynthesis of hydrocarbons (with a focus on alkanes). Finally, we explore the latest developments and their implications for the future of research into bio-jet fuel technologies. © 2016 The Authors. Microbial Biotechnology published by John Wiley & Sons Ltd and Society for Applied Microbiology.

Novel pathways for fuels and lubricants from biomass optimized using life-cycle greenhouse gas assessment

DOE PAGES

Balakrishnan, Madhesan; Sacia, Eric R.; Sreekumar, Sanil; ...

2015-06-08

Decarbonizing the transportation sector is critical to achieving global climate change mitigation. Although biofuels will play an important role in conventional gasoline and diesel applications, bioderived solutions are particularly important in jet fuels and lubricants, for which no other viable renewable alternatives exist. Producing compounds for jet fuel and lubricant base oil applications often requires upgrading fermentation products, such as alcohols and ketones, to reach the appropriate molecular-weight range. Ketones possess both electrophilic and nucleophilic functionality, which allows them to be used as building blocks similar to alkenes and aromatics in a petroleum refining complex. Here, we develop a methodmore » for selectively upgrading biomass-derived alkyl methyl ketones with >95% yields into trimer condensates, which can then be hydrodeoxygenated in near-quantitative yields to give a new class of cycloalkane compounds. The basic chemistry developed here can be tailored for aviation fuels as well as lubricants by changing the production strategy. We demonstrate that a sugarcane biorefinery could use natural synergies between various routes to produce a mixture of lubricant base oils and jet fuels that achieve net life-cycle greenhouse gas savings of up to 80%.« less

Novel pathways for fuels and lubricants from biomass optimized using life-cycle greenhouse gas assessment

PubMed Central

Balakrishnan, Madhesan; Sacia, Eric R.; Sreekumar, Sanil; Gunbas, Gorkem; Gokhale, Amit A.; Scown, Corinne D.; Toste, F. Dean; Bell, Alexis T.

2015-01-01

Decarbonizing the transportation sector is critical to achieving global climate change mitigation. Although biofuels will play an important role in conventional gasoline and diesel applications, bioderived solutions are particularly important in jet fuels and lubricants, for which no other viable renewable alternatives exist. Producing compounds for jet fuel and lubricant base oil applications often requires upgrading fermentation products, such as alcohols and ketones, to reach the appropriate molecular-weight range. Ketones possess both electrophilic and nucleophilic functionality, which allows them to be used as building blocks similar to alkenes and aromatics in a petroleum refining complex. Here, we develop a method for selectively upgrading biomass-derived alkyl methyl ketones with >95% yields into trimer condensates, which can then be hydrodeoxygenated in near-quantitative yields to give a new class of cycloalkane compounds. The basic chemistry developed here can be tailored for aviation fuels as well as lubricants by changing the production strategy. We also demonstrate that a sugarcane biorefinery could use natural synergies between various routes to produce a mixture of lubricant base oils and jet fuels that achieve net life-cycle greenhouse gas savings of up to 80%. PMID:26056307

Novel pathways for fuels and lubricants from biomass optimized using life-cycle greenhouse gas assessment.

PubMed

Balakrishnan, Madhesan; Sacia, Eric R; Sreekumar, Sanil; Gunbas, Gorkem; Gokhale, Amit A; Scown, Corinne D; Toste, F Dean; Bell, Alexis T

2015-06-23

Decarbonizing the transportation sector is critical to achieving global climate change mitigation. Although biofuels will play an important role in conventional gasoline and diesel applications, bioderived solutions are particularly important in jet fuels and lubricants, for which no other viable renewable alternatives exist. Producing compounds for jet fuel and lubricant base oil applications often requires upgrading fermentation products, such as alcohols and ketones, to reach the appropriate molecular-weight range. Ketones possess both electrophilic and nucleophilic functionality, which allows them to be used as building blocks similar to alkenes and aromatics in a petroleum refining complex. Here, we develop a method for selectively upgrading biomass-derived alkyl methyl ketones with >95% yields into trimer condensates, which can then be hydrodeoxygenated in near-quantitative yields to give a new class of cycloalkane compounds. The basic chemistry developed here can be tailored for aviation fuels as well as lubricants by changing the production strategy. We also demonstrate that a sugarcane biorefinery could use natural synergies between various routes to produce a mixture of lubricant base oils and jet fuels that achieve net life-cycle greenhouse gas savings of up to 80%.

Combustor exhaust emissions with air-atomizing splash-groove fuel injectors burning Jet A and Diesel number 2 fuels

NASA Technical Reports Server (NTRS)

Ingebo, R. D.; Norgren, C. T.

1975-01-01

Air-atomizing, splash-groove injectors were shown to improve primary-zone fuel spreading and reduce combustor exhaust emissions for Jet A and diesel number 2 fuels. With Jet A fuel large-orifice, splash-groove injectors the oxides-of-nitrogen emission index was reduced, but emissions of carbon monoxide, unburned hydrocarbons, or smoke were unaffected. Small-orifice, splash-groove injectors did not reduce oxides of nitrogen, but reduced the smoke number and carbon monoxide and unburned-hydrocarbon emission indices. With diesel number 2 fuel, the small-orifice, splash-groove injectors reduced oxides of nitrogen by 19 percent, smoke number by 28 percent, carbon monoxide by 75 percent, and unburned hydrocarbons by 50 percent. Smoke number and unburned hydrocarbons were twice as high with diesel number 2 as with Jet A fuel. Combustor blowout limits were similar for diesel number 2 and Jet A fuels.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Balakrishnan, Madhesan; Sacia, Eric R.; Sreekumar, Sanil

Decarbonizing the transportation sector is critical to achieving global climate change mitigation. Although biofuels will play an important role in conventional gasoline and diesel applications, bioderived solutions are particularly important in jet fuels and lubricants, for which no other viable renewable alternatives exist. Producing compounds for jet fuel and lubricant base oil applications often requires upgrading fermentation products, such as alcohols and ketones, to reach the appropriate molecular-weight range. Ketones possess both electrophilic and nucleophilic functionality, which allows them to be used as building blocks similar to alkenes and aromatics in a petroleum refining complex. Here, we develop a methodmore » for selectively upgrading biomass-derived alkyl methyl ketones with >95% yields into trimer condensates, which can then be hydrodeoxygenated in near-quantitative yields to give a new class of cycloalkane compounds. The basic chemistry developed here can be tailored for aviation fuels as well as lubricants by changing the production strategy. We demonstrate that a sugarcane biorefinery could use natural synergies between various routes to produce a mixture of lubricant base oils and jet fuels that achieve net life-cycle greenhouse gas savings of up to 80%.« less

Acute toxicity evaluation of JP-8 jet fuel and JP-8 jet fuel containing additives. Final report, November 1995-February 1996

DOE Office of Scientific and Technical Information (OSTI.GOV)

Wolfe, R.E.; Kinead, E.R.; Feldmann, M.L.

1996-11-01

To reduce fuel fouling in current U.S Navy and Air Force aircraft systems and to provide additional heat sink and thermal stability for future systems, the Air Force is developing an improved JP-8 jet fuel (JP-8 + 100). Two companies (Betz and Mobil) have developed additive packages that are currently being tested in aircraft systems. To determine if the additive packages will produce health effects for flightline personnel, acute testing was performed on JP-8 and the two JP-8 + 100 jet fuels. A single oral dose at 5 mg jet fuel/kg body weight to five male and five female F-344more » rats, and a single dermal application of 2 g jet fuel/kg body weight applied to five male and five female NZW rabbits resulted in no deaths. No signs of toxic stress were observed, and all animals gained weight over the 14-day observation periods. Single treatment of 0.5 mL neat jet fuel to rabbit skin produced negative results for skin irritation. Guinea pigs tailed to elicit a sensitization response following repeated applications of the jet fuels. Inhalation vapor exposure to JP-8, JP-8 + 100 (Betz), and JP-8 (Mobil) were determined to be >3.43, >3.52, and >3.57 mg/L, respectively. LD% values for aerosol exposure to JP-8, JP-8 + 100 (Betz), and JP-8 + 100 (Mobil) were >4.44, >4.39, and >4.54 mg/L, respectively. Under the conditions of these tests, the additive packages did not potentiate the acute effects normally associated with JP-8 jet fuel exposures.« less

Influence of Jet Fuel Composition on Aircraft Engine Emissions: A Synthesis of Aerosol Emissions Data from the NASA APEX, AAFEX, and ACCESS Missions

NASA Astrophysics Data System (ADS)

Moore, R.; Shook, M.; Beyersdorf, A. J.; Corr, C.; Herndon, S. C.; Knighton, W. B.; Miake-Lye, R. C.; Thornhill, K. L., II; Winstead, E.; Yu, Z.; Ziemba, L. D.; Anderson, B. E.

2015-12-01

We statistically analyze the impact of jet fuel properties on aerosols emitted by the NASA McDonnell Douglas DC-8 CFM56-2-C1 engines burning fifteen different aviation fuels. Data were collected for this single engine type during four different, comprehensive ground tests conducted over the past decade, which allow us to clearly link changes in aerosol emissions to fuel compositional changes. It is found that the volatile aerosol fraction dominates the number and volume emissions indices (EIs) over all engine powers, which are driven by changes in fuel aromatic and sulfur content. Meanwhile, the naphthalenic content of the fuel determines the magnitude of the non-volatile number and volume EI as well as the black carbon mass EI. Linear regression coefficients are reported for each aerosol EI in terms of these properties, engine fuel flow rate, and ambient temperature, and show that reducing both fuel sulfur content and napththalenes to near-zero levels would result in roughly a ten-fold decrease in aerosol number emitted per kg of fuel burn. This work informs future efforts to model aircraft emissions changes as the aviation fleet gradually begins to transition toward low-aromatic, low-sulfur alternative jet fuels from bio-based or Fischer-Tropsch production pathways.

Autoxidation of jet fuels: Implications for modeling and thermal stability

DOE Office of Scientific and Technical Information (OSTI.GOV)

Heneghan, S.P.; Chin, L.P.

1995-05-01

The study and modeling of jet fuel thermal deposition is dependent on an understanding of and ability to model the oxidation chemistry. Global modeling of jet fuel oxidation is complicated by several facts. First, liquid jet fuels are hard to heat rapidly and fuels may begin to oxidize during the heat-up phase. Non-isothermal conditions can be accounted for but the evaluation of temperature versus time is difficult. Second, the jet fuels are a mixture of many compounds that may oxidize at different rates. Third, jet fuel oxidation may be autoaccelerating through the decomposition of the oxidation products. Attempts to modelmore » the deposition of jet fuels in two different flowing systems showed the inadequacy of a simple two-parameter global Arrhenius oxidation rate constant. Discarding previous assumptions about the form of the global rate constants results in a four parameter model (which accounts for autoacceleration). This paper discusses the source of the rate constant form and the meaning of each parameter. One of these parameters is associated with the pre-exponential of the autoxidation chain length. This value is expected to vary inversely to thermal stability. We calculate the parameters for two different fuels and discuss the implication to thermal and oxidative stability of the fuels. Finally, we discuss the effect of non-Arrhenius behavior on current modeling of deposition efforts.« less

Partitioning behavior of aromatic components in jet fuel into diverse membrane-coated fibers.

PubMed

Baynes, Ronald E; Xia, Xin-Rui; Barlow, Beth M; Riviere, Jim E

2007-11-01

Jet fuel components are known to partition into skin and produce occupational irritant contact dermatitis (OICD) and potentially adverse systemic effects. The purpose of this study was to determine how jet fuel components partition (1) from solvent mixtures into diverse membrane-coated fibers (MCFs) and (2) from biological media into MCFs to predict tissue distribution. Three diverse MCFs, polydimethylsiloxane (PDMS, lipophilic), polyacrylate (PA, polarizable), and carbowax (CAR, polar), were selected to simulate the physicochemical properties of skin in vivo. Following an appropriate equilibrium time between the MCF and dosing solutions, the MCF was injected directly into a gas chromatograph/mass spectrometer (GC-MS) to quantify the amount that partitioned into the membrane. Three vehicles (water, 50% ethanol-water, and albumin-containing media solution) were studied for selected jet fuel components. The more hydrophobic the component, the greater was the partitioning into the membranes across all MCF types, especially from water. The presence of ethanol as a surrogate solvent resulted in significantly reduced partitioning into the MCFs with discernible differences across the three fibers based on their chemistries. The presence of a plasma substitute (media) also reduced partitioning into the MCF, with the CAR MCF system being better correlated to the predicted partitioning of aromatic components into skin. This study demonstrated that a single or multiple set of MCF fibers may be used as a surrogate for octanol/water systems and skin to assess partitioning behavior of nine aromatic components frequently formulated with jet fuels. These diverse inert fibers were able to assess solute partitioning from a blood substitute such as media into a membrane possessing physicochemical properties similar to human skin. This information may be incorporated into physiologically based pharmacokinetic (PBPK) models to provide a more accurate assessment of tissue dosimetry of related toxicants.

Jet Propellant 8 versus Alternative Jet Fuels: A Life-Cycle Perspective

DTIC Science & Technology

2011-01-01

United States imports.26 The CBTL process uses three existing technologies to convert coal and biomass into liquid fuel: gasification , FT synthesis...and carbon capture and storage. Gasification converts coal and biomass into CO and H2, a mixture commonly referred to as “syngas.” FT synthesis...com- pare petroleum-derived jet fuel (i.e., JP-8) to an alternative jet fuel derived from a coal- biomass -to-liquid (CBTL) process. The EIO- LCA

Investigation of turbulent swirling jet-flames by PIV / OH PLIF / HCHO PLIF

NASA Astrophysics Data System (ADS)

Lobasov, A. S.; Chikishev, L. M.

2018-03-01

The present paper reports on the investigation of fuel-lean and fuel-rich turbulent combustion in a high-swirl jet. Swirl rate of the flow exceeded a critical value for breakdown of the swirling jet’s vortex core and formation of the recirculation zone at the jet axis. The measurements were performed by the stereo PIV, OH PLIF and HCHO PLIF techniques, simultaneously. The Reynolds number based on the flow rate and viscosity of the air was fixed as 5 000 (the bulk velocity was U 0 = 5 m/s). Three cases of the equivalence ratio ϕ of the mixture issuing from the nozzle-burner were considered, viz., 0.7, 1.4 and 2.5. The latter case corresponded to a lifted flame of fuel-rich swirling jet flow, partially premixed with the surrounding air. In all cases the flame front was subjected to deformations due to large-scale vortices, which rolled-up in the inner (around the central recirculation zone) and outer (between the annular jet core and surrounding air) mixing layers.

Quantitating the Absorption, Partitioning and Toxicity of Hydrocarbon Components of JP-8 Jet Fuel

DTIC Science & Technology

2007-08-24

with the skin. AFOSR Jet Fuel Toxicology Workshop. Tucson, AZ. October, 2004. 5. Basak SC, Riviere JE, Baynes RE, Xia XR, Gute BD. A hierarchical QSAR ... Toxicology Workshop, Tucson, AZ, 2005. 12. Basak SC, Riviere J, Baynes R, Gute BD: Theoretical descriptor based QSARs in predicting skin penetration of...NAME(S) AND ADDRESS(ES) 8. PERFORMING ORGANIZATION REPORT NUMBER Center for Chemical Toxicology Research and Pharmacokinetics College of Veterinary

Microalgae Feedstocks for Aviation Fuels

DOE Office of Scientific and Technical Information (OSTI.GOV)

Wigmosta, Mark S.; Coleman, Andre; Venteris, Erik

There is significant global interest in developing, testing, and using alternative jet fuels for both commercial and military use in an effort to create a sustainable and stable fuel supply while reducing greenhouse gas emissions. Currently, the aviation industry is entirely dependent on a finite-supply of petroleum based fuel sourced in part by politically and economically unstable regions of the world. Commercial jet fuel use within the contiguous United States (CONUS) was 17.8 billion gallons per year (BGY) in 2009, while jet fuel use in 2010 by the U.S. Air Force (USAF), Navy, and Army was 1.5 BGY, 0.6 BGY,more » and 0.8 BGY, respectively (Carter et al., 2011). U.S. commercial and military aviation sectors have set ambitious near-term alternative fuel and environmental performance targets. This includes a tentative Federal Aviation Administration (FAA) goal of 1 BGY alternative fuel use by commercial aircraft by 2018. The USAF has set a target of 50% for USAF domestic aviation via alternative fuels by 2016 (0.73 BGY), and 50% of the Navy’s total energy consumption afloat (0.3 BGY) will come from alternative fuels by 2020 (Carter et al., 2011). If these targets become policy, at least 2 BGY of domestically-produced alternative jet fuel will be required by 2020. The Energy Independence and Security Act (EISA) of 2007 established production requirements for domestic alternative fuels under the Renewable Fuel Standard (RFS). For example, 36 billion gallons of renewable fuel must be produced by 2022, of which 21 billion gallons shall be advanced biofuels. EISA defines advanced biofuels as non-corn starch derived biofuels having lifecycle greenhouse gas emissions 50% lower than gasoline. There a number of potential fuel pathways for meeting the RFS. One of these is biomass-based diesel, including jet fuel (Schnepf and Yacobucci, 2013). The U.S. Department of Energy (DOE) Bioenergy Technologies Office (BETO) has a stated goal in its 2013 Multi-Year Program Plan (USDOE, 2013) to support the RFS through development of “…commercially viable biomass utilization technologies to encourage the creation of a new domestic bioenergy industry…”. BETO has also recognized the potential for aviation biofuels to support the bioenergy industry, seeing drop-in bio-based jet fuels one of the viable alternatives for the aviation industry and the military to meet their ambitious near-term GHG reduction targets (USDOE, 2014). One of the important Multi-year Program Plan Targets (USDOE, 2013) is to establish feedstock resource assessment models to evaluate the geographic, economic, quality and environmental criteria for which 20 million metric tons of ash free dry weight (AFDW) algal biomass can be produced by 2022. Toward meeting the EISA requirements, algal biofuels may offer a number of advantages. They can produce a range of biofuel feedstocks suitable for diesel and aviation fuels. Microalgae, on a strain-specific basis, can be cultivated using impaired water including saline, and/or brackish pumped groundwater or seawater, treated industrial wastewater, municipal sewage effluent, and produced water generated from oil and gas drilling operations. Additionally, microalgae require nitrogen and phosphates as essential nutrients and could provide water treatment co-benefits to municipalities, industry, and the environment.« less

31 CFR 561.319 - Petroleum products.

Code of Federal Regulations, 2013 CFR

2013-07-01

... petroleum gases, pentanes plus, aviation gasoline, motor gasoline, naphtha-type jet fuel, kerosene-type jet fuel, kerosene, distillate fuel oil, residual fuel oil, petrochemical feedstocks, special naphthas...

31 CFR 561.319 - Petroleum products.

Code of Federal Regulations, 2014 CFR

2014-07-01

... petroleum gases, pentanes plus, aviation gasoline, motor gasoline, naphtha-type jet fuel, kerosene-type jet fuel, kerosene, distillate fuel oil, residual fuel oil, petrochemical feedstocks, special naphthas...

31 CFR 561.319 - Petroleum products.

Code of Federal Regulations, 2012 CFR

2012-07-01

... petroleum gases, pentanes plus, aviation gasoline, motor gasoline, naphtha-type jet fuel, kerosene-type jet fuel, kerosene, distillate fuel oil, residual fuel oil, petrochemical feedstocks, special naphthas...

Visualization of supersonic diesel fuel jets using a shadowgraph technique

NASA Astrophysics Data System (ADS)

Pianthong, Kulachate; Behnia, Masud; Milton, Brian E.

2001-04-01

High-speed liquid jets have been widely used to cut or penetrate material. It has been recently conjectured that the characteristics of high-speed fuel jets may also be of benefit to engines requiring direct fuel injection into the combustion chamber. Important factors are combustion efficiency and emission control enhancement for better atomization. Fundamental studies of very high velocity liquid jets are therefore very important. The characteristics and behavior of supersonic liquid jets have been studied with the aid of a shadowgraph technique. The high-speed liquid jet (in the supersonic range) is generated by the use of a vertical, single stage powder gun. The performance of the launcher and its relation to the jet exit velocity, with a range of nozzle shapes, has been examined. This paper presents the visual evidence of supersonic diesel fuel jets (velocity around 2000 m/s) investigated by the shadowgraph method. An Argon jet has been used as a light source. With a rise time of 0.07 microseconds, light duration of 0.2 microseconds and the use of high speed Polaroid film, the shadowgraph method can effectively capture the hypersonic diesel fuel jet and its strong leading edge shock waves. This provides a clearer picture of each stage of the generation of hypersonic diesel fuel jets and makes the study of supersonic diesel fuel jet characteristics and the potential for auto-ignition possible. Also, in the experiment, a pressure relief section has been used to minimize the compressed air or blast wave ahead of the projectile. However, the benefit of using a pressure relief section in the design is not clearly known. To investigate this effect, additional experiments have been performed with the use of the shadowgraph method, showing the projectile leaving and traveling inside the nozzle at a velocity around 1100 m/s.

Review of Jet Fuel Life Cycle Assessment Methods and Sustainability Metrics

DOT National Transportation Integrated Search

2015-12-01

The primary aim of this study is to help aviation jet fuel purchasers (primarily commercial airlines and the U.S. military) to understand the sustainability implications of their jet fuel purchases and provide guidelines for procuring sustainable fue...

FAR-TECH's Nanoparticle Plasma Jet System and its Application to Disruptions, Deep Fueling, and Diagnostics

NASA Astrophysics Data System (ADS)

Thompson, J. R.; Bogatu, I. N.; Galkin, S. A.; Kim, J. S.

2012-10-01

Hyper-velocity plasma jets have potential applications in tokamaks for disruption mitigation, deep fueling and diagnostics. Pulsed power based solid-state sources and plasma accelerators offer advantages of rapid response and mass delivery at high velocities. Fast response is critical for some disruption mitigation scenario needs, while high velocity is especially important for penetration into tokamak plasma and its confining magnetic field, as in the case of deep fueling. FAR-TECH is developing the capability of producing large-mass hyper-velocity plasma jets. The prototype solid-state source has produced: 1) >8.4 mg of H2 gas only, and 2) >25 mg of H2 and >180 mg of C60 in a H2/C60 gas mixture. Using a coaxial plasma gun coupled to the source, we have successfully demonstrated the acceleration of composite H/C60 plasma jets, with momentum as high as 0.6 g.km/s, and containing an estimated C60 mass of ˜75 mg. We present the status of FAR-TECH's nanoparticle plasma jet system and discuss its application to disruptions, deep fueling, and diagnostics. A new TiH2/C60 solid-state source capable of generating significantly higher quantities of H2 and C60 in <0.5 ms will be discussed.

Age-related differences in pulmonary inflammatory responses to JP-8 jet fuel aerosol inhalation.

PubMed

Wang, S; Young, R S; Witten, M L

2001-02-01

Our previous studies have demonstrated that JP-8 jet fuel aerosol inhalation induced lung injury and dysfunction. To further examine JP-8 jet fuel-induced inflammatory mechanisms, a total of 40 male C57BL/6 mice (young, 3.5 months; adult, 12 months; half in each age group) were randomly assigned to the exposure or control groups. Mice were nose-only exposed to room air or atmospheres of 1000 mg/m3 JP-8 jet fuel for 1 h/day for 7 days. Lung injury was assessed by pulmonary mechanics, respiratory permeability, lavaged cell profile, and chemical mediators in bronchoalveolar lavage fluid (BALF). The young and adult mice exposed to JP-8 jet fuel had similar values with regards to increased lung dynamic compliance, lung permeability, BALF cell count, and decreased PGE2. However, there were several different responses between the young-versus-adult mice with respect to BALF cell differential, TNF-alpha, and 8-iso-PGF2,, levels after exposure to JP-8 jet fuel. These data suggest that JP-8 jet fuel may have different inflammatory mechanisms leading to lung injury and dysfunction in the younger-versus-adult mice.

Advanced fuel system technology for utilizing broadened property aircraft fuels

NASA Technical Reports Server (NTRS)

Reck, G. M.

1980-01-01

Factors which will determine the future supply and cost of aviation turbine fuels are discussed. The most significant fuel properties of volatility, fluidity, composition, and thermal stability are discussed along with the boiling ranges of gasoline, naphtha jet fuels, kerosene, and diesel oil. Tests were made to simulate the low temperature of an aircraft fuel tank to determine fuel tank temperatures for a 9100-km flight with and without fuel heating; the effect of N content in oil-shale derived fuels on the Jet Fuel Thermal Oxidation Tester breakpoint temperature was measured. Finally, compatibility of non-metallic gaskets, sealants, and coatings with increased aromatic content jet fuels was examined.

Corrosion of aluminum alloy 2024 by microorganisms isolated from aircraft fuel tanks.

PubMed

McNamara, Christopher J; Perry, Thomas D; Leard, Ryan; Bearce, Ktisten; Dante, James; Mitchell, Ralph

2005-01-01

Microorganisms frequently contaminate jet fuel and cause corrosion of fuel tank metals. In the past, jet fuel contaminants included a diverse group of bacteria and fungi. The most common contaminant was the fungus Hormoconis resinae. However, the jet fuel community has been altered by changes in the composition of the fuel and is now dominated by bacterial contaminants. The purpose of this research was to determine the composition of the microbial community found in fuel tanks containing jet propellant-8 (JP-8) and to determine the potential of this community to cause corrosion of aluminum alloy 2024 (AA2024). Isolates cultured from fuel tanks containing JP-8 were closely related to the genus Bacillus and the fungi Aureobasidium and Penicillium. Biocidal activity of the fuel system icing inhibitor diethylene glycol monomethyl ether is the most likely cause of the prevalence of endospore forming bacteria. Electrochemical impedance spectroscopy and metallographic analysis of AA2024 exposed to the fuel tank environment indicated that the isolates caused corrosion of AA2024. Despite the limited taxonomic diversity of microorganisms recovered from jet fuel, the community has the potential to corrode fuel tanks.

Jet fuel-induced immunotoxicity.

PubMed

Harris, D T; Sakiestewa, D; Titone, D; Robledo, R F; Young, R S; Witten, M

2000-09-01

Chronic exposure to jet fuel has been shown to cause human liver dysfunction, emotional dysfunction, abnormal electroencephalograms, shortened attention spans, and to decrease sensorimotor speed (3-5). Exposure to potential environmental toxicants such as jet fuel may have significant effects on host systems beyond those readily visible (e.g., physiology, cardiology, respiratory, etc.), e.g., the immune system. Significant changes in immune function, even if short-lived, may have serious consequences for the exposed host that may impinge affect susceptibility to infectious agents. Major alterations in immune function that are long lasting may result in an increased likelihood of development and/or progression of cancer, as well as autoimmune diseases. In the current study mice were exposed 1 h/day for 7 days to a 1000-mg/m3 concentration of aerosolized jet fuel obtained from various sources (JP-8, JP-8+100 and Jet A1) and of differing compositions to simulate occupational exposures. Twenty-four hours after the last exposure the mice were analyzed for effects on the immune system. It was observed that exposure to all jet fuel sources examined had detrimental effects on the immune system. Decreases in viable immune cell numbers and immune organ weights were found. Jet fuel exposure resulted in differential losses of immune cell populations in the thymus. Further, jet fuel exposure resulted in significantly decreased immune function, as analyzed by mitogenesis assays. Suppressed immune function could not be overcome by the addition of exogenous growth factors known to stimulate immune function. Thus, short-term, low-concentration exposure of mice to aerosolized jet fuel, regardless of source or composition, caused significant deleterious effects on the immune system.

Mixing augmentation of transverse hydrogen jet by injection of micro air jets in supersonic crossflow

NASA Astrophysics Data System (ADS)

Anazadehsayed, A.; Barzegar Gerdroodbary, M.; Amini, Y.; Moradi, R.

2017-08-01

In this study, the influences of the micro air jet on the mixing of the sonic transverse hydrogen through micro-jets subjected to a supersonic crossflow are investigated. A three-dimensional numerical study has been performed to reveal the affects of micro air jet on mixing of the hydrogen jet in a Mach 4.0 crossflow with a global equivalence ratio of 0.5. Parametric studies were conducted on the various air jet conditions by using the Reynolds-averaged Navier-Stokes equations with Menter's Shear Stress Transport (SST) turbulence model. Complex jet interactions were found in the downstream region with a variety of flow features depending upon the angle of micro air jet. These flow features were found to have subtle effects on the mixing of hydrogen jets. Results indicate a different flow structure as air jet is presented in the downstream of the fuel jet. According to the results, without air, mixing occurs at a low rate. When the air jet is presented in the downstream of fuel jet, significant increase (up to 300%) occurs in the mixing performance of the hydrogen jet at downstream. In multi fuel jets, the mixing performance of the fuel jet is increased more than 200% when the micro air jet is injected. Consequently, an enhanced mixing zone occurs downstream of the injection slots which leads to flame-holding.

Jet Fuel, Noise, and the Central Auditory Nervous System: A Literature Review.

PubMed

Warner, Rachelle; Fuente, Adrian; Hickson, Louise

2015-09-01

Prompted by the continued prevalence of hearing related disabilities accepted as eligible for compensation and treatment under Australian Department of Veterans' Affairs legislation, a review of recent literature regarding possible causation mechanisms and thus, possible prevention strategies, is timely. The emerging thoughts on the effects of a combination of jet fuel and noise exposure on the central auditory nervous system (CANS) have relevance in the military aviation context because of the high exposures to solvents (including fuels) and unique noise hazards related to weapons systems and military aircraft. This literature review aimed to identify and analyze the current knowledge base of the effects of combined exposure to JP-8 jet fuel (or its aromatic solvent components) and noise on the CANS in human populations. We reviewed articles examining electrophysiological and behavioral measurement of the CANS following combined exposures to jet fuel (or its aromatic constituents) and noise. A total of 6 articles met the inclusion criteria for the review and their results are summarized. The articles considered in this review indicate that assessment of the CANS should be undertaken as part of a comprehensive test battery for military members exposed to both noise and solvents in the workplace. Reprint & Copyright © 2015 Association of Military Surgeons of the U.S.

Mathematical model of an indirect action fuel flow controller for aircraft jet engines

NASA Astrophysics Data System (ADS)

Tudosie, Alexandru-Nicolae

2017-06-01

The paper deals with a fuel mass flow rate controller with indirect action for aircraft jet engines. The author has identified fuel controller's main parts and its operation mode, then, based on these observations, one has determined motion equations of each main part, which have built system's non-linear mathematical model. In order to realize a better study this model was linearised (using the finite differences method) and then adimensionalized. Based on this new form of the mathematical model, after applying Laplace transformation, the embedded system (controller+engine) was described by the block diagram with transfer functions. Some Simulink-Matlab simulations were performed, concerning system's time behavior for step input, which lead to some useful conclusions and extension possibilities.

Life-cycle analysis of greenhouse gas emissions from renewable jet fuel production.

PubMed

de Jong, Sierk; Antonissen, Kay; Hoefnagels, Ric; Lonza, Laura; Wang, Michael; Faaij, André; Junginger, Martin

2017-01-01

The introduction of renewable jet fuel (RJF) is considered an important emission mitigation measure for the aviation industry. This study compares the well-to-wake (WtWa) greenhouse gas (GHG) emission performance of multiple RJF conversion pathways and explores the impact of different co-product allocation methods. The insights obtained in this study are of particular importance if RJF is included as an emission mitigation instrument in the global Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). Fischer-Tropsch pathways yield the highest GHG emission reduction compared to fossil jet fuel (86-104%) of the pathways in scope, followed by Hydrothermal Liquefaction (77-80%) and sugarcane- (71-75%) and corn stover-based Alcohol-to-Jet (60-75%). Feedstock cultivation, hydrogen and conversion inputs were shown to be major contributors to the overall WtWa GHG emission performance. The choice of allocation method mainly affects pathways yielding high shares of co-products or producing co-products which effectively displace carbon intensive products (e.g., electricity). Renewable jet fuel can contribute to significant reduction of aviation-related GHG emissions, provided the right feedstock and conversion technology are used. The GHG emission performance of RJF may be further improved by using sustainable hydrogen sources or applying carbon capture and storage. Based on the character and impact of different co-product allocation methods, we recommend using energy and economic allocation (for non-energy co-products) at a global level, as it leverages the universal character of energy allocation while adequately valuing non-energy co-products.

Laser-Based Diagnostic Measurements of Low Emissions Combustor Concepts

NASA Technical Reports Server (NTRS)

Hicks, Yolanda R.

2011-01-01

This presentation provides a summary of primarily laser-based measurement techniques we use at NASA Glenn Research Center to characterize fuel injection, fuel/air mixing, and combustion. The report highlights using Planar Laser-Induced Fluorescence, Particle Image Velocimetry, and Phase Doppler Interferometry to obtain fuel injector patternation, fuel and air velocities, and fuel drop sizes and turbulence intensities during combustion. We also present a brief comparison between combustors burning standard JP-8 Jet fuel and an alternative fuels. For this comparison, we used flame chemiluminescence and high speed imaging.

Techno-economic and resource analysis of hydroprocessed renewable jet fuel.

PubMed

Tao, Ling; Milbrandt, Anelia; Zhang, Yanan; Wang, Wei-Cheng

2017-01-01

Biomass-derived jet fuel is an alternative jet fuel (AJF) showing promise of reducing the dependence on fossil fuel and greenhouse gas emissions. Hydroprocessed esters and fatty acids (HEFA) concept is also known as one of the pathways for producing bio jet fuel. HEFA fuel was approved by the American Society for Testing and Materials in 2011, and can be blended up to 50% with conventional jet fuel. Since then, several HEFA economic and life-cycle assessments have been published in literature. However, there have been limited analyses on feedstock availability, composition, and their impact on hydrocarbon yield (particularly jet blendstock yield) and overall process economics. This study examines over 20 oil feedstocks, their geographic distribution and production levels, oil yield, prices, and chemical composition. The results of our compositional analysis indicate that most oils contain mainly C 16 and C 18 fatty acids except pennycress, yellow grease, and mustard, which contain higher values and thus would require hydrocracking to improve jet fuel production. Coconut oil has a large content of shorter carbon fatty acids, making it a good feedstock candidate for renewable gasoline instead of jet substitutes' production. Techno-economic analysis (TEA) was performed for five selected oil feedstocks-camelina, pennycress, jatropha, castor bean, and yellow grease-using the HEFA process concept. The resource analysis indicates that oil crops currently grown in the United States (namely soybean) have relatively low oil yield when compared to oil crops grown in other parts of the world, such as palm, coconut, and jatropha. Also, non-terrestrial oil sources, such as animal fats and greases, have relatively lower prices than terrestrial oil crops. The minimum jet fuel selling price for these five resources ranges between $3.8 and $11.0 per gallon. The results of our TEA and resource studies indicate the key cost drivers for a biorefinery converting oil to jet hydrocarbons are as follows: oil price, conversion plant capacity, fatty acid profile, addition of hydrocracker, and type of hydroprocessing catalysts.

NATURAL ATTENUATION OF FUEL AND SOLVENT SPILLS ON AIR FORCE BASES: BIOSLURPING AND NATURAL BIOVENTING TO REMEDIATE A JET FUEL SPILL. EVALUATE PERFORMANCE OF NEW PUSH PROBES TO ASSAY FOR BIOREMEDIATION

EPA Science Inventory

Frequently both the subsurface vadose zone and underlying aquifer at Air Force Base spill locations are contaminated with fuel hydrocarbons such as benzene and degreasing solvents such as trichloroethene. In many instances these concentrations exceed regulatory limits mandated by...

Bench-Scale Monolith Autothermal Reformer Catalyst Screening Evaluations in a Micro-Reactor With Jet-A Fuel

NASA Technical Reports Server (NTRS)

Tomsik, Thomas M.; Yen, Judy C.H.; Budge, John R.

2006-01-01

Solid oxide fuel cell systems used in the aerospace or commercial aviation environment require a compact, light-weight and highly durable catalytic fuel processor. The fuel processing method considered here is an autothermal reforming (ATR) step. The ATR converts Jet-A fuel by a reaction with steam and air forming hydrogen (H2) and carbon monoxide (CO) to be used for production of electrical power in the fuel cell. This paper addresses the first phase of an experimental catalyst screening study, looking at the relative effectiveness of several monolith catalyst types when operating with untreated Jet-A fuel. Six monolith catalyst materials were selected for preliminary evaluation and experimental bench-scale screening in a small 0.05 kWe micro-reactor test apparatus. These tests were conducted to assess relative catalyst performance under atmospheric pressure ATR conditions and processing Jet-A fuel at a steam-to-carbon ratio of 3.5, a value higher than anticipated to be run in an optimized system. The average reformer efficiencies for the six catalysts tested ranged from 75 to 83 percent at a constant gas-hourly space velocity of 12,000 hr 1. The corresponding hydrocarbon conversion efficiency varied from 86 to 95 percent during experiments run at reaction temperatures between 750 to 830 C. Based on the results of the short-duration 100 hr tests reported herein, two of the highest performing catalysts were selected for further evaluation in a follow-on 1000 hr life durability study in Phase II.

Tumorigenic Evaluation of Jet Fuels JP-TS and JP-7.

DTIC Science & Technology

1991-04-01

DTIC AL-TR-1991 0020 3 ELECTE0 AD-A252 012 JUN 2 6 1992• • TUMORIGENIC EVALUATION OF JET FUELS JP-TS AND JP-7 E. R. Kinkead C. L. Gaworski C. D...Evaluation of Jet Fuels JP-TS and JP-7. The research described in this report began in March 1981 and was completed in February 1991 under U.S. Air Force...of jet engines in military and commercial aircraft has led to the development of a number of petroleum distillate fuels with special properties. These

A Medical Center Network for Optimized Lung Cancer Biospecimen Banking

DTIC Science & Technology

2014-10-01

Y N 0.519 60 70 5 2 2 1.620 2 0.250 2 Yes - Current Smoker AF Jet fuel , Second-hand smoke Jet fuel , Second-hand smoke S0018 Squamous Cell...Second-hand smoke Second-hand smoke S0028 Squamous Cell Carcinoma Stage IIIB N N No - Quit Smoking 150 AF Jet fuel , Nuclear weapons, Second-hand... Jet fuel , Nuclear weapons, Second-hand S0029 Squamous Cell Carcinoma Stage IIA Y N 0.06 100 40 0 1 3 .571 1 8 .043 1 No - Quit Smoking AR Second

Highly efficient conversion of terpenoid biomass to jet-fuel range cycloalkanes in a biphasic tandem catalytic process

DOE Office of Scientific and Technical Information (OSTI.GOV)

Yang, Xiaokun; Li, Teng; Tang, Kan

2017-06-12

The demand for bio-jet fuels to reduce carbon emissions is increasing substantially in the aviation sector, while the scarcity of high-density jet fuel components limits the use of bio-jet fuels in high-performance aircrafts compared with conventional jet fuels. In this paper, we report a novel biphasic tandem catalytic process (biTCP) for synthesizing cycloalkanes from renewable terpenoid biomass, such as 1,8-cineole. Multistep tandem reactions, including C–O ring opening by hydrolysis, dehydration, and hydrogenation, were carried out in the “one-pot” biTCP. 1,8-Cineole was efficiently converted to p-menthane at high yields (>99%) in the biTCP under mild reaction conditions. Finally, the catalytic reactionmore » mechanism is discussed.« less

Partitioning of Aromatic Constituents into Water from Jet Fuels.

PubMed

Tien, Chien-Jung; Shu, Youn-Yuen; Ciou, Shih-Rong; Chen, Colin S

2015-08-01

A comprehensive study of the most commonly used jet fuels (i.e., Jet A-1 and JP-8) was performed to properly assess potential contamination of the subsurface environment from a leaking underground storage tank occurred in an airport. The objectives of this study were to evaluate the concentration ranges of the major components in the water-soluble fraction of jet fuels and to estimate the jet fuel-water partition coefficients (K fw) for target compounds using partitioning experiments and a polyparameter linear free-energy relationship (PP-LFER) approach. The average molecular weight of Jet A-1 and JP-8 was estimated to be 161 and 147 g/mole, respectively. The density of Jet A-1 and JP-8 was measured to be 786 and 780 g/L, respectively. The distribution of nonpolar target compounds between the fuel and water phases was described using a two-phase liquid-liquid equilibrium model. Models were derived using Raoult's law convention for the activity coefficients and the liquid solubility. The observed inverse, log-log linear dependence of the K fw values on the aqueous solubility were well predicted by assuming jet fuel to be an ideal solvent mixture. The experimental partition coefficients were generally well reproduced by PP-LFER.

Enhanced fuel efficiency on tractor-trailers using synthetic jet-based active flow control

NASA Astrophysics Data System (ADS)

Amitay, Michael; Menicovich, David; Gallardo, Daniele

2016-04-01

The application of piezo-electrically-driven synthetic-jet-based active flow control to reduce drag on tractor-trailers was explored experimentally in wind tunnel testing as well as full-scale road tests. Aerodynamic drag accounts for more than 50% of the usable energy at highway speeds, a problem that applies primarily to trailer trucks. Therefore, a reduction in aerodynamic drag results in large saving of fuel and reduction in CO2 emissions. The active flow control technique that is being used relies on a modular system comprised of distributed, small, highly efficient actuators. These actuators, called synthetic jets, are jets that are synthesized at the edge of an orifice by a periodic motion of a piezoelectric diaphragm(s) mounted on one (or more) walls of a sealed cavity. The synthetic jet is zero net mass flux (ZNMF), but it allows momentum transfer to flow. It is typically driven near diaphragm and/or cavity resonance, and therefore, small electric input [O(10W)] is required. Another advantage of this actuator is that no plumbing is required. The system doesn't require changes to the body of the truck, can be easily reconfigured to various types of vehicles, and consumes small amounts of electrical power from the existing electrical system of the truck. Preliminary wind tunnel results showed up to 18% reduction in fuel consumption, whereas road tests also showed very promising results.

Antimisting fuel breakup and flammability

NASA Technical Reports Server (NTRS)

Parikh, P.; Fleeter, R.; Sarohia, V.

1983-01-01

The breakup behavior and flammability of antimisting turbine fuels subjected to aerodynamic shear are investigated. Fuels tested were Jet A containing 0.3% FM-9 polymer at various levels of degradation ranging from virgin AMK to neat Jet A. The misting behavior of the fuels was quantified by droplet size distribution measurements. A technique based on high resolution laser photography and digital image processing of photographic records for rapid determination of droplet size distribution was developed. The flammability of flowing droplet-air mixtures was quantified by direct measurements of temperature rise in a flame established in the wake of a continuous ignition source. The temperature rise measurements were correlated with droplet size measurements. The flame anchoring phenomenon associated with the breakup of a liquid fuel in the wake of bluff body was shown to be important in the context of a survivable crash scenario. A pass/fail criterion for flammability testing of antimisting fuels, based on this flame-anchoring phenomenon, was proposed. The role of various ignition sources and their intensity in ignition and post-ignition behavior of antimisting fuels was also investigated.

A DNS study on the stabilization mechanism of a turbulent lifted ethylene jet flame in highly-heated coflow

DOE Office of Scientific and Technical Information (OSTI.GOV)

Yoo, Chun S

2011-01-01

Direct numerical simulation (DNS) of the near-field of a three-dimensional spatially-developing turbulent ethylene jet flame in highly-heated coflow is performed with a reduced mechanism to determine the stabilization mechanism. The DNS was performed at a jet Reynolds number of 10,000 with over 1.29 billion grid points. The results show that auto-ignition in a fuel-lean mixture at the flame base is the main source of stabilization of the lifted jet flame. The Damkoehler number and chemical explosive mode (CEM) analysis also verify that auto-ignition occurs at the flame base. In addition to auto-ignition, Lagrangian tracking of the flame base reveals themore » passage of large-scale flow structures and their correlation with the fluctuations of the flame base similar to a previous study (Yoo et al., J. Fluid Mech. 640 (2009) 453-481) with hydrogen/air jet flames. It is also observed that the present lifted flame base exhibits a cyclic 'saw-tooth' shaped movement marked by rapid movement upstream and slower movement downstream. This is a consequence of the lifted flame being stabilized by a balance between consecutive auto-ignition events in hot fuel-lean mixtures and convection induced by the high-speed jet and coflow velocities. This is confirmed by Lagrangian tracking of key variables including the flame-normal velocity, displacement speed, scalar dissipation rate, and mixture fraction at the stabilization point.« less

A DNS study on the stabilization mechanism of a turbulent lifted ethylene jet flame in highly-heated coflow

DOE Office of Scientific and Technical Information (OSTI.GOV)

Yoo, C. S.; Richardson, E.; Sankaran, R.

2011-01-01

Direct numerical simulation (DNS) of the near-field of a three-dimensional spatially-developing turbulent ethylene jet flame in highly-heated coflow is performed with a reduced mechanism to determine the stabilization mechanism. The DNS was performed at a jet Reynolds number of 10,000 with over 1.29 billion grid points. The results show that auto-ignition in a fuel-lean mixture at the flame base is the main source of stabilization of the lifted jet flame. The Damköhler number and chemical explosive mode (CEM) analysis also verify that auto-ignition occurs at the flame base. In addition to auto-ignition, Lagrangian tracking of the flame base reveals themore » passage of large-scale flow structures and their correlation with the fluctuations of the flame base similar to a previous study (Yoo et al., J. Fluid Mech. 640 (2009) 453–481) with hydrogen/air jet flames. It is also observed that the present lifted flame base exhibits a cyclic ‘saw-tooth’ shaped movement marked by rapid movement upstream and slower movement downstream. This is a consequence of the lifted flame being stabilized by a balance between consecutive auto-ignition events in hot fuel-lean mixtures and convection induced by the high-speed jet and coflow velocities. This is confirmed by Lagrangian tracking of key variables including the flame-normal velocity, displacement speed, scalar dissipation rate, and mixture fraction at the stabilization point.« less

Advanced thermally stable jet fuels. Technical progress report, January 1995--March 1995

DOE Office of Scientific and Technical Information (OSTI.GOV)

Schobert, H.H.; Eser, S.; Song, C.

Quantitative structure-property relationships have been applied to study the thermal stability of pure hydrocarbons typical of jet fuel components. A simple method of chemical structure description in terms of Benson groups was tested in searching for structure-property relationships for the hydrocarbons tested experimentally in this program. Molecular connectivity as a structure-based approach to chemical structure-property relationship analysis was also tested. Further development of both the experimental data base and computational methods will be necessary. Thermal decomposition studies, using glass tube reactors, were extended to two additional model compounds: n-decane and n-dodecane. Efforts on refining the deposit growth measurement and characterizationmore » of suspended matter in stressed fuels have lead to improvements in the analysis of stressed fuels. Catalytic hydrogenation and dehydrogenation studies utilizing a molybdenum sulfide catalyst are also described.« less

SIMULATION OF INTRINSIC BIOREMEDIATION PROCESSES AT WURTSMITH AIR FORCE BASE, MICHIGAN

EPA Science Inventory

In October, 1988, a KC-135 aircraft crashed at Wurtsmith Air Force base (AFB), Oscoda, Michigan during an attempted landing. Approximately 3000 gallons of jet fuel (JP-4) were spilled onto the ground, with a large portion of the fuel entering the subsurface. Previous investigat...

FIELD-PRODUCED JP-8 STANDARD FOR CALIBRATION OF LOWER EXPLOSIVE LIMIT METERS USED BY JET FUEL TANK MAINTENANCE PERSONNEL

EPA Science Inventory

Thousands of military personnel and tens of thousands of civilian workers perform jet fuel tank entry procedures. Before entering the confined space of a jet fuel tank, OSHA regulations (29CFR1910.146) require the internal atmosphere be tested with a calibrated, direct-reading...

75 FR 47536 - Foreign-Trade Zone 202-Los Angeles, CA; Application for Expansion

Federal Register 2010, 2011, 2012, 2013, 2014

2010-08-06

... Angeles: Proposed Site 25 (665.5 acres)--to include the jet fuel storage and distribution system located... would be as follows: the Los Angeles International Airport jet-fuel storage tanks and delivery system... LAXFUEL Corporation and will be used to provide jet fuel to airlines serving the Los Angeles International...

Preliminary assessment of Malaysian micro-algae strains for the production of bio jet fuel

NASA Astrophysics Data System (ADS)

Chen, J. T.; Mustafa, E. M.; Vello, V.; Lim, P.; Nik Sulaiman, N. M.; Majid, N. Abdul; Phang, S.; Tahir, P. Md.; Liew, K.

2016-10-01

Malaysia is the main hub in South-East Asia and has one of the highest air traffic movements in the region. Being rich in biodiversity, Malaysia has long been touted as country rich in biodiversity and therefore, attracts great interests as a place to setup bio-refineries and produce bio-fuels such as biodiesel, bio-petrol, green diesel, and bio-jet fuel Kerosene Jet A-1. Micro-algae is poised to alleviate certain disadvantages seen in first generation and second generation feedstock. In this study, the objective is to seek out potential micro-algae species in Malaysia to determine which are suitable to be used as the feedstock to enable bio-jet fuel production in Malaysia. From 79 samples collected over 30 sites throughout Malaysia, six species were isolated and compared for their biomass productivity and lipid content. Their lipid contents were then used to derived the require amount of micro-algae biomass to yield 1 kg of certifiable jet fuel via the HEFA process, and to meet a scenario where Malaysia implements a 2% alternative (bio-) jet fuel requirement.

Numerical Investigation on Sensitivity of Liquid Jet Breakup to Physical Fuel Properties with Experimental Comparison

NASA Astrophysics Data System (ADS)

Kim, Dokyun; Bravo, Luis; Matusik, Katarzyna; Duke, Daniel; Kastengren, Alan; Swantek, Andy; Powell, Christopher; Ham, Frank

2016-11-01

One of the major concerns in modern direct injection engines is the sensitivity of engine performance to fuel characteristics. Recent works have shown that even slight differences in fuel properties can cause significant changes in efficiency and emission of an engine. Since the combustion process is very sensitive to the fuel/air mixture formation resulting from disintegration of liquid jet, the precise assessment of fuel sensitivity on liquid jet atomization process is required first to study the impact of different fuels on the combustion. In the present study, the breaking process of a liquid jet from a diesel injector injecting into a quiescent gas chamber is investigated numerically and experimentally for different liquid fuels (n-dodecane, iso-octane, CAT A2 and C3). The unsplit geometric Volume-of-Fluid method is employed to capture the phase interface in Large-eddy simulations and results are compared against the radiography measurement from Argonne National Lab including jet penetration, liquid mass distribution and volume fraction. The breakup characteristics will be shown for different fuels as well as droplet PDF statistics to demonstrate the influences of the physical properties on the primary atomization of liquid jet. Supported by HPCMP FRONTIER award, US DOD, Office of the Army.

NASA Alternative Aviation Fuel Research

NASA Astrophysics Data System (ADS)

Anderson, B. E.; Beyersdorf, A. J.; Thornhill, K. L., II; Moore, R.; Shook, M.; Winstead, E.; Ziemba, L. D.; Crumeyrolle, S.

2015-12-01

We present an overview of research conducted by NASA Aeronautics Research Mission Directorate to evaluate the performance and emissions of "drop-in" alternative jet fuels, highlighting experiment design and results from the Alternative Aviation Fuel Experiments (AAFEX-I & -II) and Alternative Fuel-Effects on Contrails and Cruise Emissions flight series (ACCESS-I & II). These projects included almost 100 hours of sampling exhaust emissions from the NASA DC-8 aircraft in both ground and airborne operation and at idle to takeoff thrust settings. Tested fuels included Fischer-Tropsch (FT) synthetic kerosenes manufactured from coal and natural-gas feedstocks; Hydro-treated Esters and Fatty-Acids (HEFA) fuels made from beef-tallow and camelina-plant oil; and 50:50 blends of these alternative fuels with Jet A. Experiments were also conducted with FT and Jet A fuels doped with tetrahydrothiophene to examine the effects of fuel sulfur on volatile aerosol and contrail formation and microphysical properties. Results indicate that although the absence of aromatic compounds in the alternative fuels caused DC-8 fuel-system leaks, the fuels did not compromise engine performance or combustion efficiency. And whereas the alternative fuels produced only slightly different gas-phase emissions, dramatic reductions in non-volatile particulate matter (nvPM) emissions were observed when burning the pure alternative fuels, particularly at low thrust settings where particle number and mass emissions were an order of magnitude lower than measured from standard jet fuel combustion; 50:50 blends of Jet A and alternative fuels typically reduced nvPM emissions by ~50% across all thrust settings. Alternative fuels with the highest hydrogen content produced the greatest nvPM reductions. For Jet A and fuel blends, nvPM emissions were positively correlated with fuel aromatic and naphthalene content. Fuel sulfur content regulated nucleation mode aerosol number and mass concentrations within aging exhaust plumes, but did not clearly impact contrail formation or microphysics.

Optimizing catalysis conditions to decrease aromatic hydrocarbons and increase alkanes for improving jet biofuel quality.

PubMed

Cheng, Jun; Li, Tao; Huang, Rui; Zhou, Junhu; Cen, Kefa

2014-04-01

To produce quality jet biofuel with high amount of alkanes and low amount of aromatic hydrocarbons, two zeolites of HY and HZSM-5 supporting Ni and Mo were used as catalysts to convert soybean oil into jet fuel. Zeolite HY exhibited higher jet range alkane selectivity (40.3%) and lower jet range aromatic hydrocarbon selectivity (23.8%) than zeolite HZSM-5 (13.8% and 58.9%). When reaction temperature increased from 330 to 390°C, yield of jet fuel over Ni-Mo/HY catalyst at 4 MPa hydrogen pressure increased from 0% to 49.1% due to the shift of reaction pathway from oligomerization to cracking reaction. Further increase of reaction temperature from 390 to 410°C resulted in increased yield of jet range aromatic hydrocarbons from 18.7% to 30%, which decreased jet fuel quality. A high yield of jet fuel (48.2%) was obtained at 1 MPa low hydrogen pressure over Ni (8 wt.%)-Mo (12 wt.%)/HY catalyst. Copyright © 2014 Elsevier Ltd. All rights reserved.

Effect of hydroprocessing severity on characteristics of jet fuel from OSCO 2 and Paraho distillates

NASA Technical Reports Server (NTRS)

Prok, G. M.; Flores, F. J.; Seng, G. T.

1981-01-01

Jet A boiling range fuels and broad-property research fuels were produced by hydroprocessing shale oil distillates, and their properties were measured to characterize the fuels. The distillates were the fraction of whole shale oil boiling below 343 C from TOSCO 2 and Paraho syncrudes. The TOSCO 2 was hydroprocessed at medium severity, and the Paraho was hydroprocessed at high, medium, and low severities. Fuels meeting Jet A requirements except for the freezing point were produced from the medium severity TOSCO 2 and the high severity Paraho. Target properties of a broad property research fuel were met by the medium severity TOSCO 2 and the high severity Paraho except for the freezing point and a high hydrogen content. Medium and low severity Paraho jet fuels did not meet thermal stability and freezing point requirements.

40 CFR 80.1460 - What acts are prohibited under the RFS program?

Code of Federal Regulations, 2011 CFR

2011-07-01

... with the RIN in an application other than for use as transportation fuel, jet fuel, or heating oil (as... associated with the RIN in an application other than for use as transportation fuel, jet fuel, or heating oil... PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Renewable Fuel Standard § 80.1460 What acts are...

40 CFR 80.1460 - What acts are prohibited under the RFS program?

Code of Federal Regulations, 2013 CFR

2013-07-01

... application other than for use as transportation fuel, jet fuel, or heating oil (as defined in § 80.1401). (3... in an application other than for use as transportation fuel, jet fuel, or heating oil (as defined in... PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Renewable Fuel Standard § 80.1460 What acts are...

40 CFR 80.1460 - What acts are prohibited under the RFS program?

Code of Federal Regulations, 2010 CFR

2010-07-01

... with the RIN in an application other than for use as transportation fuel, jet fuel, or heating oil (as... associated with the RIN in an application other than for use as transportation fuel, jet fuel, or heating oil... PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Renewable Fuel Standard § 80.1460 What acts are...

40 CFR 80.1460 - What acts are prohibited under the RFS program?

Code of Federal Regulations, 2014 CFR

2014-07-01

... application other than for use as transportation fuel, jet fuel, or heating oil (as defined in § 80.1401). (3... in an application other than for use as transportation fuel, jet fuel, or heating oil (as defined in... PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Renewable Fuel Standard § 80.1460 What acts are...

40 CFR 80.1460 - What acts are prohibited under the RFS program?

Code of Federal Regulations, 2012 CFR

2012-07-01

... application other than for use as transportation fuel, jet fuel, or heating oil (as defined in § 80.1401). (3... in an application other than for use as transportation fuel, jet fuel, or heating oil (as defined in... PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Renewable Fuel Standard § 80.1460 What acts are...

A Hybrid Catalytic Route to Fuels from Biomass Syngas

DOE Office of Scientific and Technical Information (OSTI.GOV)

Harmon, Laurel; Hallen, Richard; Lilga, Michael

LanzaTech partnered with the Pacific Northwest National Laboratory (PNNL), Imperium Aviation Fuels, InEnTec, Orochem Technologies, the University of Delaware, Michigan Technological University, the National Renewable Energy Laboratory, and The Boeing Company, to develop a cost-effective hybrid conversion technology for catalytic upgrading of biomass-derived syngas to sustainable alternative jet fuel (SAJF) meeting the price, quality and environmental requirements of the aviation industry. Alternative “synthetic paraffinic kerosene” (SPK) blendstock produced from syngas via “Fischer-Tropsch” (F-T) or from lipids via “hydroprocessing of esters and fatty acids” (HEFA) are currently being used in commercial jet fuel blends containing at least 50% petroleum-based fuel. Thismore » project developed an alternative route to SAJF from ethanol, a type of “alcohol to jet” (ATJ) SPK. The project objective was to demonstrate a pathway that combines syngas fermentation to ethanol with catalytic upgrading of ethanol to sustainable alternative jet fuel and shows attractive overall system economics to drive down the price of biomass-derived jet fuel. The hybrid pathway was to be demonstrated on three biomass feedstocks: corn stover, woody biomass, and third biomass feedstock, cellulosic residues. The objective also included the co-production of chemicals, exemplified by 2,3-Butanediol (2,3-BDO), which can be converted to key chemical intermediates. The team successfully demonstrated that biomass syngas fermentation followed by catalytic conversion is a viable alternative to the Fischer-Tropsch process and produces a fuel with properties comparable to F-T and HEFA SPKs. Plasma gasification and gas fermentation were successfully integrated and demonstrated in continuous fermentations on waste wood, corn stover, and cellulosic bagasse. Gas fermentation was demonstrated to produce ethanol suitable for catalytic upgrading, isolating the upgrading from variations in biomass feed, syngas composition, and impurities. Ethanol feedstocks from all three types of biomass were demonstrated to be comparable to grain derived ethanol and suitable for the LT-PNNL ATJ process. The LT-PNNL ATJ catalytic upgrading process was demonstrated at lab scale for over 2000 hours of continuous operation on a single catalyst load. LanzaTech scaled up the ATJ process, producing 4000 gallons of jet and 600 gallons of diesel for testing and a future proving flight. The LT-PNNL ATJ process, at lab and pilot scale, using commercial grain-based ethanol and steel mill waste gas-based ethanol (“Lanzanol”), produces high-quality fuel-range distillates containing primarily normal paraffins and isoparaffins. The LT-PNNL ATJ fuel has equivalent properties to previously-approved SPKs such as F-T, HEFA, and ATJ from isobutanol, and conforms with critical properties needed to blend with conventional jet fuel. The project showed that the 2,3-BDO fermentation co-product can be separated economically utilizing Simulated Moving Bed (SMB) technology. 2,3-BDO can be catalytically converted to 1,3-butadiene (BD) in a two-step process with at least 70% yield, producing a chemical intermediate suitable for downstream applications. Technoeconomic and life cycle analyses of the biomass to jet process with and without 2,3-BDO production showed that capital costs are sensitive to the proportion of the 2,3-BDO co-product and biomass feedstock. The co-product 2,3-BDO, converted through to BD, significantly reduces the cash cost of production of the hydrocarbon fuels. Life cycle GHG emissions of ATJ SPK produced from biomass using a steam gasification system are projected to be significantly lower than those of conventional jet fuel. The project demonstrated that a high quality ATJ SPK, can be produced from biomass via a hybrid gas fermentation/catalytic route. Validation of the LT-PNNL ATJ process using a variety of ethanol feedstocks demonstrated the viability of a future model of distributed ATJ production, in which ethanol may be produced at multiple facilities from local feedstocks and shipped to a central facility for conversion. The project demonstrated that co-production of chemicals has the potential to reduce jet cost of production, thereby accelerating commercial production of SAJF from biomass.« less

Coal liquefaction process wherein jet fuel, diesel fuel and/or ASTM No. 2 fuel oil is recovered

DOEpatents

Bauman, Richard F.; Ryan, Daniel F.

1982-01-01

An improved process for the liquefaction of coal and similar solid carbonaceous materials wherein a hydrogen donor solvent or diluent derived from the solid carbonaceous material is used to form a slurry of the solid carbonaceous material and wherein the naphthenic components from the solvent or diluent fraction are separated and used as jet fuel components. The extraction increases the relative concentration of hydroaromatic (hydrogen donor) components and as a result reduces the gas yield during liquefaction and decreases hydrogen consumption during said liquefaction. The hydrogenation severity can be controlled to increase the yield of naphthenic components and hence the yield of jet fuel and in a preferred embodiment jet fuel yield is maximized while at the same time maintaining solvent balance.

Tri-Cities research may help biofuels take flight

DOE Office of Scientific and Technical Information (OSTI.GOV)

Madison, Alison L.

Monthly economic diversity column for the Tri-City Herald. Excerpt: If you stop and think about it, some pretty interesting stuff has roots in the Tri-Cities, but reaches far beyond. Many Tri-Citians have gone on to be professional athletes, entertainers, scientists and engineers, doctors, lawyers, and humanitarians to name just a few. And a lot of groundbreaking discoveries - many born of strategic collaborations resulting from purposeful economic development efforts - have emerged from work at our local national laboratory. Just recently, Pacific Northwest National Laboratory entered into a $2M collaboration with Seattle biofuel producer Imperium Renewables and other partners tomore » develop a new method to make renewable jet fuels. Successful development of the catalytic process, which converts biomass-based alcohols into renewable drop-in jet fuels, could lead to additional renewable jet fuel production facilities being built and operated in the Pacific Northwest.« less

Drag reduction - Jet breakup correlation with kerosene-based additives

NASA Technical Reports Server (NTRS)

Hoyt, J. W.; Altman, R. L.; Taylor, J. J.

1980-01-01

The drag-reduction effectiveness of a number of high-polymer additives dissolved in aircraft fuel has been measured in a turbulent-flow rheometer. These solutions were further subjected to high elongational stress and breakup forces in a jet discharging in air. The jet was photographed using a high-resolution camera with special lighting. The object of the work was to study the possible spray-suppression ability of high-polymer additives to aircraft fuel and to correlate this with the drag-reducing properties of the additives. It was found, in fact, that the rheometer results indicate the most effective spray-suppressing additives. Using as a measure the minimum polymer concentration to give a maximum friction-reducing effect, the order of effectiveness of eight different polymer additives as spray-suppressing agents was predicted. These results may find application in the development of antimisting additives for aircraft fuel which may increase fire safety in case of crash or accident.

The effects of organosulfur compounds upon the storage stability of Jet A fuel. M.S. Thesis. Final Report

NASA Technical Reports Server (NTRS)

Heneman, F. C.

1981-01-01

This study examined the effect of sulfur-containing compounds on the storage stability of Jet A turbine fuel. It was found that alkyl sulfides and disulfides increased the fuel's stability while all thiols and thiophene derivatives tested decreased fuel stability (increased deposit formation) at temperatures and sulfur concentrations selected. Linear Arrhenius plots of sulfur-spiked fuel samples demonstrated that deposit formation decreased with increased slope for all alkyl sulfides, alkyl disulfides, thiols, and thiophene derivatives. A plot of insoluble deposit vs. concentration of added alkyl sulfide produces a negative slope. It appears that the inhibiting mechanism for alkyl sulfides is a result of the compound's reactivity with intermediate soluble precursors to deposit in the fuel. A method of approximating the relative basicity of weak organosulfur bases was developed via measurement of their resonance chemical shifts in proton NMR. Linear plots of log gm. deposit vs. change in chemical shift (shift differences between sulfur bases neat and complexed with I2) were found for alkyl sulfides and alkyl thiols. This suggests the possibility that increased deposit formation is due to base catalysis with these compound classes.

Development of a physiologically based pharmacokinetic model for inhalation of jet fuels in the rat.

PubMed

Martin, Sheppard A; Campbell, Jerry L; Tremblay, Raphael T; Fisher, Jeffrey W

2012-01-01

The pharmacokinetic behavior of the majority of jet fuel constituents has not been previously described in the framework of a physiologically based pharmacokinetic (PBPK) model for inhalation exposure. Toxic effects have been reported in multiple organ systems, though exposure methods varied across studies, utilizing either vaporized or aerosolized fuels. The purpose of this work was to assess the pharmacokinetics of aerosolized and vaporized fuels, and develop a PBPK model capable of describing both types of exposures. To support model development, n-tetradecane and n-octane exposures were conducted at 89 mg/m(3) aerosol+vapor and 1000-5000 ppm vapor, respectively. Exposures to JP-8 and S-8 were conducted at ~900-1000 mg/m(3), and ~200 mg/m(3) to a 50:50 blend of both fuels. Sub-models were developed to assess the behavior of representative constituents and grouped unquantified constituents, termed "lumps", accounting for the remaining fuel mass. The sub-models were combined into the first PBPK model for petroleum and synthetic jet fuels. Inhalation of hydrocarbon vapors was described with simple gas-exchange assumptions for uptake and exhalation. For aerosol droplets systemic uptake occurred in the thoracic region. Visceral tissues were described using perfusion and diffusion-limited equations. The model described kinetics at multiple fuel concentrations, utilizing a chemical "lumping" strategy to estimate parameters for fractions of speciated and unspeciated hydrocarbons and gauge metabolic interactions. The model more accurately simulated aromatic and lower molecular weight (MW) n-alkanes than some higher MW chemicals. Metabolic interactions were more pronounced at high (~2700-1000 mg/m(3)) concentrations. This research represents the most detailed assessment of fuel pharmacokinetics to date.

Aromatic Radicals-Acetylene Particulate Matter Chemistry

DTIC Science & Technology

2011-12-01

in the fuel itself. For example, alkylated aromatic hydrocarbons form major constituents of gasoline, diesel and jet fuels due to their high energy... jet stirred reactor data at stoichiometric conditions the model shows greater consumption of fuel , oxygen and earlier formation of the intermediates...reaction time of 0.1s, which are the typical reaction times for complete conversion of the fuel in a plug flow reactor or the residence time in a jet

76 FR 19903 - Special Conditions: Diamond Aircraft Industry Model DA-40NG; Diesel Cycle Engine

Federal Register 2010, 2011, 2012, 2013, 2014

2011-04-11

... DA-40NG the Austro Engine GmbH model E4 aircraft diesel engine (ADE) using turbine (jet) fuel. This... engine utilizing turbine (jet) fuel. The applicable airworthiness regulations do not contain adequate or...: Installation of the Austro Engine GmbH Model E4 ADE diesel engine utilizing turbine (jet) fuel. Discussion...

Techno-economic and resource analysis of hydroprocessed renewable jet fuel

DOE PAGES

Tao, Ling; Milbrandt, Anelia; Zhang, Yanan; ...

2017-11-09

Biomass-derived jet fuel is an alternative jet fuel (AJF) showing promise of reducing the dependence on fossil fuel and greenhouse gas emissions. Hydroprocessed esters and fatty acids (HEFA) concept is also known as one of the pathways for producing bio jet fuel. HEFA fuel was approved by the American Society for Testing and Materials in 2011, and can be blended up to 50% with conventional jet fuel. Since then, several HEFA economic and life-cycle assessments have been published in literature. However, there have been limited analyses on feedstock availability, composition, and their impact on hydrocarbon yield (particularly jet blendstock yield)more » and overall process economics. Our study examines over 20 oil feedstocks, their geographic distribution and production levels, oil yield, prices, and chemical composition. The results of our compositional analysis, thus, indicate that most oils contain mainly C16 and C18 fatty acids except pennycress, yellow grease, and mustard, which contain higher values and thus would require hydrocracking to improve jet fuel production. Coconut oil has a large content of shorter carbon fatty acids, making it a good feedstock candidate for renewable gasoline instead of jet substitutes' production. Techno-economic analysis (TEA) was performed for five selected oil feedstocks - camelina, pennycress, jatropha, castor bean, and yellow grease - using the HEFA process concept. The resource analysis indicates that oil crops currently grown in the United States (namely soybean) have relatively low oil yield when compared to oil crops grown in other parts of the world, such as palm, coconut, and jatropha. Also, non-terrestrial oil sources, such as animal fats and greases, have relatively lower prices than terrestrial oil crops. The minimum jet fuel selling price for these five resources ranges between $3.8 and $11.0 per gallon. The results of our TEA and resource studies indicate the key cost drivers for a biorefinery converting oil to jet hydrocarbons are as follows: oil price, conversion plant capacity, fatty acid profile, addition of hydrocracker, and type of hydroprocessing catalysts.« less

Techno-economic and resource analysis of hydroprocessed renewable jet fuel

DOE Office of Scientific and Technical Information (OSTI.GOV)

Tao, Ling; Milbrandt, Anelia; Zhang, Yanan

Biomass-derived jet fuel is an alternative jet fuel (AJF) showing promise of reducing the dependence on fossil fuel and greenhouse gas emissions. Hydroprocessed esters and fatty acids (HEFA) concept is also known as one of the pathways for producing bio jet fuel. HEFA fuel was approved by the American Society for Testing and Materials in 2011, and can be blended up to 50% with conventional jet fuel. Since then, several HEFA economic and life-cycle assessments have been published in literature. However, there have been limited analyses on feedstock availability, composition, and their impact on hydrocarbon yield (particularly jet blendstock yield)more » and overall process economics. Our study examines over 20 oil feedstocks, their geographic distribution and production levels, oil yield, prices, and chemical composition. The results of our compositional analysis, thus, indicate that most oils contain mainly C16 and C18 fatty acids except pennycress, yellow grease, and mustard, which contain higher values and thus would require hydrocracking to improve jet fuel production. Coconut oil has a large content of shorter carbon fatty acids, making it a good feedstock candidate for renewable gasoline instead of jet substitutes' production. Techno-economic analysis (TEA) was performed for five selected oil feedstocks - camelina, pennycress, jatropha, castor bean, and yellow grease - using the HEFA process concept. The resource analysis indicates that oil crops currently grown in the United States (namely soybean) have relatively low oil yield when compared to oil crops grown in other parts of the world, such as palm, coconut, and jatropha. Also, non-terrestrial oil sources, such as animal fats and greases, have relatively lower prices than terrestrial oil crops. The minimum jet fuel selling price for these five resources ranges between $3.8 and $11.0 per gallon. The results of our TEA and resource studies indicate the key cost drivers for a biorefinery converting oil to jet hydrocarbons are as follows: oil price, conversion plant capacity, fatty acid profile, addition of hydrocracker, and type of hydroprocessing catalysts.« less

Chemical Processing of Non-Crop Plants for Jet Fuel Blends Production

NASA Technical Reports Server (NTRS)

Kulis, M. J.; Hepp, A. F.; McDowell, M.; Ribita, D.

2009-01-01

The use of Biofuels has been gaining in popularity over the past few years due to their ability to reduce the dependence on fossil fuels. Biofuels as a renewable energy source can be a viable option for sustaining long-term energy needs if they are managed efficiently. We describe our initial efforts to exploit algae, halophytes and other non-crop plants to produce synthetics for fuel blends that can potentially be used as fuels for aviation and non-aerospace applications. Our efforts have been dedicated to crafting efficient extraction and refining processes in order to extract constituents from the plant materials with the ultimate goal of determining the feasibility of producing biomass-based jet fuel from the refined extract. Two extraction methods have been developed based on communition processes, and liquid-solid extraction techniques. Refining procedures such as chlorophyll removal and transesterification of triglycerides have been performed. Gas chromatography in tandem with mass spectroscopy is currently being utilized in order to qualitatively determine the individual components of the refined extract. We also briefly discuss and compare alternative methods to extract fuel-blending agents from alternative biofuels sources.

Further studies of fuels from alternate sources - fire extinguishment experiments with JP-5 jet turbine fuel derived from shale. Final report

DOE Office of Scientific and Technical Information (OSTI.GOV)

Hazlett, R.N.; Affens, W.A.; McLaren, G.W.

1978-05-01

Fire extinguishment experiments with JP-5 jet fuels derived from shale crude oil and also from petroleum (for comparison) were conducted at NRL's Chesapeake Bay facility. The experiments were conducted in a 40-foot diameter circular pool using Aqueous Film Forming Foam (AFFF) as the fire extinguishing agent. The results with both types of fuel were similar, and it was concluded that the techniques and agents for AFFF application, which have been developed for petroleum fuel fires, can also be used for shale derived jet fuel.

Jet fuel toxicity: skin damage measured by 900-MHz MRI skin microscopy and visualization by 3D MR image processing.

PubMed

Sharma, Rakesh; Locke, Bruce R

2010-09-01

The toxicity of jet fuels was measured using noninvasive magnetic resonance microimaging (MRM) at 900-MHz magnetic field. The hypothesis was that MRM can visualize and measure the epidermis exfoliation and hair follicle size of rat skin tissue due to toxic skin irritation after skin exposure to jet fuels. High-resolution 900-MHz MRM was used to measure the change in size of hair follicle, epidermis thickening and dermis in the skin after jet fuel exposure. A number of imaging techniques utilized included magnetization transfer contrast (MTC), spin-lattice relaxation constant (T1-weighting), combination of T2-weighting with magnetic field inhomogeneity (T2*-weighting), magnetization transfer weighting, diffusion tensor weighting and chemical shift weighting. These techniques were used to obtain 2D slices and 3D multislice-multiecho images with high-contrast resolution and high magnetic resonance signal with better skin details. The segmented color-coded feature spaces after image processing of the epidermis and hair follicle structures were used to compare the toxic exposure to tetradecane, dodecane, hexadecane and JP-8 jet fuels. Jet fuel exposure caused skin damage (erythema) at high temperature in addition to chemical intoxication. Erythema scores of the skin were distinct for jet fuels. The multicontrast enhancement at optimized TE and TR parameters generated high MRM signal of different skin structures. The multiple contrast approach made visible details of skin structures by combining specific information achieved from each of the microimaging techniques. At short echo time, MRM images and digitized histological sections confirmed exfoliated epidermis, dermis thickening and hair follicle atrophy after exposure to jet fuels. MRM data showed correlation with the histopathology data for epidermis thickness (R(2)=0.9052, P<.0002) and hair root area (R(2)=0.88, P<.0002). The toxicity of jet fuels on skin structures was in the order of tetradecane>hexadecane>dodecane. The method showed a sensitivity of 87.5% and a specificity of 75%. By MR image processing, different color-coded skin structures were extracted and 3D shapes of the epidermis and hair follicle size were compared. In conclusion, high-resolution MRM measured the change in skin epidermis and hair follicle size due to toxicity of jet fuels. MRM offers a three-dimensional spatial visualization of the change in skin structures as a method of toxicity evaluation and for comparison of jet fuels.

Effects of in utero JP-8 jet fuel exposure on the immune systems of pregnant and newborn mice.

PubMed

Harris, D T; Sakiestewa, D; He, X; Titone, D; Witten, M

2007-10-01

The US Air Force has implemented the widespread use of JP-8 jet fuel in its operations, although a thorough understanding of its potential effects upon exposed personnel is unclear. Previous work has reported that JP-8 exposure is immunosuppressive. In the present study, the effects of in-utero JP-8 jet fuel exposure in mice were examined to ascertain any potential effects of jet fuel exposure on female personnel and their offspring. Exposure by the aerosol route (at 1000 mg/m3 for 1 h/day; similar to exposures incurred by flight line personnel) commencing during the first (d7 to birth) or last (d15 to birth) trimester of pregnancy was analyzed. It was observed that even 6-8 weeks after the last jet fuel exposure that the immune system of the dams (mother of newborn mice) was affected (in accordance with previous reports on normal mice). That is, thymus organ weights and viable cell numbers were decreased, and immune function was depressed. A decrease in viable male offspring was found, notably more pronounced when exposure started during the first trimester of pregnancy. Regardless of when jet fuel exposure started, all newborn mice (at 6-8 weeks after birth) reported significant immunosuppression. That is, newborn pups displayed decreased immune organ weights, decreased viable immune cell numbers and suppressed immune function. When the data were analyzed in relation to the respective mothers of the pups the data were more pronounced. Although all jet fuel-exposed pups were immunosuppressed as compared with control pups, male offspring were more affected by jet fuel exposure than female pups. Furthermore, the immune function of the newborn mice was directly correlated to the immune function of their respective mothers. That is, mothers showing the lowest immune function after JP-8 exposure gave birth to pups displaying the greatest effects of jet fuel exposure on immune function. Mothers who showed the highest levels of immune function after in-utero JP-8 exposure gave birth to pups displaying levels of immune function similar to controls animals that had the lowest levels of immune function. These data indicated that a genetic component might be involved in determining immune responses after jet fuel exposure. Overall, the data showed that in-utero JP-8 jet fuel exposure had long-term detrimental effects on newborn mice, particularly on the viability and immune competence of male offspring.

Experimental test results of a generalized parameter fuel control

NASA Technical Reports Server (NTRS)

Batterton, P. G.; Gold, H.

1973-01-01

Considerable interest has been generated recently in low cost jet propulsion systems. One of the more complicated components of jet engines is the fuel control. Results of an effort to develop a simpler hydromechanical fuel control are presented. This prototype fuel control was installed on a J85-GE-13 jet engine. Results show that the fuel control provided satisfactory engine performance at sea level static conditions over its normal nonafterburning operating range, including startup. Results of both bench and engine tests are presented; the difficulties encountered are described.

Dermal exposure to jet fuel suppresses delayed-type hypersensitivity: a critical role for aromatic hydrocarbons.

PubMed

Ramos, Gerardo; Limon-Flores, Alberto Yairh; Ullrich, Stephen E

2007-12-01

Dermal exposure to military (JP-8) and/or commercial (Jet-A) jet fuel suppresses cell-mediated immune reactions. Immune regulatory cytokines and biological modifiers, including platelet activating factor (PAF), prostaglandin E(2), and interleukin-10, have been implicated in the pathway of events leading to immune suppression. It is estimated that approximately 260 different hydrocarbons are found in jet fuel, and the exact identity of the active immunotoxic agent(s) is unknown. The recent availability of synthetic jet fuel (S-8), which is refined from natural gas, and is devoid of aromatic hydrocarbons, made it feasible to design experiments to address this problem. Here we tested the hypothesis that the aromatic hydrocarbons present in jet fuel are responsible for immune suppression. We report that applying S-8 to the skin of mice does not upregulate the expression of epidermal cyclooxygenase-2 (COX-2) nor does it induce immune suppression. Adding back a cocktail of seven of the most prevalent aromatic hydrocarbons found in jet fuel (benzene, toluene, ethylbenzene, xylene, 1,2,4-trimethlybenzene, cyclohexylbenzene, and dimethylnaphthalene) to S-8 upregulated epidermal COX-2 expression and suppressed a delayed-type hypersensitivity (DTH) reaction. Injecting PAF receptor antagonists, or a selective cycloozygenase-2 inhibitor into mice treated with S-8 supplemented with the aromatic cocktail, blocked suppression of DTH, similar to data previously reported using JP-8. These findings identify the aromatic hydrocarbons found in jet fuel as the agents responsible for suppressing DTH, in part by the upregulation of COX-2, and the production of immune regulatory factors and cytokines.

Hydrogen enrichment for low-emission jet combustion

NASA Technical Reports Server (NTRS)

Clayton, R. M.

1978-01-01

Simultaneous gaseous pollutant emission indexes (g pollutant/kg fuel) for a research combustor with inlet air at 120,900 N/sq m (11.9 atm) pressure and 727 K (849 F) temperature are as low as 1.0 for NOx and CO and 0.5 for unburned HC. Emissions data are presented for hydrogen/jet fuel (JP-5) mixes and for jet fuel only for premixed equivalence ratios from lean blowout to 0.65. Minimized emissions were achieved at an equivalence ratio of 0.38 using 10-12 mass percent hydrogen in the total fuel to depress the lean blowout limit. They were not achievable with jet fuel alone because of the onset of lean blowout at an equivalence ratio too high to reduce the NOx emission sufficiently.

Opposed jet diffusion flames of nitrogen-diluted hydrogen vs air - Axial LDA and CARS surveys; fuel/air rates at extinction

NASA Technical Reports Server (NTRS)

Pellett, G. L.; Northam, G. B.; Wilson, L. G.; Jarrett, Olin, Jr.; Antcliff, R. R.

1989-01-01

An experimental study of H-air counterflow diffusion flames (CFDFs) is reported. Coaxial tubular opposed jet burners were used to form dish-shaped CFDFs centered by opposing laminar jets of H2/N2 and air in an argon bath at 1 atm. Jet velocities for extinction and flame restoration limits are shown versus input H2 concentration. LDA velocity data and CARS temperature and absolute N2, O2 density data give detailed flame structure on the air side of the stagnation point. The results show that air jet velocity is a more fundamental and appropriate measure of H2-air CFDF extinction than input H2 mass flux or fuel jet velocity. It is proposed that the observed constancy of air jet velocity for fuel mixtures containing 80 to 100 percent H2 measure a maximum, kinetically controlled rate at which the CFDF can consume oxygen in air. Fuel velocity mainly measures the input jet momentum required to center an H2/N2 versus air CFDF.

Acute and Short-Term Inhalation Toxicity Study of FT Fuel

DTIC Science & Technology

2011-02-01

Nasopharyngeal duct goblet cell hypertrophy/hyperplasia is evident in both sexes of rats exposed to the two highest doses of jet fuel. 47 Distribution A...findings in lung, nose and liver and, in male rats, kidneys. Inflammatory foci were evident in the lungs of both sexes of rat exposed to the two...highest doses of jet fuel. Olfactory epithelial degeneration was evident in both sexes of rats exposed to the two highest doses of jet fuel. An

Droplet Combustion and Non-Reactive Shear-Coaxial Jets with Transverse Acoustic Excitation

DTIC Science & Technology

2012-06-01

Shear-Coaxial Jets Experimental Facility: Piping and Instrumentation Diagram . . . . . . . . . . . . . . . . . . . . . . 196 B Shear-Coaxial Jets...facility piping and instrumentation diagram. . . . . . . . . 197 A.2 Expanded view of section A in Figure A.1. . . . . . . . . . . . . . . . . . 198 A.3...certified to be used in flexible fuel vehicles (FFVs) with engines specifically designed for this fuel. As for possible aviation fuel replacements

JP-8 and Other Military Fuels

DTIC Science & Technology

2011-12-01

Fermentation Jet Fuel-Like Product sugarcane Alcohol Oligomerization Conventional Refinery ProcessesSugar switchgrass Dehydration Pyrolysis Fermentation...PolymerizationOlefins Lignocellulose corn stover forest waste Jet Fuel-Like ProductBio-CrudePyrolysis Hydroprocessing Unclassified Back Up Slides

Combustor exhaust-emissions and blowout-limits with diesel number 2 and Jet A fuels utilizing air-atomizing and pressure-atomizing nozzles

NASA Technical Reports Server (NTRS)

Ingebo, R. D.; Norgren, C. T.

1975-01-01

The effect of fuel properties on exhaust emissions and blowout limits of a high-pressure combustor segment is evaluated using a splash-groove air-atomizing fuel injector and a pressure-atomizing simplex fuel nozzle to burn both diesel number 2 and Jet A fuels. Exhaust emissions and blowout data are obtained and compared on the basis of the aromatic content and volatility of the two fuels. Exhaust smoke number and emission indices for oxides of nitrogen, carbon monoxide, and unburned hydrocarbons are determined for comparison. As compared to the pressure-atomizing nozzle, the air-atomizing nozzle is found to reduce nitrogen oxides by 20%, smoke number by 30%, carbon monoxide by 70%, and unburned hydrocarbons by 50% when used with diesel number 2 fuel. The higher concentration of aromatics and lower volatility of diesel number 2 fuel as compared to Jet A fuel appears to have the most detrimental effect on exhaust emissions. Smoke number and unburned hydrocarbons are twice as high with diesel number 2 as with Jet A fuel.

Buoyancy Effects in Strongly-Pulsed, Turbulent Diffusion Flames

NASA Technical Reports Server (NTRS)

Hermanson, J. C.; Johari, H.; Ghaem-Maghami, E.; Stocker, D. P.; Hegde, U. G.

2004-01-01

The objective of this experiment is to better understand the combustion behavior of pulsed, turbulent diffusion flames by conducting experiments in microgravity. The fuel jet is fully-modulated (i.e., completely shut off between pulses) by an externally controlled valve system leading to enhanced fuel/air mixing compared to acoustically excited or partially-modulated jets. Experiments are conducted both in laboratories at UW and WPI and in the GRC 2.2s Drop Tower. A single fuel nozzle with diameter d = 2 mm is centered in a combustor 20 20 cm in cross section and 67 cm in height. The gaseous fuel flow (ethylene or a 50/50 ethylene/nitrogen mixture by volume) is fully-modulated by a fast-response solenoid valve with injection times from tau = 4 to tau = 300 ms. The nominal Reynolds number based on the fuel velocity during injection, U(sub jet), is 5,000. A slow oxidizer co-flow properly ventilates the flame and an electrically heated wire loop serves as a continuous ignition source. Diagnostic techniques include video imaging, fine-wire thermocouples and thermopile radiometers, and gas sampling and standard emissions instruments (the last in the laboratory only).

Buoyancy Effects in Strongly-pulsed, Turbulent Diffusion Flames

NASA Technical Reports Server (NTRS)

Hermanson, J. C.; Johari, H.; Ghaem-Maghami, E.; Stocker, D. P.; Hegde, U. G.

2004-01-01

The objective of this experiment is to better understand the combustion behavior of pulsed, turbulent diffusion flames by conducting experiments in microgravity. The fuel jet is fully-modulated (i.e., completely shut off between pulses) by an externally controlled valve system leading to enhanced fuel/air mixing compared to acoustically excited or partially-modulated jets. Experiments are conducted both in laboratories at UW and WPI and in the GRC 2.2s Drop Tower. A single fuel nozzle with diameter d = 2 mm is centered in a combustor 20 x 20 cm in cross section and 67 cm in height. The gaseous fuel flow (ethylene or a 50/50 ethylene/nitrogen mixture by volume) is fully-modulated by a fast-response solenoid valve with injection times from tau = 4 to tau = 300 ms. The nominal Reynolds number based on the fuel velocity during injection, U(sub jet), is 5,000. A slow oxidizer co-flow properly ventilates the flame and an electrically heated wire loop serves as a continuous ignition source. Diagnostic techniques include video imaging, fine-wire thermocouples and thermopile radiometers, and gas sampling and standard emissions instruments (the last in the laboratory only).

Laser Induced Fluorescence Detection of Gums in Jet Fuels

DTIC Science & Technology

1992-05-01

Classification) Laser Induced Fluorescence Detection of GLus in Jet Fuels 12 PERSONAL AUTHOR(S) David W. Naegeli and Ralph H. Hill 13a. TYPE OF REPORT 13b...degraded jet fuel.( ) 47 REFERENCES 1. Fodor, G.E.; Naegeli , D.W.; Kohl, K.B.; Cuellar, J.P., Jr., Interim Report BFLRF No. 199, AD A163590, Belvoir Fuels...and Lubricants Research Facility, Southwest Research Institute, San Antonio, TX, June 1985. 2. Fodor, G.E.; Naegeli , D.W., Proceedings of the 2nd

Hydrodynamic Suppression of Soot Formation in Laminar Coflowing Jet Diffusion Flames. Appendix C

NASA Technical Reports Server (NTRS)

Dai, Z.; Faeth, G. M.; Yuan, Z.-G. (Technical Monitor); Urban, D. L. (Technical Monitor); Yuan, Z.-G. (Technical Monitor)

2000-01-01

Effects of flow (hydrodynamic) properties on limiting conditions for soot-free laminar non-premixed hydrocarbon/air flames (called laminar soot-point conditions) were studied, emphasizing non-buoyant laminar coflowing jet diffusion flames. Effects of air/fuel-stream velocity ratios were of particular interest; therefore, the experiments were carried out at reduced pressures to minimize effects of flow acceleration due to the intrusion of buoyancy. Test conditions included reactant temperatures of 300 K; ambient pressures of 3.7-49 8 kPa; methane-, acetylene-, ethylene-, propane-, and methane-fueled flames burning in coflowing air with fuel-port diameters of 1.7, 3.2, and 6.4 mm, fuel jet Reynolds numbers of 18-121; air coflow velocities of 0-6 m/s; and air/fuel-stream velocity ratios of 0.003-70. Measurements included laminar soot-point flame lengths, laminar soot-point fuel flow rates, and laminar liftoff conditions. The measurements show that laminar soot-point flame lengths and fuel flow rates can be increased, broadening the range of fuel flow rates where the flames remain soot free, by increasing air/fuel-stream velocity ratios. The mechanism of this effect involves the magnitude and direction of flow velocities relative to the flame sheet where increased air/fuel-stream velocity ratios cause progressive reduction of flame residence times in the fuel-rich soot-formation region. The range of soot-free conditions is limited by both liftoff, particularly at low pressures, and the intrusion of effects of buoyancy on effective air/fuel-stream velocity ratios, particularly at high pressures. Effective correlations of laminar soot- and smoke-point flame lengths were also found in terms of a corrected fuel flow rate parameter, based on simplified analysis of laminar jet diffusion flame structure. The results show that laminar smoke-point flame lengths in coflowing air environments are roughly twice as long as soot-free (blue) flames under comparable conditions due to the presence of luminous soot particles under fuel-lean conditions when smoke-point conditions are approached. This is very similar to earlier findings concerning differences between laminar smoke- and sootpoint flame lengths in still environments.

Transverse liquid fuel jet breakup, burning, and ignition

DOE Office of Scientific and Technical Information (OSTI.GOV)

Li, Hsi-shang

1990-01-01

An analytical/numerical study of the breakup, burning, and ignition of liquid fuels injected transversely into a hot air stream is conducted. The non-reacting liquid jet breakup location is determined by the local sonic point criterion first proposed by Schetz, et al. (1980). Two models, one employing analysis of an elliptical jet cross-section and the other employing a two-dimensional blunt body to represent the transverse jet, have been used for sonic point calculations. An auxiliary criterion based on surface tension stability is used as a separate means of determining the breakup location. For the reacting liquid jet problem, a diffusion flamemore » supported by a one-step chemical reaction within the gaseous boundary layer is solved along the ellipse surface in subsonic crossflow. Typical flame structures and concentration profiles have been calculated for various locations along the jet cross-section as a function of upstream Mach numbers. The integrated reaction rate along the jet cross-section is used to predict ignition position, which is found to be situated near the stagnation point. While a multi-step reaction is needed to represent the ignition process more accurately, the present calculation does yield reasonable predictions concerning ignition along a curved surface.« less

Transverse liquid fuel jet breakup, burning, and ignition. M.S. Thesis

NASA Technical Reports Server (NTRS)

Li, Hsi-Shang

1990-01-01

An analytical study of the breakup, burning, and ignition of liquid fuels injected transversely into a hot air stream is conducted. The non-reacting liquid jet breakup location is determined by the local sonic point criterion. Two models, one employing analysis of an elliptical jet cross-section and the other employing a two-dimensional blunt body to represent the transverse jet, were used for sonic point calculations. An auxiliary criterion based on surface tension stability is used as a separate means of determining the breakup location. For the reacting liquid jet problem, a diffusion flame supported by a one-step chemical reaction within the gaseous boundary layer is solved along the ellipse surface in subsonic cross flow. Typical flame structures and concentration profiles were calculated for various locations along the jet cross-section as a function of upstream Mach numbers. The integration reaction rate along the jet cross-section is used to predict ignition position, which is found to be situated near the stagnation point. While a multi-step reaction is needed to represent the ignition process more accurately, the present calculation does yield reasonable predictions concerning ignition along a curved surface.

JP-8+100: The development of high-thermal-stability jet fuel

DOE Office of Scientific and Technical Information (OSTI.GOV)

Heneghan, S.P.; Zabarnick, S.; Ballal, D.R.

1996-09-01

Jet fuel requirements have evolved over the years as a balance of the demands placed by advanced aircraft performance (technological need), fuel cost (economic factors), and fuel availability (strategic factors). In a modern aircraft, the jet fuel not only provides the propulsive energy for flight, but also is the primary coolant for aircraft and engine subsystems. To meet the evolving challenge of improving the cooling potential of jet fuel while maintaining the current availability at a minimal price increase, the US Air Force, industry, and academia have teamed to develop an additive package for JP-8 fuels. This paper describes themore » development of an additive package for JP-8, to produce JP-8+100. This new fuel offers a 55 C increase in the bulk maximum temperature (from 325 F to 425 F) and improves the heat sink capability by 50%. Major advances made during the development JP-8 + 100 fuel include the development of several new quantitative fuel analysis tests, a free radical theory of autooxidation, adaptation of new chemistry models to computational fluid dynamics programs, and a nonparametric statistical analysis to evaluate thermal stability. Hundreds of additives were tested for effectiveness, and a package of additives was then formulated for JP-8 fuel. This package has been tested for fuel system materials compatibility and general fuel applicability. To date, the flight testing ha shown an improvement in thermal stability of JP-8 fuel. This improvement has resulted in a significant reduction in fuel-related maintenance costs and a threefold increase in mean time between fuel-related failures. In this manner, a novel high-thermal-stability jet fuel for the 21st century has been successfully developed.« less

Characteristics of Gaseous Diffusion Flames with High Temperature Combustion Air in Microgravity

NASA Technical Reports Server (NTRS)

Ghaderi, M.; Gupta, A. K.

2003-01-01

The characteristics of gaseous diffusion flames have been obtained using high temperature combustion air under microgravity conditions. The time resolved flame images under free fall microgravity conditions were obtained from the video images obtained. The tests results reported here were conducted using propane as the fuel and about 1000 C combustion air. The burner included a 0.686 mm diameter central fuel jet injected into the surrounding high temperature combustion air. The fuel jet exit Reynolds number was 63. Several measurements were taken at different air preheats and fuel jet exit Reynolds number. The resulting hybrid color flame was found to be blue at the base of the flame followed by a yellow color flame. The length and width of flame during the entire free fall conditions has been examined. Also the relative flame length and width for blue and yellow portion of the flame has been examined under microgravity conditions. The results show that the flame length decreases and width increases with high air preheats in microgravity condition. In microgravity conditions the flame length is larger with normal temperature combustion air than high temperature air.

Effect of nitrogenous bases on the thermal stability of jet fuels

NASA Technical Reports Server (NTRS)

Englin, B. A.; Alekseyeva, M. P.; Gasanova, Z. I.; Isaev, A. V.; Skovorodin, G. B.; Borisova, S. M.

1977-01-01

Fuels from naphthenic petroleums were evaluated, and it was found that they had more N bases than those paraffinic ones (0.00024 and 0.000009% N, respectively). The removal of the N bases improved significantly the thermal stability and reduced the residue formation during oxidation of the fuel. The improvement depended on both content and composition of the bases. Thus, fuels with similar content of N bases (0.00058% N) and thermal stability had oxidation residues of 17.5 and 5.6 and sol. gum of 13 and 1.5 mg/100 ml, before and after removing the N bases, respectively.

A new approach for bio-jet fuel generation from palm oil and limonene in the absence of hydrogen.

PubMed

Zhang, Jingjing; Zhao, Chen

2015-12-18

The traditional methodology includes a carbon-chain shortening strategy to produce bio-jet fuel from lipids via a two-stage process with hydrogen. Here, we propose a new solution using a carbon-chain filling strategy to convert C10 terpene and lipids to jet fuel ranged hydrocarbons with aromatic hydrocarbon ingredients in the absence of hydrogen.

IN-SITU AIR INJECTION, SOIL VACUUM EXTRACTION AND ENHANCED BIODEGRADATION: A CASE STUDY IN A JP-4 JET FUEL CONTAMINATED SITE

EPA Science Inventory

The U.S. Environmental Protection Agency (U.S. EPA) and the U.S. Coast Guard (USCG) conducted a joint demonstration of in situ remediation of a JP-4 jet fuel spill at the USCG Support Center in Elizabeth City, North Carolina. The jet fuel was trapped beneath a clay layer that ext...

Parametric Study of Synthetic-Jet-Based Flow Control on a Vertical Tail Model

NASA Astrophysics Data System (ADS)

Monastero, Marianne; Lindstrom, Annika; Beyar, Michael; Amitay, Michael

2015-11-01

Separation control over the rudder of the vertical tail of a commercial airplane using synthetic-jet-based flow control can lead to a reduction in tail size, with an associated decrease in drag and increase in fuel savings. A parametric, experimental study was undertaken using an array of finite span synthetic jets to investigate the sensitivity of the enhanced vertical tail side force to jet parameters, such as jet spanwise spacing and jet momentum coefficient. A generic wind tunnel model was designed and fabricated to fundamentally study the effects of the jet parameters at varying rudder deflection and model sideslip angles. Wind tunnel results obtained from pressure measurements and tuft flow visualization in the Rensselaer Polytechnic Subsonic Wind Tunnel show a decrease in separation severity and increase in model performance in comparison to the baseline, non-actuated case. The sensitivity to various parameters will be presented.

Near-term feasibility of alternative jet fuels

DOT National Transportation Integrated Search

2009-01-01

This technical report documents the results of a joint study by the Massachusetts Institute of Technology (MIT) and the RAND Corporation on alternative fuels for commercial aviation. The study compared potential alternative jet fuels on the basis of ...

Novel characterization of the aerosol and gas-phase composition of aerosolized jet fuel.

PubMed

Tremblay, Raphael T; Martin, Sheppard A; Fisher, Jeffrey W

2010-04-01

Few robust methods are available to characterize the composition of aerosolized complex hydrocarbon mixtures. The difficulty in separating the droplets from their surrounding vapors and preserving their content is challenging, more so with fuels, which contain hydrocarbons ranging from very low to very high volatility. Presented here is a novel method that uses commercially available absorbent tubes to measure a series of hydrocarbons in the vapor and droplets from aerosolized jet fuels. Aerosol composition and concentrations were calculated from the differential between measured total (aerosol and gas-phase) and measured gas-phase concentrations. Total samples were collected directly, whereas gas-phase only samples were collected behind a glass fiber filter to remove droplets. All samples were collected for 1 min at 400 ml min(-1) and quantified using thermal desorption-gas chromatography-mass spectrometry. This method was validated for the quantification of the vapor and droplet content from 4-h aerosolized jet fuel exposure to JP-8 and S-8 at total concentrations ranging from 200 to 1000 mg/m(3). Paired samples (gas-phase only and total) were collected every approximately 40 min. Calibrations were performed with neat fuel to calculate total concentration and also with a series of authentic standards to calculate specific compound concentrations. Accuracy was good when compared to an online GC-FID (gas chromatography-flame ionization detection) technique. Variability was 15% or less for total concentrations, the sum of all gas-phase compounds, and for most specific compound concentrations in both phases. Although validated for jet fuels, this method can be adapted to other hydrocarbon-based mixtures.

Inhibition of jet fuel aliphatic hydrocarbon induced toxicity in human epidermal keratinocytes.

PubMed

Inman, A O; Monteiro-Riviere, N A; Riviere, J E

2008-05-01

Jet propellant (JP)-8, the primary jet fuel used by the U.S. military, consists of hydrocarbon-rich kerosene base commercial jet fuel (Jet-A) plus additives DC1-4A, Stadis 450 and diethylene glycol monomethyl ether. Human epidermal keratinocytes (HEK) were exposed to JP-8, aliphatic hydrocarbon (HC) fuel S-8 and aliphatic HC pentadecane (penta), tetradecane (tetra), tridecane (tri) and undecane (un) for 5 min. Additional studies were conducted with signal transduction pathway blockers parthenolide (P; 3.0 microm), isohelenin (I; 3.0 microm), SB 203580 (SB; 13.3 microm), substance P (SP; 3.0 microm) and recombinant human IL-10 (rHIL-10; 10 ng ml(-1)). In the absence of inhibitors, JP-8 and to a lesser extent un and S-8, had the greatest toxic effect on cell viability and inflammation suggesting, as least in vitro, that synthetic S-8 fuel is less irritating than the currently used JP-8. Each inhibitor significantly (P < 0.05) decreased HEK viability. DMSO, the vehicle for P, I and SB, had a minimal effect on viability. Overall, IL-8 production was suppressed at least 30% after treatment with each inhibitor. Normalizing data relative to control indicate which inhibitors suppress HC-mediated IL-8 to control levels. P was the most effective inhibitor of IL-8 release; IL-8 was significantly decreased after exposure to un, tri, tetra and penta but significantly increased after JP-8 exposure compared with controls. Inhibitors were not effective in suppressing IL-8 release in JP-8 exposures to control levels. This study shows that inhibiting NF-kappa B, which appears to play a role in cytokine production in HC-exposed HEK in vitro, may reduce the inflammatory effect of HC in vivo. Copyright (c) 2007 John Wiley & Sons, Ltd.

Effect of increased fuel temperature on emissions of oxides of nitrogen from a gas turbine combustor burning ASTM jet-A fuel

NASA Technical Reports Server (NTRS)

Marchionna, N. R.

1974-01-01

An annular gas turbine combustor was tested with heated ASTM Jet-A fuel to determine the effect of increased fuel temperature on the formation of oxides of nitrogen. Fuel temperature ranged from ambient to 700 K. The NOx emission index increased at a rate of 6 percent per 100 K increase in fuel temperature.

Military utility of very large airplanes and alternative fuels

DOE Office of Scientific and Technical Information (OSTI.GOV)

Mikolowsky, W.T.; Noggle, L.W.; Stanley, W.L.

1977-09-01

Synthetic chemical fuels and nuclear fuels were evaluated for use in very large airplanes (VLA's). Candidate fuels included synthetic jet fuel, liquid hydrogen, liquid methane, methanol, ethanol, ammonia, and gasoline. Airplane life-cycle costs and life-cycle energy consumption are estimated, and energy and cost effectiveness are evaluated. It is concluded that a synthetic conventional hydrocarbon jet fuel remains the most attractive for military aircraft. (PMA)

Application of jet-shear-layer mixing and effervescent atomization to the development of a low-NO(x) combustor. Ph.D. Thesis - Purdue Univ.

NASA Technical Reports Server (NTRS)

Colantonio, Renato Olaf

1993-01-01

An investigation was conducted to develop appropriate technologies for a low-NO(x), liquid-fueled combustor. The combustor incorporates an effervescent atomizer used to inject fuel into a premixing duct. Only a fraction of the combustion air is used in the premixing process to avoid autoignition and flashback problems. This fuel-rich mixture is introduced into the remaining combustion air by a rapid jet-shear-layer-mixing process involving radial fuel-air jets impinging on axial air jets in the primary combustion zone. Computational analysis was used to provide a better understanding of the fluid dynamics that occur in jet-shear-layer mixing and to facilitate a parametric analysis appropriate to the design of an optimum low-NO(x) combustor. A number of combustor configurations were studied to assess the key combustor technologies and to validate the modeling code. The results from the experimental testing and computational analysis indicate a low-NO(x) potential for the jet-shear-layer combustor. Key parameters found to affect NO(x) emissions are the primary combustion zone fuel-air ratio, the number of axial and radial jets, the aspect ratio and radial location of the axial air jets, and the radial jet inlet hole diameter. Each of these key parameters exhibits a low-NO(x) point from which an optimized combustor was developed. Using the parametric analysis, NO(x) emissions were reduced by a factor of 3 as compared with the emissions from conventional, liquid-fueled combustors operating at cruise conditions. Further development promises even lower NO(x) with high combustion efficiency.

Classification of jet fuel properties by near-infrared spectroscopy using fuzzy rule-building expert systems and support vector machines.

PubMed

Xu, Zhanfeng; Bunker, Christopher E; Harrington, Peter de B

2010-11-01

Monitoring the changes of jet fuel physical properties is important because fuel used in high-performance aircraft must meet rigorous specifications. Near-infrared (NIR) spectroscopy is a fast method to characterize fuels. Because of the complexity of NIR spectral data, chemometric techniques are used to extract relevant information from spectral data to accurately classify physical properties of complex fuel samples. In this work, discrimination of fuel types and classification of flash point, freezing point, boiling point (10%, v/v), boiling point (50%, v/v), and boiling point (90%, v/v) of jet fuels (JP-5, JP-8, Jet A, and Jet A1) were investigated. Each physical property was divided into three classes, low, medium, and high ranges, using two evaluations with different class boundary definitions. The class boundaries function as the threshold to alarm when the fuel properties change. Optimal partial least squares discriminant analysis (oPLS-DA), fuzzy rule-building expert system (FuRES), and support vector machines (SVM) were used to build the calibration models between the NIR spectra and classes of physical property of jet fuels. OPLS-DA, FuRES, and SVM were compared with respect to prediction accuracy. The validation of the calibration model was conducted by applying bootstrap Latin partition (BLP), which gives a measure of precision. Prediction accuracy of 97 ± 2% of the flash point, 94 ± 2% of freezing point, 99 ± 1% of the boiling point (10%, v/v), 98 ± 2% of the boiling point (50%, v/v), and 96 ± 1% of the boiling point (90%, v/v) were obtained by FuRES in one boundaries definition. Both FuRES and SVM obtained statistically better prediction accuracy over those obtained by oPLS-DA. The results indicate that combined with chemometric classifiers NIR spectroscopy could be a fast method to monitor the changes of jet fuel physical properties.

Ignition and early soot formation in a DI diesel engine using multiple 2-D imaging diagnostics

NASA Astrophysics Data System (ADS)

Dec, John E.; Espey, Christoph

Combined optical imaging diagnostics in the fuel jet of a direct-injection diesel engine to study the ignition and early soot formation processes. A diesel engine of the 'heavy-duty' size class was operated at a representative medium speed (1200 rpm) operating condition. Two fuels were used, a 42.5 cetane number mixture of the diesel reference fuels and a new low-sooting fuel. Combustion and soot formation are almost identical for both fuels. Ignition and early combustion were studied by imaging the natural chemiluminescence using a calibrated intensified video camera. Early soot development was investigated via luminosity imaging and simultaneous planar imaging of laser-induced incandescence (LII) and elastic scattering. The latter provide relative soot concentrations and particle size distributions. Data show that ignition occurs at multiple points across the downstream region of all the fuel jets prior to first apparent heat release well before any soot luminosity occurs. Quantitative vapor-fuel/air mixture images in the leading portion of the jet are also presented and discussed with respect to the early combustion data. The first soot occurs at random locations, and shortly thereafter, small soot particles develop throughout the cross section of the leading portion of the jet. Data indicate that this soot arises from the fuel-rich premixed burn. Then, significantly larger soot particles appear around the periphery of the jet, presumably from the initial diffusion combustion. By the end of the premixed burn, the soot has developed a distribution pattern of a higher concentration toward the front of the jet and a lower concentration upstream, with the larger-sized soot particles being generally confined to the periphery of the jet.

Occupational health and safety assessment of exposure to jet fuel combustion products in air medical transport.

PubMed

MacDonald, Russell D; Thomas, Laura; Rusk, Frederick C; Marques, Shauna D; McGuire, Dan

2010-01-01

Transport medicine personnel are potentially exposed to jet fuel combustion products. Setting-specific data are required to determine whether this poses a risk. This study assessed exposure to jet fuel combustion products, compared various engine ignition scenarios, and determined methods to minimize exposure. The Beechcraft King Air B200 turboprop aircraft equipped with twin turbine engines, using a kerosene-based jet fuel (Jet A-1), was used to measure products of combustion during boarding, engine startup, and flight in three separate engine start scenarios ("shielded": internal engine start, door closed; "exposed": ground power unit start, door open; and "minimized": ground power unit right engine start, door open). Real-time continuous monitoring equipment was used for oxygen, carbon dioxide, carbon monoxide, nitrogen dioxide, hydrogen sulfide, sulfur dioxide, volatile organic compounds, and particulate matter. Integrated methods were used for aldehydes, polycyclic aromatic hydrocarbons, volatile organic compounds, and aliphatic hydrocarbons. Samples were taken in the paramedic breathing zone for approximately 60 minutes, starting just before the paramedics boarded the aircraft. Data were compared against regulated time-weighted exposure thresholds to determine the presence of potentially harmful products of combustion. Polycyclic aromatic hydrocarbons, aldehydes, volatile organic compounds, and aliphatic hydrocarbons were found at very low concentrations or beneath the limits of detection. There were significant differences in exposures to particulates, carbon monoxide, and total volatile organic compound between the "exposed" and "minimized" scenarios. Elevated concentrations of carbon monoxide and total volatile organic compounds were present during the ground power unit-assisted dual-engine start. There were no appreciable exposures during the "minimized" or "shielded" scenarios. Air medical personnel exposures to jet fuel combustion products were generally low and did not exceed established U.S. or Canadian health and safety exposure limits. Avoidance of ground power unit-assisted dual-engine starts and closing the hangar door prior to start minimize or eliminate the occupational exposure.

Ejector device for direct injection fuel jet

DOEpatents

Upatnieks, Ansis [Livermore, CA

2006-05-30

Disclosed is a device for increasing entrainment and mixing in an air/fuel zone of a direct fuel injection system. The device comprises an ejector nozzle in the form of an inverted funnel whose central axis is aligned along the central axis of a fuel injector jet and whose narrow end is placed just above the jet outlet. It is found that effective ejector performance is achieved when the ejector geometry is adjusted such that it comprises a funnel whose interior surface diverges about 7.degree. to about 9.degree. away from the funnel central axis, wherein the funnel inlet diameter is about 2 to about 3 times the diameter of the injected fuel plume as the fuel plume reaches the ejector inlet, and wherein the funnel length equal to about 1 to about 4 times the ejector inlet diameter. Moreover, the ejector is most effectively disposed at a separation distance away from the fuel jet equal to about 1 to about 2 time the ejector inlet diameter.

30 CFR 14.21 - Laboratory-scale flame test apparatus.

Code of Federal Regulations, 2012 CFR

2012-07-01

... other and the flame from each jet impinges upon each other in pairs. The burner fuel must be at least 98... test chamber. (c) A U-shaped gas-fueled impinged jet burner ignition source, measuring 12 inches (30.5 cm) long and 4 inches (10.2 cm) wide, with two parallel rows of 6 jets each. Each jet is spaced...

30 CFR 14.21 - Laboratory-scale flame test apparatus.

Code of Federal Regulations, 2013 CFR

2013-07-01

... other and the flame from each jet impinges upon each other in pairs. The burner fuel must be at least 98... test chamber. (c) A U-shaped gas-fueled impinged jet burner ignition source, measuring 12 inches (30.5 cm) long and 4 inches (10.2 cm) wide, with two parallel rows of 6 jets each. Each jet is spaced...

30 CFR 14.21 - Laboratory-scale flame test apparatus.

Code of Federal Regulations, 2014 CFR

2014-07-01

... other and the flame from each jet impinges upon each other in pairs. The burner fuel must be at least 98... test chamber. (c) A U-shaped gas-fueled impinged jet burner ignition source, measuring 12 inches (30.5 cm) long and 4 inches (10.2 cm) wide, with two parallel rows of 6 jets each. Each jet is spaced...

Well-to-wake analysis of ethanol-to-jet and sugar-to-jet pathways

DOE PAGES

Han, Jeongwoo; Tao, Ling; Wang, Michael

2017-01-24

To reduce the environmental impacts of the aviation sector as air traffic grows steadily, the aviation industry has paid increasing attention to bio-based alternative jet fuels (AJFs), which may provide lower life-cycle petroleum consumption and greenhouse gas (GHG) emissions than petroleum jet fuel. Here, this study presents well-to-wake (WTWa) results for four emerging AJFs: ethanol-to-jet (ETJ) from corn and corn stover, and sugar-to-jet (STJ) from corn stover via both biological and catalytic conversion. For the ETJ pathways, two plant designs were examined: integrated (processing corn or corn stover as feedstock) and distributed (processing ethanol as feedstock). Also, three H 2more » options for STJ via catalytic conversion are investigated: external H 2 from natural gas (NG) steam methane reforming (SMR), in situ H 2, and H 2 from biomass gasification. Results demonstrate that the feedstock is a key factor in the WTWa GHG emissions of ETJ: corn- and corn stover-based ETJ are estimated to produce WTWa GHG emissions that are 16 and 73%, respectively, less than those of petroleum jet. As for the STJ pathways, this study shows that STJ via biological conversion could generate WTWa GHG emissions 59% below those of petroleum jet. STJ via catalytic conversion could reduce the WTWa GHG emissions by 28% with H 2 from NG SMR or 71% with H 2 from biomass gasification than those of petroleum jet. This study also examines the impacts of co-product handling methods, and shows that the WTWa GHG emissions of corn stover-based ETJ, when estimated with a displacement method, are lower by 11 g CO 2e/MJ than those estimated with an energy allocation method. Corn- and corn stover-based ETJ as well as corn stover-based STJ show potentials to reduce WTWa GHG emissions compared to petroleum jet. Particularly, WTWa GHG emissions of STJ via catalytic conversion depend highly on the hydrogen source. On the other hand, ETJ offers unique opportunities to exploit extensive existing corn ethanol plants and infrastructure, and to provide a boost to staggering ethanol demand, which is largely being used as gasoline blendstock.« less

Well-to-wake analysis of ethanol-to-jet and sugar-to-jet pathways

DOE Office of Scientific and Technical Information (OSTI.GOV)

Han, Jeongwoo; Tao, Ling; Wang, Michael

To reduce the environmental impacts of the aviation sector as air traffic grows steadily, the aviation industry has paid increasing attention to bio-based alternative jet fuels (AJFs), which may provide lower life-cycle petroleum consumption and greenhouse gas (GHG) emissions than petroleum jet fuel. Here, this study presents well-to-wake (WTWa) results for four emerging AJFs: ethanol-to-jet (ETJ) from corn and corn stover, and sugar-to-jet (STJ) from corn stover via both biological and catalytic conversion. For the ETJ pathways, two plant designs were examined: integrated (processing corn or corn stover as feedstock) and distributed (processing ethanol as feedstock). Also, three H 2more » options for STJ via catalytic conversion are investigated: external H 2 from natural gas (NG) steam methane reforming (SMR), in situ H 2, and H 2 from biomass gasification. Results demonstrate that the feedstock is a key factor in the WTWa GHG emissions of ETJ: corn- and corn stover-based ETJ are estimated to produce WTWa GHG emissions that are 16 and 73%, respectively, less than those of petroleum jet. As for the STJ pathways, this study shows that STJ via biological conversion could generate WTWa GHG emissions 59% below those of petroleum jet. STJ via catalytic conversion could reduce the WTWa GHG emissions by 28% with H 2 from NG SMR or 71% with H 2 from biomass gasification than those of petroleum jet. This study also examines the impacts of co-product handling methods, and shows that the WTWa GHG emissions of corn stover-based ETJ, when estimated with a displacement method, are lower by 11 g CO 2e/MJ than those estimated with an energy allocation method. Corn- and corn stover-based ETJ as well as corn stover-based STJ show potentials to reduce WTWa GHG emissions compared to petroleum jet. Particularly, WTWa GHG emissions of STJ via catalytic conversion depend highly on the hydrogen source. On the other hand, ETJ offers unique opportunities to exploit extensive existing corn ethanol plants and infrastructure, and to provide a boost to staggering ethanol demand, which is largely being used as gasoline blendstock.« less

Well-to-wake analysis of ethanol-to-jet and sugar-to-jet pathways.

PubMed

Han, Jeongwoo; Tao, Ling; Wang, Michael

2017-01-01

To reduce the environmental impacts of the aviation sector as air traffic grows steadily, the aviation industry has paid increasing attention to bio-based alternative jet fuels (AJFs), which may provide lower life-cycle petroleum consumption and greenhouse gas (GHG) emissions than petroleum jet fuel. This study presents well-to-wake (WTWa) results for four emerging AJFs: ethanol-to-jet (ETJ) from corn and corn stover, and sugar-to-jet (STJ) from corn stover via both biological and catalytic conversion. For the ETJ pathways, two plant designs were examined: integrated (processing corn or corn stover as feedstock) and distributed (processing ethanol as feedstock). Also, three H 2 options for STJ via catalytic conversion are investigated: external H 2 from natural gas (NG) steam methane reforming (SMR), in situ H 2 , and H 2 from biomass gasification. Results demonstrate that the feedstock is a key factor in the WTWa GHG emissions of ETJ: corn- and corn stover-based ETJ are estimated to produce WTWa GHG emissions that are 16 and 73%, respectively, less than those of petroleum jet. As for the STJ pathways, this study shows that STJ via biological conversion could generate WTWa GHG emissions 59% below those of petroleum jet. STJ via catalytic conversion could reduce the WTWa GHG emissions by 28% with H 2 from NG SMR or 71% with H 2 from biomass gasification than those of petroleum jet. This study also examines the impacts of co-product handling methods, and shows that the WTWa GHG emissions of corn stover-based ETJ, when estimated with a displacement method, are lower by 11 g CO 2 e/MJ than those estimated with an energy allocation method. Corn- and corn stover-based ETJ as well as corn stover-based STJ show potentials to reduce WTWa GHG emissions compared to petroleum jet. Particularly, WTWa GHG emissions of STJ via catalytic conversion depend highly on the hydrogen source. On the other hand, ETJ offers unique opportunities to exploit extensive existing corn ethanol plants and infrastructure, and to provide a boost to staggering ethanol demand, which is largely being used as gasoline blendstock.

Chemistry and Transport Properties for Jet Fuel Combustion

DTIC Science & Technology

2013-04-01

AFRL-OSR-VA-TR-2013-0168 Chemistry and Transport Properties for Jet Fuel Combustion Angela Violi University of Michigan...5a. CONTRACT NUMBER (U) Chemistry and Transport Properties for Jet Fuel Combustion 5b. GRANT NUMBER FA9550-09-1-0021 5c...combustors.   Although,  chemical  kinetic  mechanisms  of  hydrocarbons  have  been  widely  studied,  molecular   transport

The Metabolism of Tetralin in Fischer 344 Rats

DTIC Science & Technology

1986-04-01

evaluated petroleum and shale-derived JP-5, a jet fuel composed of aliphatic and aromatic hydrocarbons with the majority of the straight-chain...much like gasoline. JP-8 is a mixture of hydrocarbons of intermediate boiling point and volatility and is similar to the civilian jet fuel , A-1. DFM...toxicity of conventional versus shale-derived JP-5 jet fuel : Light microscopy, hematologic, and serum chemistry studies. Toxicol Appl Pharmacol, 57

Performance of Aqueous Film Forming Foam (AFFF) on Large-Scale Hydroprocessed Renewable Jet (HRJ) Fuel Fires

DTIC Science & Technology

2011-12-01

aqueous film forming foam ( AFFF ) firefighting agents and equipment are capable of...AFRL-RX-TY-TR-2012-0012 PERFORMANCE OF AQUEOUS FILM FORMING FOAM ( AFFF ) ON LARGE-SCALE HYDROPROCESSED RENEWABLE JET (HRJ) FUEL FIRES...Performance of Aqueous Film Forming Foam ( AFFF ) on Large-Scale Hydroprocessed Renewable Jet (HRJ) Fuel Fires FA4819-09-C-0030 0602102F 4915 D0

Study on effect of mixing mechanism by the transverse gaseous injection flow in scramjet engine with variable parameters

NASA Astrophysics Data System (ADS)

Yadav, Siddhita; Pandey, K. M.

2018-04-01

In scramjet engine the mixing mechanism of fuel and atmospheric air is very complicated, because the fuel have time in milliseconds for mixing with atmospheric air in combustion chamber having supersonic speed. Mixing efficiency of fuel and atmospheric air depends on mainly these parameters: Aspect ratio of injector, vibration amplitude, shock type, number of injector, jet to transverse flow momentum flux ratio, injector geometry, injection angle, molecular weight, incoming air stream angle, jet to transverse flow pressure ratio, spacing variation, mass flow rate of fuel etc. here is a very brief study of these parameters from previously done research on these parameters for the improvement of mixing efficiency. The mixing process have the significant role for the working of engine, and mixing between the atmospheric air and the jet fuel is significant factor for improving the overall thrust of the engine. The results obtained by study of papers are obtained by the 3D-Reynolds Average-Nervier-Stokes(RANS) equations along with the 2-equation k-ω shear-stress-transport (SST) turbulence model. Engine having multi air jets have 60% more mixing efficiency than single air jet, thus if the jets are increased, the mixing efficiency of engine can also be increased up to 150% by changing jet from 1 to 16. When using delta shape of injector the mixing efficiency is inversely proportional to the pressure ratio. When the fuel is injected inside the combustor from the top and bottom walls of the engine efficiency of mixing in reacting zone is higher than the single wall injection and in comparison to parallel flow, the transverse type flow is better as the atmospheric air jet can penetrate smoothly in the fuel jets and mixes well in less time. Hence this study of parameters and their effects on mixing can enhance the efficiency of mixing in engine.

Inhalation of Hydrocarbon Jet Fuel Suppress Central Auditory Nervous System Function.

PubMed

Guthrie, O'neil W; Wong, Brian A; McInturf, Shawn M; Reboulet, James E; Ortiz, Pedro A; Mattie, David R

2015-01-01

More than 800 million L/d of hydrocarbon fuels is used to power cars, boats, and jet airplanes. The weekly consumption of these fuels necessarily puts the public at risk for repeated inhalation exposure. Recent studies showed that exposure to hydrocarbon jet fuel produces lethality in presynaptic sensory cells, leading to hearing loss, especially in the presence of noise. However, the effects of hydrocarbon jet fuel on the central auditory nervous system (CANS) have not received much attention. It is important to investigate the effects of hydrocarbons on the CANS in order to complete current knowledge regarding the ototoxic profile of such exposures. The objective of the current study was to determine whether inhalation exposure to hydrocarbon jet fuel might affect the functions of the CANS. Male Fischer 344 rats were randomly divided into four groups (control, noise, fuel, and fuel + noise). The structural and functional integrity of presynaptic sensory cells was determined in each group. Neurotransmission in both peripheral and central auditory pathways was simultaneously evaluated in order to identify and differentiate between peripheral and central dysfunctions. There were no detectable effects on pre- and postsynaptic peripheral functions. However, the responsiveness of the brain was significantly depressed and neural transmission time was markedly delayed. The development of CANS dysfunctions in the general public and the military due to cumulative exposure to hydrocarbon fuels may represent a significant but currently unrecognized public health issue.

5. Credit BG. View looking northeast at southwest facade of ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. Credit BG. View looking northeast at southwest facade of Building 4505 as seen from top of Building 4500 (Control Tower). A warehouse wing adjoins southeast side of hangar at right. In far right background is Building 4511, Jet Fuel Depot for grade JP-5 fuel. - Edwards Air Force Base, North Base, Hangar, End of North Base Road, Boron, Kern County, CA

Flight and Preflight Tests of a Ram Jet Burning Magnesium Slurry Fuel and Utilizing a Solid-propellant Gas Generator for Fuel Expulsion

NASA Technical Reports Server (NTRS)

Bartlett, Walter, A , jr; Hagginbotham, William K , Jr

1955-01-01

Data obtained from the first flight test of a ram jet utilizing a magnesium slurry fuel are presented. The ram jet accelerated from a Mach number of 1.75 to a Mach number of 3.48 in 15.5 seconds. During this period a maximum values of air specific impulse and gross thrust coefficient were calculated to be 151 seconds and 0.658, respectively. The rocket gas generator used as a fuel-pumping system operated successfully.

Parametric performance of a turbojet engine combustor using jet A and A diesel fuel

NASA Technical Reports Server (NTRS)

Butze, H. F.; Humenik, F. M.

1979-01-01

The performance of a single-can JT8D combustor was evaluated with Jet A and a high-aromatic diesel fuel over a parametric range of combustor-inlet conditions. Performance parameters investigated were combustion efficiency, emissions of CO, unburned hydrocarbons, and NOx, as well as liner temperatures and smoke. At all conditions the use of diesel fuel instead of Jet A resulted in increases in smoke numbers and liner temperatures; gaseous emissions, on the other hand, did not differ significantly between the two fuels.

Algae-Based Jet Fuel: The Renewable Alternative to the Air Force’s Focus On Coal-To-Liquid Synthetic Fuel

DTIC Science & Technology

2009-10-19

20 Analysis of Results ........................................................................................................... 25...Process in a Conceptual Fischer-Tropsch Plant ......................... 8 Figure 2. Algae cultivation methods: PBR and open racetrack ponds (left to...proceeds to the results of the evaluation and the analysis of results. The argument focuses on each alternative fuel and how well it meets the

Issues for Storing Plant-Based Alternative Fuels in Marine Environments

DTIC Science & Technology

2014-05-09

of aerobic metabolites that exacerbated subsequent corrosion processes. 15. SUBJECT TERMS biodiesel , alternative fuel, seawater, corrosion, carbon...2013 Accepted 17 December 2013 Available online 24 December 2013 Keywords: Biodiesel Alternative fuel Seawater Corrosion Carbon steel...these experiments including soy- derived fatty acid methyl ester biodiesel (B100), U.S. military specified petroleum diesel (F-76) and petroleum jet

Liquid phase products and solid deposit formation from thermally stressed model jet fuels

NASA Technical Reports Server (NTRS)

Kim, W. S.; Bittker, D. A.

1984-01-01

The relationship between solid deposit formation and liquid degradation product concentration was studied for the high temperature (400 C) stressing of three hydrocarbon model fuels. A Jet Fuel Thermal Oxidation Tester was used to simulate actual engine fuel system conditions. The effects of fuel type, dissolved oxygen concentration, and hot surface contact time (reaction time) were studied. Effects of reaction time and removal of dissolved oxygen on deposit formation were found to be different for n-dodecane and for 2-ethylnaphthalene. When ten percent tetralin is added to n-dodecane to give a simpler model of an actual jet fuel, the tetralin inhibits both the deposit formation and the degradation of n-dodecane. For 2-ethylnaphthalene primary product analyses indicate a possible self-inhibition at long reaction times of the secondary reactions which form the deposit precursors. The mechanism of the primary breakdown of these fuels is suggested and the primary products which participate in these precursor-forming reactions are identified. Some implications of the results to the thermal degradation of real jet fuels are given.

An Analysis of Fuel Cell Options for an All-electric Unmanned Aerial Vehicle

NASA Technical Reports Server (NTRS)

Kohout, Lisa L.; Schmitz, Paul C.

2007-01-01

A study was conducted to assess the performance characteristics of both PEM and SOFC-based fuel cell systems for an all-electric high altitude, long endurance Unmanned Aerial Vehicle (UAV). Primary and hybrid systems were considered. Fuel options include methane, hydrogen, and jet fuel. Excel-based models were used to calculate component mass as a function of power level and mission duration. Total system mass and stored volume as a function of mission duration for an aircraft operating at 65 kft altitude were determined and compared.

Design of "model-friendly" turbulent non-premixed jet burners for C2+ hydrocarbon fuels

NASA Astrophysics Data System (ADS)

Zhang, Jiayao; Shaddix, Christopher R.; Schefer, Robert W.

2011-07-01

Experimental measurements in laboratory-scale turbulent burners with well-controlled boundary and flow configurations can provide valuable data for validating models of turbulence-chemistry interactions applicable to the design and analysis of practical combustors. This paper reports on the design of two canonical nonpremixed turbulent jet burners for use with undiluted gaseous and liquid hydrocarbon fuels, respectively. Previous burners of this type have only been developed for fuels composed of H2, CO, and/or methane, often with substantial dilution. While both new burners are composed of concentric tubes with annular pilot flames, the liquid-fuel burner has an additional fuel vaporization step and an electrically heated fuel vapor delivery system. The performance of these burners is demonstrated by interrogating four ethylene flames and one flame fueled by a simple JP-8 surrogate. Through visual observation, it is found that the visible flame lengths show good agreement with standard empirical correlations. Rayleigh line imaging demonstrates that the pilot flame provides a spatially homogeneous flow of hot products along the edge of the fuel jet. Planar imaging of OH laser-induced fluorescence reveals a lack of local flame extinction in the high-strain near-burner region for fuel jet Reynolds numbers (Re) less than 20 000, and increasingly common extinction events for higher jet velocities. Planar imaging of soot laser-induced incandescence shows that the soot layers in these flames are relatively thin and are entrained into vortical flow structures in fuel-rich regions inside of the flame sheet.

Interior flow and near-nozzle spray development in a marine-engine diesel fuel injector

NASA Astrophysics Data System (ADS)

Hult, J.; Simmank, P.; Matlok, S.; Mayer, S.; Falgout, Z.; Linne, M.

2016-04-01

A consolidated effort at optically characterising flow patterns, in-nozzle cavitation, and near-nozzle jet structure of a marine diesel fuel injector is presented. A combination of several optical techniques was employed to fully transparent injector models, compound metal-glass and full metal injectors. They were all based on a common real-scale dual nozzle hole geometry for a marine two-stroke diesel engine. In a stationary flow rig, flow velocities in the sac-volume and nozzle holes were measured using PIV, and in-nozzle cavitation visualized using high-resolution shadowgraphs. The effect of varying cavitation number was studied and results compared to CFD predictions. In-nozzle cavitation and near-nozzle jet structure during transient operation were visualized simultaneously, using high-speed imaging in an atmospheric pressure spray rig. Near-nozzle spray formation was investigated using ballistic imaging. Finally, the injector geometry was tested on a full-scale marine diesel engine, where the dynamics of near-nozzle jet development was visualized using high-speed shadowgraphy. The range of studies focused on a single common geometry allows a comprehensive survey of phenomena ranging from first inception of cavitation under well-controlled flow conditions to fuel jet structure at real engine conditions.

The impact of fuels on aircraft technology through the year 2000

NASA Technical Reports Server (NTRS)

Grobman, J.; Reck, G. M.

1980-01-01

The impact that the supply, quality, and processing costs of future fuels may have on aircraft technology is assessed. The potential range of properties for future jet fuels is discussed along with the establishment of a data base of fuel property effects on propulsion system components. Also, the evolution and evaluation of advanced component technology that would permit the use of broader property fuels and the identification of technical and economic trade-offs within the overall fuel production-air transportation system associated with variations in fuel properties are examined.

Bilateral Vestibular Dysfunction Associated With Chronic Exposure to Military Jet Propellant Type-Eight Jet Fuel

PubMed Central

Fife, Terry D.; Robb, Michael J. A.; Steenerson, Kristen K.; Saha, Kamala C.

2018-01-01

We describe three patients diagnosed with bilateral vestibular dysfunction associated with the jet propellant type-eight (JP-8) fuel exposure. Chronic exposure to aromatic and aliphatic hydrocarbons, which are the main constituents of JP-8 military aircraft jet fuel, occurred over 3–5 years’ duration while working on or near the flight line. Exposure to toxic hydrocarbons was substantiated by the presence of JP-8 metabolite n-hexane in the blood of one of the cases. The presenting symptoms were dizziness, headache, fatigue, and imbalance. Rotational chair testing confirmed bilateral vestibular dysfunction in all the three patients. Vestibular function improved over time once the exposure was removed. Bilateral vestibular dysfunction has been associated with hydrocarbon exposure in humans, but only recently has emphasis been placed specifically on the detrimental effects of JP-8 jet fuel and its numerous hydrocarbon constituents. Data are limited on the mechanism of JP-8-induced vestibular dysfunction or ototoxicity. Early recognition of JP-8 toxicity risk, cessation of exposure, and customized vestibular therapy offer the best chance for improved balance. Bilateral vestibular impairment is under-recognized in those chronically exposed to all forms of jet fuel. PMID:29867750

Bilateral Vestibular Dysfunction Associated With Chronic Exposure to Military Jet Propellant Type-Eight Jet Fuel.

PubMed

Fife, Terry D; Robb, Michael J A; Steenerson, Kristen K; Saha, Kamala C

2018-01-01

We describe three patients diagnosed with bilateral vestibular dysfunction associated with the jet propellant type-eight (JP-8) fuel exposure. Chronic exposure to aromatic and aliphatic hydrocarbons, which are the main constituents of JP-8 military aircraft jet fuel, occurred over 3-5 years' duration while working on or near the flight line. Exposure to toxic hydrocarbons was substantiated by the presence of JP-8 metabolite n -hexane in the blood of one of the cases. The presenting symptoms were dizziness, headache, fatigue, and imbalance. Rotational chair testing confirmed bilateral vestibular dysfunction in all the three patients. Vestibular function improved over time once the exposure was removed. Bilateral vestibular dysfunction has been associated with hydrocarbon exposure in humans, but only recently has emphasis been placed specifically on the detrimental effects of JP-8 jet fuel and its numerous hydrocarbon constituents. Data are limited on the mechanism of JP-8-induced vestibular dysfunction or ototoxicity. Early recognition of JP-8 toxicity risk, cessation of exposure, and customized vestibular therapy offer the best chance for improved balance. Bilateral vestibular impairment is under-recognized in those chronically exposed to all forms of jet fuel.

Molecular Beam Studies of Volatile Liquids and Fuel Surrogates Using Liquid MICR

DTIC Science & Technology

2014-12-23

Detailed discussions of the microjet technique are carried out in the following publications. Nozzle Liquid Jet Chopper Wheel Cold Collector Cold...process is shown in the picture below; heating and evaporation occur within 1 ms of fuel leaving the fuel injector . This atomization proves is often...liquid jet. This analysis leads to criteria for selecting the temperature and nozzle radius for producing stable jets in vacuum. Figure 4 depicts the

A dermatotoxicokinetic model of human exposures to jet fuel.

PubMed

Kim, David; Andersen, Melvin E; Nylander-French, Leena A

2006-09-01

Workers, both in the military and the commercial airline industry, are exposed to jet fuel by inhalation and dermal contact. We present a dermatotoxicokinetic (DTK) model that quantifies the absorption, distribution, and elimination of aromatic and aliphatic components of jet fuel following dermal exposures in humans. Kinetic data were obtained from 10 healthy volunteers following a single dose of JP-8 to the forearm over a surface area of 20 cm2. Blood samples were taken before exposure (t = 0 h), after exposure (t = 0.5 h), and every 0.5 h for up to 3.5 h postexposure. The DTK model that best fit the data included five compartments: (1) surface, (2) stratum corneum (SC), (3) viable epidermis, (4) blood, and (5) storage. The DTK model was used to predict blood concentrations of the components of JP-8 based on dermal-exposure measurements made in occupational-exposure settings in order to better understand the toxicokinetic behavior of these compounds. Monte Carlo simulations of dermal exposure and cumulative internal dose demonstrated no overlap among the low-, medium-, and high-exposure groups. The DTK model provides a quantitative understanding of the relationship between the mass of JP-8 components in the SC and the concentrations of each component in the systemic circulation. The model may be used for the development of a toxicokinetic modeling strategy for multiroute exposure to jet fuel.

Energy environment study

NASA Technical Reports Server (NTRS)

Strangways, R.

1981-01-01

The international demand for and supply of oil between the years 1980 and 2000 is assessed and future world oil prices and their implications for the price of jet fuel are estimated. Three critical questions are investigated: (1) how long will the world supply of oil continue to keep pace with its demand under likely trends in its use and discovery; (2) at what price will demand and supply clear the world oil market; (3) what does the analysis imply about the price of jet fuel. Projection of oil price is based upon supply and demand, which is consistent with microeconomic analysis.

Polycyclic aromatic hydrocarbon emissions from the combustion of alternative fuels in a gas turbine engine.

PubMed

Christie, Simon; Raper, David; Lee, David S; Williams, Paul I; Rye, Lucas; Blakey, Simon; Wilson, Chris W; Lobo, Prem; Hagen, Donald; Whitefield, Philip D

2012-06-05

We report on the particulate-bound polycyclic aromatic hydrocarbons (PAH) in the exhaust of a test-bed gas turbine engine when powered by Jet A-1 aviation fuel and a number of alternative fuels: Sasol fully synthetic jet fuel (FSJF), Shell gas-to-liquid (GTL) kerosene, and Jet A-1/GTL 50:50 blended kerosene. The concentration of PAH compounds in the exhaust emissions vary greatly between fuels. Combustion of FSJF produces the greatest total concentration of PAH compounds while combustion of GTL produces the least. However, when PAHs in the exhaust sample are measured in terms of the regulatory marker compound benzo[a]pyrene, then all of the alternative fuels emit a lower concentration of PAH in comparison to Jet A-1. Emissions from the combustion of Jet A-1/GTL blended kerosene were found to have a disproportionately low concentration of PAHs and appear to inherit a greater proportion of the GTL emission characteristics than would be expected from volume fraction alone. The data imply the presence of a nonlinear relation between fuel blend composition and the emission of PAH compounds. For each of the fuels, the speciation of PAH compounds present in the exhaust emissions were found to be remarkably similar (R(2) = 0.94-0.62), and the results do provide evidence to support the premise that PAH speciation is to some extent indicative of the emission source. In contrast, no correlation was found between the PAH species present in the fuel with those subsequently emitted in the exhaust. The results strongly suggests that local air quality measured in terms of the particulate-bound PAH burden could be significantly improved by the use of GTL kerosene either blended with or in place of Jet A-1 kerosene.

Spray Characterization of Gas-to-Liquid Synthetic Jet Fuels

NASA Astrophysics Data System (ADS)

Kannaiyan, Kumaran; Sadr, Reza; GTL jet fuel Consortium Team

2012-11-01

Gas-to-Liquid (GTL) Synthetic Paraffinic Kerosene (SPK) fuel obtained from Fischer-Tropsch synthesis has grabbed the global attention due to its cleaner combustion characteristics. GTL fuels are expected to meet the vital qualities such as atomization, combustion and emission characteristics of conventional jet fuels. It is imperative to understand fuel atomization in order to gain insights on the combustion and emission aspects of an alternative fuel. In this work spray characteristics of GTL-SPK, which could be used as a drop-in fuel in aircraft gas turbine engines, is studied. This work outlines the spray experimental facility, the methodology used and the results obtained using two SPK's with different chemical compositions. The spray characteristics, such as droplet size and distribution, are presented at three differential pressures across a simplex nozzle and compared with that of the conventional Jet A-1 fuel. Experimental results clearly show that although the chemical composition is significantly different between SPK's, the spray characteristics are not very different. This could be attributed to the minimal difference in fluid properties between the SPK's. Also, the spray characteristics of SPK's show close resemblance to the spray characteristics of Jet A-1 fuel.

Measurement of the Diffusion Coefficient of Water in RP-3 and RP-5 Jet Fuels Using Digital Holography Interferometry

NASA Astrophysics Data System (ADS)

Li, Chaoyue; Feng, Shiyu; Shao, Lei; Pan, Jun; Liu, Weihua

2018-04-01

The diffusion coefficient of water in jet fuel was measured employing double-exposure digital holographic interferometry to clarify the diffusion process and make the aircraft fuel system safe. The experimental method and apparatus are introduced in detail, and the digital image processing program is coded in MATLAB according to the theory of the Fourier transform. At temperatures ranging from 278.15 K to 333.15 K in intervals of 5 K, the diffusion coefficient of water in RP-3 and RP-5 jet fuels ranges from 2.6967 × 10 -10 m2·s-1 to 8.7332 × 10 -10 m2·s-1 and from 2.3517 × 10 -10 m2·s-1 to 8.0099 × 10-10 m2·s-1, respectively. The relationship between the measured diffusion coefficient and temperature can be well fitted by the Arrhenius law. The diffusion coefficient of water in RP-3 jet fuel is higher than that of water in RP-5 jet fuel at the same temperature. Furthermore, the viscosities of the two jet fuels were measured and found to be expressible in the form of the Arrhenius equation. The relationship among the diffusion coefficient, viscosity and temperature is analyzed according to the classic prediction model, namely the Stokes-Einstein correlation, and this correlation is further revised via experimental data to obtain a more accurate predication result.

Method of producing thermally sprayed metallic coating

DOEpatents

Byrnes, Larry Edward [Rochester Hills, MI; Kramer, Martin Stephen [Clarkston, MI; Neiser, Richard A [Albuquerque, NM

2003-08-26

The cylinder walls of light metal engine blocks are thermally spray coated with a ferrous-based coating using an HVOF device. A ferrous-based wire is fed to the HVOF device to locate a tip end of the wire in a high temperature zone of the device. Jet flows of oxygen and gaseous fuel are fed to the high temperature zone and are combusted to generate heat to melt the tip end. The oxygen is oversupplied in relation to the gaseous fuel. The excess oxygen reacts with and burns a fraction of the ferrous-based feed wire in an exothermic reaction to generate substantial supplemental heat to the HVOF device. The molten/combusted metal is sprayed by the device onto the walls of the cylinder by the jet flow of gases.

Experimental Study of Turbine Fuel Thermal Stability in an Aircraft Fuel System Simulator

NASA Technical Reports Server (NTRS)

Vranos, A.; Marteney, P. J.

1980-01-01

The thermal stability of aircraft gas turbines fuels was investigated. The objectives were: (1) to design and build an aircraft fuel system simulator; (2) to establish criteria for quantitative assessment of fuel thermal degradation; and (3) to measure the thermal degradation of Jet A and an alternative fuel. Accordingly, an aircraft fuel system simulator was built and the coking tendencies of Jet A and a model alternative fuel (No. 2 heating oil) were measured over a range of temperatures, pressures, flows, and fuel inlet conditions.

Modeling evaporation of Jet A, JP-7 and RP-1 drops at 1 to 15 bars

NASA Technical Reports Server (NTRS)

Harstad, K.; Bellan, J.

2003-01-01

A model describing the evaportion of an isolated drop of a multicomponent fuel containing hundreds of species has been developed. The model is based on Continuous Thermodynamics concepts wherein the composition of a fuel is statistically described using a Probability Distribution Function (PDF).

BIOGEOCHEMICAL EVIDENCE FOR MICROBIAL COMMUNITY CHANGE IN A JET FUEL HYDROCARBONS-CONTAMINATED AQUIFER

EPA Science Inventory

A glacio-fluvial aquifer located at Wurtsmith Air Force Base, Michigan, had been contaminated with JP-4 fuel hydrocarbons released after the crash of a tanker aircraft in October of 1988 Microbial biomass and community structure, associated with the aquifer sediments, were chara...

Evaluation and Testing of the Suitability of a Coal-Based Jet Fuel

DTIC Science & Technology

2008-06-01

accepted that higher aromatic content increases particulate matter formation during combustion ( Naegeli and Moses, 1980; Monroig et al., 2005...Alkyl Groups. Ind. Eng. Chem. Fundam. 23, 288-294. Naegeli , D. W., Moses, C.A., 1980. Effects of Fuel Molecular Structure on Soot Formation in Gas

Oscillatory bursting of gel fuel droplets in a reacting environment.

PubMed

Miglani, Ankur; Nandagopalan, Purushothaman; John, Jerin; Baek, Seung Wook

2017-06-12

Understanding the combustion behavior of gel fuel droplets is pivotal for enhancing burn rates, lowering ignition delay and improving the operational performance of next-generation propulsion systems. Vapor jetting in burning gel fuel droplets is a crucial process that enables an effective transport (convectively) of unreacted fuel from the droplet domain to the flame zone and accelerates the gas-phase mixing process. Here, first we show that the combusting ethanol gel droplets (organic gellant laden) exhibit a new oscillatory jetting mode due to aperiodic bursting of the droplet shell. Second, we show how the initial gellant loading rate (GLR) leads to a distinct shell formation which self-tunes temporally to burst the droplet at different frequencies. Particularly, a weak-flexible shell is formed at low GLR that undergoes successive rupture cascades occurring in same region of the droplet. This region weakens due to repeated ruptures and causes droplet bursting at progressively higher frequencies. Contrarily, high GLRs facilitate a strong-rigid shell formation where consecutive cascades occur at scattered locations across the droplet surface. This leads to droplet bursting at random frequencies. This method of modulating jetting frequency would enable an effective control of droplet trajectory and local fuel-oxidizer ratio in any gel-spray based energy formulation.

Personal exposure to JP-8 jet fuel vapors and exhaust at air force bases.

PubMed

Pleil, J D; Smith, L B; Zelnick, S D

2000-03-01

JP-8 jet fuel (similar to commercial/international jet A-1 fuel) is the standard military fuel for all types of vehicles, including the U.S. Air Force aircraft inventory. As such, JP-8 presents the most common chemical exposure in the Air Force, particularly for flight and ground crew personnel during preflight operations and for maintenance personnel performing routine tasks. Personal exposure at an Air Force base occurs through occupational exposure for personnel involved with fuel and aircraft handling and/or through incidental exposure, primarily through inhalation of ambient fuel vapors. Because JP-8 is less volatile than its predecessor fuel (JP-4), contact with liquid fuel on skin and clothing may result in prolonged exposure. The slowly evaporating JP-8 fuel tends to linger on exposed personnel during their interaction with their previously unexposed colleagues. To begin to assess the relative exposures, we made ambient air measurements and used recently developed methods for collecting exhaled breath in special containers. We then analyzed for certain volatile marker compounds for JP-8, as well as for some aromatic hydrocarbons (especially benzene) that are related to long-term health risks. Ambient samples were collected by using compact, battery-operated, personal whole-air samplers that have recently been developed as commercial products; breath samples were collected using our single-breath canister method that uses 1-L canisters fitted with valves and small disposable breathing tubes. We collected breath samples from various groups of Air Force personnel and found a demonstrable JP-8 exposure for all subjects, ranging from slight elevations as compared to a control cohort to > 100 [mutilpe] the control values. This work suggests that further studies should be performed on specific issues to obtain pertinent exposure data. The data can be applied to assessments of health outcomes and to recommendations for changes in the use of personal protective equipment that optimize risk reduction without undue impact on a mission.

Determination of total and polycyclic aromatic hydrocarbons in aviation jet fuel.

PubMed

Bernabei, M; Reda, R; Galiero, R; Bocchinfuso, G

2003-01-24

The aviation jet fuel widely used in turbine engine aircraft is manufactured from straight-run kerosene. The combustion quality of jet fuel is largely related to the hydrocarbon composition of the fuel itself; paraffins have better burning properties than aromatic compounds, especially naphthalenes and light polycyclic aromatic hydrocarbons (PAHs), which are characterised as soot and smoke producers. For this reason the burning quality of fuel is generally measured as smoke fermation. This evaluation is carried out with UV spectrophotometric determination of total naphthalene hydrocarbons and a chromatographic analysis to determine the total aromatic compounds. These methods can be considered insufficient to evaluate the human health impact of these compounds due to their inability to measure trace (ppm) amounts of each aromatic hyrcarbon and each PAH in accordance with limitations imposed because of their toxicological properties. In this paper two analytical methods are presented. Both are based on a gas chromatographic technique with a mass detector operating in be selected ion monitoring mode. The first method was able to determine more than 60 aromatic hydrocarbons in a fuel sample in a 35-min chromatographic run, while the second was able to carry out the analysis of more than 30 PAHs in a 40-min chromatographic run. The linearity and sensitivity of the methods in measuring these analytes at trace levels are described.

Structure of Laminar Permanently Blue, Opposed-Jet Ethylene-Fueled Diffusion Flames

NASA Technical Reports Server (NTRS)

Lin, K.-C.; Faeth, G. M.; Urban, D. L. (Technical Monitor)

2000-01-01

The structure and state relationships of laminar soot-free (permanently blue) ethylene-fueled diffusion flames at various strain rates were studied both experimentally and computationally using an opposed-jet configuration. Measurements of gas velocities, temperatures, and compositions were carried out along the stagnation stream line. Corresponding predictions of flame structure were obtained, based on numerical simulations using several contemporary reaction mechanisms for methane oxidation. Flame conditions studied included ethylene-fueled opposed-jet diffusion flames having stoichiometric mixture fractions of 0.7 with measurements involving strain rates of 60-240/s and predictions involving strain rates of 0-1140/s at normal temperature and pressure. It was found that measured major gas species concentrations and temperature distributions were in reasonably good agreement with predictions using mechanisms due to GRI-Mech and Peters and that effects of preferential diffusion significantly influence flame structure even when reactant mass diffusivities are similar. Oxygen leakage to fuel-rich conditions and carbon monoxide leakage to fuel-lean conditions both increased as strain rates increased. Furthermore, increased strain rates caused increased fuel concentrations near the flame sheet, decreased peak gas temperatures, and decreased concentrations of carbon dioxide and water vapor throughout the flames. State relationships for major gas species and gas temperatures were found to exist over a broad range of strain rates, providing potential for significant computational simplifications for modeling purposes in some instances.

Structure of Laminar Permanently Blue, Opposed-Jet Ethylene-Fueled Diffusion Flames. Appendix E

NASA Technical Reports Server (NTRS)

Lin, K.-C.; Faeth, G. M.; Urban, D. L. (Technical Monitor)

2000-01-01

The structure and state relationships of laminar soot-free (permanently blue) ethylene-fueled diffusion flames at various strain rates were studied both experimentally and computationally using an opposed-jet configuration. Measurements of gas velocities, temperatures, and compositions were carried out along the stagnation stream line. Corresponding predictions of flame structure were obtained, based on numerical simulations using several contemporary reaction mechanisms for methane oxidation. Flame conditions studied included ethylene-fueled opposed-jet diffusion flames having stoichiometric mixture fractions of 0.7 with measurements involving strain rates of 60-240/s and predictions involving strain rates of 0-1140/s at normal temperature and pressure. It was found that measured major gas species concentrations and temperature distributions were in reasonably good agreement with predictions using mechanisms due to GRI-Mech and Peters and that effects of preferential diffusion significantly influence flame structure even when reactant mass diffusivities are similar. Oxygen leakage to fuel-rich conditions and carbon monoxide leakage to fuel-lean conditions both increased as strain rates increased. Furthermore, increased strain rates caused increased fuel concentrations near the flame sheet, decreased peak gas temperatures, and decreased concentrations of carbon dioxide and water vapor throughout the flames. State relationships for major gas species and gas temperatures were found to exist over a broad range of strain rates, providing potential for significant computational simplifications for modeling purposes in some instances.

Comparative electrophysiological evaluation of hippocampal function following repeated inhalation exposures to JP-8, Jet A, JP-5, and the synthetic Fischer Tropsch fuel.

PubMed

Rohan, Joyce G; McInturf, Shawn M; Miklasevich, Molly K; Gut, Chester P; Grimm, Michael D; Reboulet, James E; Howard, William R; Mumy, Karen L

2018-01-01

Exposure to fuels continues to be a concern in both military and general populations. The aim of this study was to examine effects of in vivo rat repeated exposures to different types of jet fuel utilizing microelectrode arrays for comparative electrophysiological (EP) measurements in hippocampal slices. Animals were exposed to increasing concentrations of four jet fuels, Jet Propellant (JP)-8, Jet A, JP-5, or synthetic Fischer Tropsch (FT) fuel via whole-body inhalation for 20 d (6 hr/d, 5 d/week for 28 d) and synaptic transmission as well as behavioral performance were assessed. Our behavioral studies indicated no significant changes in behavioral performance in animals exposed to JP-8, Jet A, or JP-5. A significant deviation in learning pattern during the Morris water maze task was observed in rats exposed to the highest concentration of FT (2000 mg/m 3 ). There were also significant differences in the EP profile of hippocampal neurons from animals exposed to JP-8, Jet A, JP-5, or FT compared to control air. However, these differences were not consistent across fuels or dose dependent. As expected, patterns of EP alterations in brain slices from JP-8 and Jet A exposures were more similar compared to those from JP-5 and FT. Further longitudinal investigations are needed to determine if these EP effects are transient or persistent. Such studies may dictate if and how one may use EP measurements to indicate potential susceptibility to neurological impairments, particularly those that result from inhalation exposure to chemicals or mixtures.

Gene expression profiles in the rat central nervous system induced by JP-8 jet fuel vapor exposure.

PubMed

Lin, Baochuan; Ritchie, Glenn D; Rossi, John; Pancrazio, Joseph J

2004-06-17

Jet propulsion fuel-8 (JP-8) is the predominant fuel for military land vehicles and aircraft used in the US and NATO. Occupational exposure to jet fuel in military personnel has raised concern for the health risk associated with such exposure in the Department of Defense. Clinical studies of humans chronically exposed to jet fuel have suggested both neurotoxicity and neurobehavioral deficits. We utilized rat neurobiology U34 array to measure gene expression changes in whole brain tissue of rats exposed repeatedly to JP-8, under conditions that simulated possible occupational exposure (6 h/day for 91 days) to JP-8 vapor at 250, 500, and 1000 mg/m(3), respectively. Our studies revealed that the gene expression changes of exposure groups can be divided into two main categories according to their functions: (1). neurotransmitter signaling pathways; and (2). stress response. The implications of these gene expression changes are discussed.

Predicted exhaust emissions from a methanol and jet fueled gas turbine combustor

NASA Technical Reports Server (NTRS)

Adelman, H. G.; Browning, L. H.; Pefley, R. K.

1975-01-01

A computer model of a gas turbine combustor has been used to predict the kinetic combustion and pollutant formation processes for methanol and simulated jet fuel. Use of the kinetic reaction mechanisms has also allowed a study of ignition delay and flammability limit of these two fuels. The NOX emissions for methanol were predicted to be from 69 to 92% lower than those for jet fuel at the same equivalence ratio which is in agreement with experimentally observed results. The high heat of vaporization of methanol lowers both the combustor inlet mixture temperatures and the final combustion temperatures. The lower combustion temperatures lead to low NOX emissions while the lower inlet mixture temperatures increase methanol's ignition delay. This increase in ignition delay dictates the lean flammability limit of methanol to be 0.8, while jet fuel is shown to combust at 0.4.

Integrated coke, asphalt and jet fuel production process and apparatus

DOEpatents

Shang, Jer Y.

1991-01-01

A process and apparatus for the production of coke, asphalt and jet fuel m a feed of fossil fuels containing volatile carbon compounds therein is disclosed. The process includes the steps of pyrolyzing the feed in an entrained bed pyrolyzing means, separating the volatile pyrolysis products from the solid pyrolysis products removing at least one coke from the solid pyrolysis products, fractionating the volatile pyrolysis products to produce an overhead stream and a bottom stream which is useful as asphalt for road pavement, condensing the overhead stream to produce a condensed liquid fraction and a noncondensable, gaseous fraction, and removing water from the condensed liquid fraction to produce a jet fuel-containing product. The disclosed apparatus is useful for practicing the foregoing process. the process provides a useful method of mass producing and jet fuels from materials such as coal, oil shale and tar sands.

From lignin to cycloparaffins and aromatics: directional synthesis of jet and diesel fuel range biofuels using biomass.

PubMed

Bi, Peiyan; Wang, Jicong; Zhang, Yajing; Jiang, Peiwen; Wu, Xiaoping; Liu, Junxu; Xue, He; Wang, Tiejun; Li, Quanxin

2015-05-01

The continual growth in commercial aviation fuels and more strict environmental legislations have led to immense interest in developing green aviation fuels from biomass. This paper demonstrated a controllable transformation of lignin into jet and diesel fuel range hydrocarbons, involving directional production of C8-C15 aromatics by the catalytic depolymerization of lignin into C6-C8 low carbon aromatic monomers coupled with the alkylation of aromatics, and the directional production of C8-C15 cycloparaffins by the hydrogenation of aromatics. The key step, the production of the desired C8-C15 aromatics with the selectivity up to 94.3%, was achieved by the low temperature alkylation reactions of the lignin-derived monomers using ionic liquid. The synthetic biofuels basically met the main technical requirements of conventional jet fuels. The transformation potentially provides a useful way for the development of cycloparaffinic and aromatic components in jet fuels using renewable lignocellulose biomass. Copyright © 2015. Published by Elsevier Ltd.

Jet aircraft hydrocarbon fuels technology

NASA Technical Reports Server (NTRS)

Longwell, J. P. (Editor)

1978-01-01

A broad specification, referee fuel was proposed for research and development. This fuel has a lower, closely specified hydrogen content and higher final boiling point and freezing point than ASTM Jet A. The workshop recommended various priority items for fuel research and development. Key items include prediction of tradeoffs among fuel refining, distribution, and aircraft operating costs; combustor liner temperature and emissions studies; and practical simulator investigations of the effect of high freezing point and low thermal stability fuels on aircraft fuel systems.

Spontaneous ignition in afterburner segment tests at an inlet temperature of 1240 K and a pressure of 1 atmosphere with ASTM jet-A fuel

NASA Technical Reports Server (NTRS)

Schultz, D. F.; Branstetter, J. R.

1973-01-01

A brief testing program was undertaken to determine if spontaneous ignition and stable combustion could be obtained in a jet engine afterburning operating with an inlet temperature of 1240 K and a pressure of 1 atmosphere with ASTM Jet-A fuel. Spontaneous ignition with 100-percent combustion efficiency and stable burning was obtained using water-cooled fuel spraybars as flameholders.

Performance and emissions of a catalytic reactor with propane, diesel, and Jet A fuels

NASA Technical Reports Server (NTRS)

Anderson, D. N.

1977-01-01

Tests were made to determine the performance and emissions of a catalytic reactor operated with propane, No. 2 diesel, and Jet A fuels. A 12-cm diameter and 16-cm long catalytic reactor using a proprietary noble metal catalyst was operated at an inlet temperature of 800 K, a pressure of 300,000 Pa and reference velocities of 10 to 15 m/s. No significant differences between the performance of the three fuels were observed when 98.5 percent purity propane was used. The combustion efficiency for 99.8-percent purity propane tested later was significantly lower, however. The diesel fuel contained 135 ppm of bound nitrogen and consequently produced the highest NOx emissions of the three fuels. As much as 85 percent of the bound nitrogen was converted to NOx. Steady-state emissions goals based on half the most stringent proposed automotive standards were met when the reactor was operated at an adiabatic combustion temperature higher than 1350 K with all fuels except the 99.8-percent purity propane. With that fuel, a minimum temperature of 1480 K was required.

Optimizing carbon efficiency of jet fuel range alkanes from cellulose co-fed with polyethylene via catalytically combined processes.

PubMed

Zhang, Xuesong; Lei, Hanwu; Zhu, Lei; Zhu, Xiaolu; Qian, Moriko; Yadavalli, Gayatri; Yan, Di; Wu, Joan; Chen, Shulin

2016-08-01

Enhanced carbon yields of renewable alkanes for jet fuels were obtained through the catalytic microwave-induced co-pyrolysis and hydrogenation process. The well-promoted ZSM-5 catalyst had high selectivity toward C8-C16 aromatic hydrocarbons. The raw organics with improved carbon yield (∼44%) were more principally lumped in the jet fuel range at the catalytic temperature of 375°C with the LDPE to cellulose (representing waste plastics to lignocellulose) mass ratio of 0.75. It was also observed that the four species of raw organics from the catalytic microwave co-pyrolysis were almost completely converted into saturated hydrocarbons; the hydrogenation process was conducted in the n-heptane medium by using home-made Raney Ni catalyst under a low-severity condition. The overall carbon yield (with regards to co-reactants of cellulose and LDPE) of hydrogenated organics that mostly match jet fuels was sustainably enhanced to above 39%. Meanwhile, ∼90% selectivity toward jet fuel range alkanes was attained. Copyright © 2016 Elsevier Ltd. All rights reserved.

Comprehensive two-dimensional gas chromatography for the analysis of synthetic and crude-derived jet fuels.

PubMed

van der Westhuizen, Rina; Ajam, Mariam; De Coning, Piet; Beens, Jan; de Villiers, André; Sandra, Pat

2011-07-15

Fully synthetic jet fuel (FSJF) produced via Fischer-Tropsch (FT) technology was recently approved by the international aviation fuel authorities. To receive approval, comparison of FSJF and crude-derived fuel and blends on their qualitative and quantitative hydrocarbon composition was of utmost importance. This was performed by comprehensive two-dimensional gas chromatography (GC×GC) in the reversed phase mode. The hydrocarbon composition of synthetic and crude-derived jet fuels is very similar and all compounds detected in the synthetic product are also present in crude-derived fuels. Quantitatively, the synthetic fuel consists of a higher degree of aliphatic branching with less than half the aromatic content of the crude-derived fuel. GC×GC analyses also indicated the presence of trace levels of hetero-atomic impurities in the crude-derived product that were absent in the synthetic product. While clay-treatment removed some of the impurities and improved the fuel stability, the crude-derived product still contained traces of cyclic and aromatic S-containing compounds afterwards. Lower level of aromatics and the absence of sulphur are some of the factors that contribute to the better fuel stability and environmental properties of the synthetic fuel. GC×GC was further applied for the analysis of products during Jet Fuel Thermal Oxidation Testing (JFTOT), which measures deposit formation of a fuel under simulated engine conditions. JFTOT showed the synthetic fuel to be much more stable than the crude-derived fuel. Copyright © 2011 Elsevier B.V. All rights reserved.

Feasibility of Technologies to Produce Coal-Based Fuels with Equal or Lower Greenhouse Gas Emissions than Petroleum Fuels

DTIC Science & Technology

2014-12-22

the commercial viability of CTL fuels depends on coal being significantly cheaper than crude oil on an energy basis. Additionally, current...1990 1995 2000 2005 2010 2015 P ro d u ct S u p p li ed (M il li o n B a rr el s p er D a y ) Residual Fuel Oil Liquified Petroleum Gases Kerosene...Type Jet Fuel Finished Motor Gasoline Distillate Fuel Oil Aviation Gasoline 4 Independence and Security Act (EISA) of 2007 2 effectively prohibits

Market cost of renewable jet fuel adoption in the United States.

DOT National Transportation Integrated Search

2013-03-01

The US Federal Aviation Administration (FAA) has a goal that one billion gallons of renewable jet : fuel is consumed by the US aviation industry each year from 2018. We examine the cost to US airlines : of meeting this goal using renewable fuel produ...

Heat transfer correlations for kerosene fuels and mixtures and physical properties for Jet A fuel

NASA Technical Reports Server (NTRS)

Ackerman, G. H.; Faith, L. E.

1972-01-01

Heat transfer correlations are reported for conventional Jet A fuel for both laminar and turbulent flow in circular tubes. Correlations were developed for cooling in turbine engines, but have broader applications in petroleum and chemical processing, and other industrial applications.

Infrared spectroscopy for the determination of hydrocarbon types in jet fuels

NASA Technical Reports Server (NTRS)

Buchar, C. S.

1981-01-01

The concentration of hydrocarbon types in conventional jet fuels and synfuels can be measured using a computerized infrared spectrophotometer. The computerized spectrophotometer is calibrated using a fuel of known aromatic and olefinic content. Once calibration is completed, other fuels can be rapidly analyzed using an analytical program built into the computer. The concentration of saturates can be calculated as 100 percent minus the sum of the aromatic and olefinic concentrations. The analysis of a number of jet fuels produced an average standard deviation of 1.76 percent for aromatic types and one of 3.99 percent for olefinic types. Other substances such as oils and organic mixtures can be analyzed for their hydrocarbon content.

Simplified jet fuel reaction mechanism for lean burn combustion application

NASA Technical Reports Server (NTRS)

Lee, Chi-Ming; Kundu, Krishna; Ghorashi, Bahman

1993-01-01

Successful modeling of combustion and emissions in gas turbine engine combustors requires an adequate description of the reaction mechanism. Detailed mechanisms contain a large number of chemical species participating simultaneously in many elementary kinetic steps. Current computational fluid dynamic models must include fuel vaporization, fuel-air mixing, chemical reactions, and complicated boundary geometries. A five-step Jet-A fuel mechanism which involves pyrolysis and subsequent oxidation of paraffin and aromatic compounds is presented. This mechanism is verified by comparing with Jet-A fuel ignition delay time experimental data, and species concentrations obtained from flametube experiments. This five-step mechanism appears to be better than the current one- and two-step mechanisms.

An Assessment on Temperature Profile of Jet-A/Biodiesel Mixture in a Simple Combustion Chamber with Plain Orifice Atomiser

NASA Astrophysics Data System (ADS)

Ng, W. X.; Mazlan, N. M.; Ismail, M. A.; Rajendran, P.

2018-05-01

The preliminary study to evaluate influence of biodiesel/kerosene mixtures on combustion temperature profile is explored. A simple cylindrical combustion chamber configuration with plain orifice atomiser is used for the evaluation. The evaluation is performed under stoichiometric air to fuel ratio. Six samples of fuels are used: 100BD (pure biodiesel), 100KE (pure Jet-A), 20KE80BD (20% Jet-A/80% Biodiesel), 40KE60BD (40% Jet-A/60% Biodiesel), 60KE40BD (60% Jet-A/40% Biodiesel), and 80KE20BD (80% Jet-A/20% Biodiesel). Results showed that the oxygen content, viscosity, and lower heating value are key parameters in affecting the temperature profile inside the chamber. Biodiesel is known to have higher energy content, higher viscosity and lower heating value compared to kerosene. Mixing biodiesel with kerosene improves viscosity and caloric value but reduces oxygen content of the fuel. High oxygen content of the biodiesel resulted to the highest flame temperature. However the flame temperature reduce as the percentage of biodiesel in the fuel mixture reduces.

Speed of sound measurements and mixing characterization of underexpanded fuel jets with supercritical reservoir condition using laser-induced thermal acoustics

NASA Astrophysics Data System (ADS)

Baab, S.; Förster, F. J.; Lamanna, G.; Weigand, B.

2016-11-01

The four-wave mixing technique laser-induced thermal acoustics was used to measure the local speed of sound in the farfield zone of extremely underexpanded jets. N-hexane at supercritical injection temperature and pressure (supercritical reservoir condition) was injected into quiescent subcritical nitrogen (with respect to the injectant). The technique's capability to quantify the nonisothermal, turbulent mixing zone of small-scale jets is demonstrated for the first time. Consistent radially resolved speed of sound profiles are presented for different axial positions and varying injection temperatures. Furthermore, an adiabatic mixing model based on nonideal thermodynamic properties is presented to extract mixture composition and temperature from the experimental speed of sound data. High fuel mass fractions of up to 94 % are found for the centerline at an axial distance of 55 diameters from the nozzle followed by a rapid decay in axial direction. This is attributed to a supercritical fuel state at the nozzle exit resulting in the injection of a high-density fluid. The obtained concentration data are complemented by existing measurements and collapsed in a similarity law. It allows for mixture prediction of underexpanded jets with supercritical reservoir condition provided that nonideal thermodynamic behavior is considered for the nozzle flow. Specifically, it is shown that the fuel concentration in the farfield zone is very sensitive to the thermodynamic state at the nozzle exit. Here, a transition from supercritical fluid to subcritical vapor state results in strongly varying fuel concentrations, which implies high impact on the mixture formation and, consequently, on the combustion characteristics.

Progress on coal-derived fuels for aviation systems

NASA Technical Reports Server (NTRS)

Witcofski, R. D.

1978-01-01

Synthetic aviation kerosene (Syn. Jet-A), liquid methane (LCH4), and liquid hydrogen (LH2) appear to be the most promising coal-derived fuels. Liquid hydrogen aircraft configurations, their fuel systems, and their ground requirements at the airport are identified. These aircraft appear viable, particularly for long haul use, where aircraft fueled with coal derived LH2 would consume 9 percent less coal resources than would aircraft fueled with coal derived Syn. Jet-A. Distribution of hydrogen from the point of manufacture to airports may pose problems. Synthetic JET-A would appear to cause fewer concerns to the air transportation industry. Of the three candidate fuels, LCH4 is the most energy efficient to produce, and an aircraft fueled with coal derived LCH4 may provide both the most efficient utilization of coal resources and the least expensive ticket as well.

40 CFR 80.1426 - How are RINs generated and assigned to batches of renewable fuel by renewable fuel producers or...

Code of Federal Regulations, 2014 CFR

2014-07-01

... process energy 6 F Biodiesel, renewable diesel, jet fuel and heating oil Soy bean oil; Oil from annual... biomass and petroleum 4 G Biodiesel, heating oil Canola/Rapeseed oil Trans-Esterification using natural gas or biomass for process energy 4 H Biodiesel, renewable diesel, jet fuel and heating oil Soy bean...

Biological and Health Effects of Exposure to Kerosene-Based Jet Fuels and Performance Additives

DTIC Science & Technology

2003-01-01

cancer , or other serious organic disease in fuel-exposed workers, large numbers of self-reported health complaints in this cohort appear to justify...is little epidemiological evidence for fuel-induced death, cancer , or other serious organic disease in fuel-exposed workers, large numbers of self...kidneys of some BaP-exposed males. Exposure to respirable PAHs is thought to represent a significant human cancer risk (Holland et al., 1981; U.S

A Study of the Nephrotoxicity and Metabolism of Tetralin and Indan in Fischer 344 Rats

DTIC Science & Technology

1989-05-01

5, a jet fuel composed of aliphatic and aromatic hydrocarbons with the majority of the straight-chain hydrocarbons being between C10 and C15...hydrocarbon of intermediate boiling point and volatility and is similar to the civilian jet fuel , A-1. DFM is a mixture of long chain aliphatic...to compliment earlier research on jet fuel , JP-10, cis- and trans- decalin, and tetralin, it was anticipated some enlightenment could be obtained on

A Study of the Nephrotoxicity and Metabolism of Tetralin and Indan in Fischer 344 Rats.

DTIC Science & Technology

1988-02-08

evaluated petroleum and shale-derived JP-5, a jet fuel composed of aliphatic and aromatic hydrocarbons with the majority of the straight-chain hydrocarbons...much like gasoline. JP-8 is a mixture of hydrocarbon of intermediate boiling point and volatility and is similar to the civilian jet fuel , A-1. DFM is a...conventional versus shale-derived JP-5 jet fuel : Light microscopy, hematologic, and serum chemistry studies. Toxicol Appl Pharmacol, 57, 302-317 (1981

Gulf War Illnesses: DOD’s Conclusions about U.S. Troops’ Exposure Cannot be Adequately Supported

DTIC Science & Technology

2004-06-01

well fires, fumes from jet fuel , fumes from burning jet fuel in tents, petroleum in drinking water, depleted uranium munitions, smoking, alcohol use...Explosive 31 Figure 6: Boundary Layer Characteristics 32 Figure 7: Three Types of Plume Geometry 33 Figure 8: The Impact of Nocturnal Jets on a...ignited by thermite grenades—alone and with the addition of diesel fuel —as well as by fused initiation of the burster explosive charge. According to

Phenol-selective mass spectrometric analysis of jet fuel.

PubMed

Zhu, Haoxuan; Janusson, Eric; Luo, Jingwei; Piers, James; Islam, Farhana; McGarvey, G Bryce; Oliver, Allen G; Granot, Ori; McIndoe, J Scott

2017-08-21

Bromobenzyl compounds react selectively with phenols via the Williamson ether synthesis. An imidazolium charge-tagged bromobenzyl compound can be used to reveal phenol impurities in jet fuel by analysis via electrospray ionization mass spectrometry. The complex matrix as revealed by Cold EI GC/MS analysis is reduced to a few simple sets of compounds in the charge-tagged ESI mass spectrum, primarily substituted phenols and thiols. Examination of jet fuels treated by different refinery methods reveals the efficacy of these approaches in removing these contaminants.

Local and systemic toxicity of JP-8 from cutaneous exposures.

PubMed

McDougal, James N; Rogers, James V

2004-04-01

Jet propellant-8 (JP-8) jet fuel is a version of commercial jet fuel, Jet A, and is a complex mixture of primarily aliphatic (but also aromatic) hydrocarbons that varies in composition from batch to batch. There is potential for dermal exposure to jet fuels with personnel involved in aircraft refueling and maintenance operations as well as ground personnel. Cutaneous exposures have the potential to cause skin irritation, sensitization or skin cancer. JP-8 has been shown to be irritating and causes molecular changes in the skin of laboratory animals. The mechanisms of some of these effects have been investigated in intact skin and cultured skin cells. Hydrocarbons have also been shown to cause skin cancer with repeated application to the skin. Additionally, there is concern about systemic toxicity from dermal exposures to jet fuels, such as JP-8. Assessing risks from systemic absorption of hydrocarbon components is complex because most of the components are present in the mixture in small quantities (less than 1%). The effect of the fuel as a vehicle, different rates of penetration through the skin and different target organ toxicities all complicate the assessment of the hazards of cutaneous exposures. The purpose of this manuscript is to review studies of local and systemic toxicity of JP-8.

Opportunities and challenges for developing an oilseed to renewable jet fuel industry

USDA-ARS?s Scientific Manuscript database

Military and commercial aviation have expressed interest in using renewable aviation biofuels, with an initial goal of 1 billion gallons of drop-in aviation biofuels by 2018. While these fuels could come from many sources, hydrotreated renewable jet fuel (HRJ) from vegetable oils have been demonstra...

Jet plume injection and combustion system for internal combustion engines

DOEpatents

Oppenheim, A.K.; Maxson, J.A.; Hensinger, D.M.

1993-12-21

An improved combustion system for an internal combustion engine is disclosed wherein a rich air/fuel mixture is furnished at high pressure to one or more jet plume generator cavities adjacent to a cylinder and then injected through one or more orifices from the cavities into the head space of the cylinder to form one or more turbulent jet plumes in the head space of the cylinder prior to ignition of the rich air/fuel mixture in the cavity of the jet plume generator. The portion of the rich air/fuel mixture remaining in the cavity of the generator is then ignited to provide a secondary jet, comprising incomplete combustion products which are injected into the cylinder to initiate combustion in the already formed turbulent jet plume. Formation of the turbulent jet plume in the head space of the cylinder prior to ignition has been found to yield a higher maximum combustion pressure in the cylinder, as well as shortening the time period to attain such a maximum pressure. 24 figures.

Jet plume injection and combustion system for internal combustion engines

DOEpatents

Oppenheim, Antoni K.; Maxson, James A.; Hensinger, David M.

1993-01-01

An improved combustion system for an internal combustion engine is disclosed wherein a rich air/fuel mixture is furnished at high pressure to one or more jet plume generator cavities adjacent to a cylinder and then injected through one or more orifices from the cavities into the head space of the cylinder to form one or more turbulent jet plumes in the head space of the cylinder prior to ignition of the rich air/fuel mixture in the cavity of the jet plume generator. The portion of the rich air/fuel mixture remaining in the cavity of the generator is then ignited to provide a secondary jet, comprising incomplete combustion products which are injected into the cylinder to initiate combustion in the already formed turbulent jet plume. Formation of the turbulent jet plume in the head space of the cylinder prior to ignition has been found to yield a higher maximum combustion pressure in the cylinder, as well as shortening the time period to attain such a maximum pressure.

Nonreactive mixing study of a scramjet swept-strut fuel injector

NASA Technical Reports Server (NTRS)

Mcclinton, C. R.; Torrence, M. G.; Gooderum, P. B.; Young, I. G.

1975-01-01

The results are presented of a cold-mixing investigation performed to supply combustor design information and to determine optimum normal fuel-injector configurations for a general scramjet swept-strut fuel injector. The experimental investigation was made with two swept struts in a closed duct at a Mach number of 4.4 and a nominal ratio of jet mass flow to air mass flow of 0.0295, with helium used to simulate hydrogen fuel. Four injector patterns were evaluated; they represented the range of hole spacing and the ratio of jet dynamic pressure to free-stream dynamic pressure. Helium concentration, pitot pressure, and static pressure in the downstream mixing region were measured to generate the contour plots needed to define the mixing-region flow field and the mixing parameters. Experimental results show that the fuel penetration from the struts was less than the predicted values based on flat-plate data; but the mixing rate was faster and produced a mixing length less than one-half that predicted.

ERBS fuel addendum: Pollution reduction technology program small jet aircraft engines, phase 3

NASA Technical Reports Server (NTRS)

Bruce, T. W.; Davis, F. G.; Kuhn, T. E.; Mongia, H. C.

1982-01-01

A Model TFE731-2 engine with a low emission, variable geometry combustion system was tested to compare the effects of operating the engine on Commercial Jet-A aviation turbine fuel and experimental referee broad specification (ERBS) fuels. Low power emission levels were essentially identical while the high power NOx emission indexes were approximately 15% lower with the EBRS fuel. The exhaust smoke number was approximately 50% higher with ERBS at the takeoff thrust setting; however, both values were still below the EPA limit of 40 for the Model TFE731 engine. Primary zone liner wall temperature ran an average of 25 K higher with ERBS fuel than with Jet-A. The possible adoption of broadened proprties fuels for gas turbine applications is suggested.

Soot and liquid-phase fuel distributions in a newly designed optically accessible DI diesel engine

NASA Astrophysics Data System (ADS)

Dec, J. E.; Espey, C.

1993-10-01

Two-dimensional (2-D) laser-sheet imaging has been used to examine the soot and liquid-phase fuel distributions in a newly designed, optically accessible, direct-injection diesel engine of the heavy-duty size class. The design of this engine preserves the intake port geometry and basic dimensions of a Cummins N-series production engine. It also includes several unique features to provide considerable optical access. Liquid-phase fuel and soot distribution studies were conducted at a medium speed (1,200 rpm) using a Cummins closed-nozzle fuel injector. The scattering was used to obtain planar images of the liquid-phase fuel distribution. These images show that the leading edge of the liquid-phase portion of the fuel jet reaches a maximum length of 24 mm, which is about half the combustion bowl radius for this engine. Beyond this point virtually all the fuel has vaporized. Soot distribution measurements were made at a high load condition using three imaging diagnostics: natural flame luminosity, 2-D laser-induced incandescence, and 2-D elastic scattering. This investigation showed that the soot distribution in the combusting fuel jet develops through three stages. First, just after the onset of luminous combustion, soot particles are small and nearly uniformly distributed throughout the luminous region of the fuel jet. Second, after about 2 crank angle degrees a pattern develops of a higher soot concentration of larger sized particles in the head vortex region of the jet and a lower soot concentration of smaller sized particles upstream toward the injector. Third, after fuel injection ends, both the soot concentration and soot particle size increase rapidly in the upstream portion of the fuel jet.

Turbulent Radiation Effects in HSCT Combustor Rich Zone

NASA Technical Reports Server (NTRS)

Hall, Robert J.; Vranos, Alexander; Yu, Weiduo

1998-01-01

A joint UTRC-University of Connecticut theoretical program was based on describing coupled soot formation and radiation in turbulent flows using stretched flamelet theory. This effort was involved with using the model jet fuel kinetics mechanism to predict soot growth in flamelets at elevated pressure, to incorporate an efficient model for turbulent thermal radiation into a discrete transfer radiation code, and to couple die soot growth, flowfield, and radiation algorithm. The soot calculations used a recently developed opposed jet code which couples the dynamical equations of size-class dependent particle growth with complex chemistry. Several of the tasks represent technical firsts; among these are the prediction of soot from a detailed jet fuel kinetics mechanism, the inclusion of pressure effects in the soot particle growth equations, and the inclusion of the efficient turbulent radiation algorithm in a combustor code.

Jet Fuel-Associated Occupational Contact Dermatitis.

PubMed

Contestable, James J

2017-03-01

Occupational contact dermatitis is a ubiquitous problem. Sailors onboard U.S. Navy vessels are at high risk given the multitude of potential workplace exposures. Solvents, petrochemicals, and fuels are abundant and can cause irritant or allergic contact dermatitis. Symptoms of contact dermatitis can cause inability to work and, if chronic, may require a change in rating or job. Prevention of this issue requires patient education about the risks and correct personnel protective equipment. Even with preventative strategies in place, exposures and cases of contact dermatitis will occur. Treatment consists of topical steroids and immunomodulators, as well as barrier creams and emollients. The goal of treatment is to fully restore the skin's natural barrier and prevent further exposure. A classic case of jet fuel-associated contact dermatitis is reviewed. A literature review utilizing PubMed, Google Scholar, and Google Search was conducted to elucidate our understanding of this issue, current occupational health guidelines, preventative approaches, and treatments. This case report provides guidance and recommendations for providers who encounter contact dermatitis related to petrochemicals, such as jet fuel. The literature review revealed limited knowledge surrounding in vivo human skin effects of jet fuel, specifically JP-5. Even larger gaps were found in our understanding of, and guidelines for, protective modalities against jet fuel exposure and dermatitis. A case is presented to facilitate recognition of jet fuel contact dermatitis and guidance for treatment and prevention. Given our current limited knowledge and guidelines concerning protective equipment and skin protectants, multiple proposals for future studies are suggested. Reprint & Copyright © 2017 Association of Military Surgeons of the U.S.

Long-term exposure to jet fuel. II. A cross-sectional epidemiologic investigation on occupationally exposed industrial workers with special reference to the nervous system.

PubMed

Knave, B; Olson, B A; Elofsson, S; Gamberale, F; Isaksson, A; Mindus, P; Persson, H E; Struwe, G; Wennberg, A; Westerholm, P

1978-03-01

Thirty jet fuel exposed workers selected according to exposure criteria and thirty nonexposed controls from a jet motor factory were examined, with special reference to the nervous system, by occupational hygiene physicians, psychiatrists, psychologists, and neurophysiologists. The controls and the exposed subjects were matched with respect to age, employment duration, and education. Among the exposed subjects the mean exposure duration was 17 years, and 300 mg/m3 was calculated as a rough time-weighted average exposure level. The investigation revealed significant differences between the exposed and nonexposed groups for (a) incidence and prevalence of psychiatric symptoms, (b) psychological tests with the load on attention and sensorimotor speed and (c) electroencephalograms. When the control group was selected, it was ensured that the two groups were essentially equivalent except for exposure to jet fuel. It is concluded, therefore, that the differences found between the groups are probably related to exposure to jet fuel.

Experimental verification of the thermodynamic properties for a jet-A fuel

NASA Technical Reports Server (NTRS)

Graciasalcedo, Carmen M.; Brabbs, Theodore A.; Mcbride, Bonnie J.

1988-01-01

Thermodynamic properties for a Jet-A fuel were determined by Shell Development Company in 1970 under a contract for NASA Lewis Research Center. The polynomial fit necessary to include Jet-A fuel (liquid and gaseous phases) in the library of thermodynamic properties of the NASA Lewis Chemical Equilibrium Program is calculated. To verify the thermodynamic data, the temperatures of mixtures of liquid Jet-A injected into a hot nitrogen stream were experimentally measured and compared to those calculated by the program. Iso-octane, a fuel for which the thermodynamic properties are well known, was used as a standard to calibrate the apparatus. The measured temperatures for the iso-octane/nitrogen mixtures reproduced the calculated temperatures except for a small loss due to the non-adiabatic behavior of the apparatus. The measurements for Jet-A were corrected for this heat loss and showed excellent agreement with the calculated temperatures. These experiments show that this process can be adequately described by the thermodynamic properties fitted for the Chemical Equilibrium Program.

Water Footprint and Land Requirement of Solar Thermochemical Jet-Fuel Production.

PubMed

Falter, Christoph; Pitz-Paal, Robert

2017-11-07

The production of alternative fuels via the solar thermochemical pathway has the potential to provide supply security and to significantly reduce greenhouse gas emissions. H 2 O and CO 2 are converted to liquid hydrocarbon fuels using concentrated solar energy mediated by redox reactions of a metal oxide. Because attractive production locations are in arid regions, the water footprint and the land requirement of this fuel production pathway are analyzed. The water footprint consists of 7.4 liters per liter of jet fuel of direct demand on-site and 42.4 liters per liter of jet fuel of indirect demand, where the dominant contributions are the mining of the rare earth oxide ceria, the manufacturing of the solar concentration infrastructure, and the cleaning of the mirrors. The area-specific productivity is found to be 33 362 liters per hectare per year of jet fuel equivalents, where the land coverage is mainly due to the concentration of solar energy for heat and electricity. The water footprint and the land requirement of the solar thermochemical fuel pathway are larger than the best power-to-liquid pathways but an order of magnitude lower than the best biomass-to-liquid pathways. For the production of solar thermochemical fuels arid regions are best-suited, and for biofuels regions of a moderate and humid climate.

Combustor exhaust-emissions and blowout-limits with diesel number 2 and jet A fuels utilizing air-atomizing and pressure atomizing nozzles

NASA Technical Reports Server (NTRS)

Ingebo, R. D.; Norgren, C. T.

1975-01-01

Experimental tests with diesel number 2 and Jet A fuels were conducted in a combustor segment to obtain comparative data on exhaust emissions and blowout limits. An air-atomizing nozzle was used to inject the fuels. Tests were also made with diesel number 2 fuel using a pressure-atomizing nozzle to determine the effectiveness of the air-atomizing nozzle in reducing exhaust emissions. Test conditions included fuel-air ratios of 0.008 to 0.018, inlet-air total pressures and temperatures of 41 to 203 newtons per square centimeter and 477 to 811 K, respectively, and a reference velocity of 21.3 meters per second. Smoke number and unburned hydrocarbons were twice as high with diesel number 2 as with Jet A fuel. This was attributed to diesel number 2 having a higher concentration of aromatics and lower volatility than Jet A fuel. Oxides of nitrogen, carbon monoxide, and blowout limits were approximately the same for the two fuels. The air-atomizing nozzle, as compared with the pressure-atomizing nozzle, reduced oxides-of-nitrogen by 20 percent, smoke number by 30 percent, carbon monoxide by 70 percent, and unburned hydrocarbons by 50 percent when used with diesel number 2 fuel.

Environmental Assessment for the AFIT Master Plan, Wright-Patterson Air Force Base, Ohio, 88th Air Base Wing

DTIC Science & Technology

2011-05-20

management. Wastes generated at WPAFB include waste flammable solvents, contaminated fuels and lubricants, paint /coating, stripping chemicals, waste...Comprehensive Environmental Response, Compensation, and Liability Act CFR Code of Federal Regulations CO carbon monoxide CWA Clean Water Act CY calendar...Restoration Program IT International Technology Corporation JP-8 Jet Fuel-8 LBP lead-based paint g/m3 micrograms per cubic meter MCD Miami Conservancy

Simplified jet-A kinetic mechanism for combustor application

NASA Technical Reports Server (NTRS)

Lee, Chi-Ming; Kundu, Krishna; Ghorashi, Bahman

1993-01-01

Successful modeling of combustion and emissions in gas turbine engine combustors requires an adequate description of the reaction mechanism. For hydrocarbon oxidation, detailed mechanisms are only available for the simplest types of hydrocarbons such as methane, ethane, acetylene, and propane. These detailed mechanisms contain a large number of chemical species participating simultaneously in many elementary kinetic steps. Current computational fluid dynamic (CFD) models must include fuel vaporization, fuel-air mixing, chemical reactions, and complicated boundary geometries. To simulate these conditions a very sophisticated computer model is required, which requires large computer memory capacity and long run times. Therefore, gas turbine combustion modeling has frequently been simplified by using global reaction mechanisms, which can predict only the quantities of interest: heat release rates, flame temperature, and emissions. Jet fuels are wide-boiling-range hydrocarbons with ranges extending through those of gasoline and kerosene. These fuels are chemically complex, often containing more than 300 components. Jet fuel typically can be characterized as containing 70 vol pct paraffin compounds and 25 vol pct aromatic compounds. A five-step Jet-A fuel mechanism which involves pyrolysis and subsequent oxidation of paraffin and aromatic compounds is presented here. This mechanism is verified by comparing with Jet-A fuel ignition delay time experimental data, and species concentrations obtained from flametube experiments. This five-step mechanism appears to be better than the current one- and two-step mechanisms.

NASA Numerical and Experimental Evaluation of UTRC Low Emissions Injector

NASA Technical Reports Server (NTRS)

Hicks, Yolanda R.; Tedder, Sarah A.; Anderson, Robert C.; Iannetti, Anthony C.; Smith, Lance L.; Dai, Zhongtao

2014-01-01

Computational and experimental analyses of a PICS-Pilot-In-Can-Swirler technology injector, developed by United Technologies Research Center (UTRC) are presented. NASA has defined technology targets for near term (called "N+1", circa 2015), midterm ("N+2", circa 2020) and far term ("N+3", circa 2030) that specify realistic emissions and fuel efficiency goals for commercial aircraft. This injector has potential for application in an engine to meet the Pratt & Whitney N+3 supersonic cycle goals, or the subsonic N+2 engine cycle goals. Experimental methods were employed to investigate supersonic cruise points as well as select points of the subsonic cycle engine; cruise, approach, and idle with a slightly elevated inlet pressure. Experiments at NASA employed gas analysis and a suite of laser-based measurement techniques to characterize the combustor flow downstream from the PICS dump plane. Optical diagnostics employed for this work included Planar Laser-Induced Fluorescence of fuel for injector spray pattern and Spontaneous Raman Spectroscopy for relative species concentration of fuel and CO2. The work reported here used unheated (liquid) Jet-A fuel for all fuel circuits and cycle conditions. The initial tests performed by UTRC used vaporized Jet-A to simulate the expected supersonic cruise condition, which anticipated using fuel as a heat sink. Using the National Combustion Code a PICS-based combustor was modeled with liquid fuel at the supersonic cruise condition. All CFD models used a cubic non-linear k-epsilon turbulence wall functions model, and a semi-detailed Jet-A kinetic mechanism based on a surrogate fuel mixture. Two initial spray droplet size distribution and spray cone conditions were used: 1) an initial condition (Lefebvre) with an assumed Rosin-Rammler distribution, and 7 degree Solid Spray Cone; and 2) the Boundary Layer Stripping (BLS) primary atomization model giving the spray size distribution and directional properties. Contour and line plots are shown in comparison with experimental data (where this data is available) for flow velocities, fuel, and temperature distribution. The CFD results are consistent with experimental observations for fuel distribution and vaporization. Analysis of gas sample results, using a previously-developed NASA NOx correlation, indicates that for sea-level takeoff, the PICS configuration is predicted to deliver an EINOx value of about 3 for the targeted supersonic aircraft. Emissions results at supersonic cruise conditions show potential for meeting the NASA goals with liquid fuel.

NASA Numerical and Experimental Evaluation of UTRC Low Emissions Injector

NASA Technical Reports Server (NTRS)

Hicks, Yolanda R.; Tedder, Sarah A.; Anderson, Robert C.; Iannetti, Anthony C.; Smith, Lance L.; Dai, Zhongtao

2014-01-01

Computational and experimental analyses of a PICS-Pilot-In-Can-Swirler technology injector, developed by United Technologies Research Center (UTRC) are presented. NASA has defined technology targets for near term (called "N+1", circa 2015), midterm ("N+2", circa 2020) and far term ("N+3", circa 2030) that specify realistic emissions and fuel efficiency goals for commercial aircraft. This injector has potential for application in an engine to meet the Pratt & Whitney N+3 supersonic cycle goals, or the subsonic N+2 engine cycle goals. Experimental methods were employed to investigate supersonic cruise points as well as select points of the subsonic cycle engine; cruise, approach, and idle with a slightly elevated inlet pressure. Experiments at NASA employed gas analysis and a suite of laser-based measurement techniques to characterize the combustor flow downstream from the PICS dump plane. Optical diagnostics employed for this work included Planar Laser-Induced Fluorescence of fuel for injector spray pattern and Spontaneous Raman Spectroscopy for relative species concentration of fuel and CO2. The work reported here used unheated (liquid) Jet-A fuel for all fuel circuits and cycle conditions. The initial tests performed by UTRC used vaporized Jet-A to simulate the expected supersonic cruise condition, which anticipated using fuel as a heat sink. Using the National Combustion Code a PICS-based combustor was modeled with liquid fuel at the supersonic cruise condition. All CFD models used a cubic non-linear k-epsilon turbulence wall functions model, and a semi-detailed Jet-A kinetic mechanism based on a surrogate fuel mixture. Two initial spray droplet size distribution and spray cone conditions were used: (1) an initial condition (Lefebvre) with an assumed Rosin-Rammler distribution, and 7 degree Solid Spray Cone; and (2) the Boundary Layer Stripping (BLS) primary atomization model giving the spray size distribution and directional properties. Contour and line plots are shown in comparison with experimental data (where this data is available) for flow velocities, fuel, and temperature distribution. The CFD results are consistent with experimental observations for fuel distribution and vaporization. Analysis of gas sample results, using a previously-developed NASA NOx correlation, indicates that for sea-level takeoff, the PICS configuration is predicted to deliver an EINOx value of about three for the targeted supersonic aircraft. Emissions results at supersonic cruise conditions show potential for meeting the NASA goals with liquid fuel.

Effect of Fuel Additives on Spray Performance of Alternative Jet Fuels

NASA Astrophysics Data System (ADS)

Kannaiyan, Kumaran; Sadr, Reza

2015-11-01

Role of alternative fuels on reducing the combustion pollutants is gaining momentum in both land and air transport. Recent studies have shown that addition of nanoscale metal particles as fuel additives to liquid fuels have a positive effect not only on their combustion performance but also in reducing the pollutant formation. However, most of those studies are still in the early stages of investigation with the addition of nanoparticles at low weight percentages. Such an addition can affect the hydrodynamic and thermo-physical properties of the fuel. In this study, the near nozzle spray performance of gas-to-liquid jet fuel with and without the addition of alumina nanoparticles are investigated at macro- and microscopic levels using optical diagnostic techniques. At macroscopic level, the addition of nanoparticles is seen to enhance the sheet breakup process when compared to that of the base fuel. Furthermore, the microscopic spray characteristics such as droplet size and velocity are also found to be affected. Although the addition of nanoscale metal particles at low weight percentages does not affect the bulk fluid properties, the atomization process is found to be affected in the near nozzle region. Funded by Qatar National Research Fund.

Effects of Fuel Composition on Combustion Stability and NO X Emissions for Traditional and Alternative Jet Fuels

NASA Astrophysics Data System (ADS)

Vijlee, Shazib Z.

Synthetic jet fuels are studied to help understand their viability as alternatives to traditionally derived jet fuel. Two combustion parameters -- flame stability and NOX emissions -- are used to compare these fuels through experiments and models. At its core, this is a fuels study comparing how chemical makeup and behavior relate. Six 'real', complex fuels are studied in this work -- four are synthetic from alternative sources and two are traditional from petroleum sources. Two of the synthetic fuels are derived from natural gas and coal via the Fischer Tropsch catalytic process. The other two are derived from Camelina oil and tallow via hydroprocessing. The traditional military jet fuel, JP8, is used as a baseline as it is derived from petroleum. The sixth fuel is derived from petroleum and is used to study the effects of aromatic content on the synthetic fuels. The synthetic fuels lack aromatic compounds, which are an important class of hydrocarbons necessary for fuel handling systems to function properly. Several single-component fuels are studied (through models and/or experiments) to facilitate interpretation and understanding. The flame stability study first compares all the 'real', complex fuels for blowout. A toroidal stirred reactor is used to try and isolate temperature and chemical effects. The modeling study of blowout in the toroidal reactor is the key to understanding any fuel-based differences in blowout behavior. A detailed, reacting CFD model of methane is used to understand how the reactor stabilizes the flame and how that changes as the reactor approaches blowout. A 22 species reduced form of GRI 3.0 is used to model methane chemistry. The knowledge of the radical species role is utilized to investigate the differences between a highly aliphatic fuel (surrogated by iso-octane) and a highly aromatic fuel (surrogated by toluene). A perfectly stirred reactor model is used to study the chemical kinetic pathways for these fuels near blowout. The differences in flame stabilization can be attributed to the rate at which these fuels are attacked and destroyed by radical species. The slow disintegration of the aromatic rings reduces the radical pool available for chain-initiating and chain-branching, which ultimately leads to an earlier blowout. The NOX study compares JP8, the aromatic additive, the synthetic fuels with and without an aromatic additive, and an aromatic surrogate (1,3,5-trimethylbenzene). A jet stirred reactor is used to try and isolate temperature and chemical effects. The reactor has a volume of 15.8 mL and a residence time of approximately 2.5 ms. The fuel flow rate (hence equivalence ratio) is adjusted to achieve nominally consistent temperatures of 1800, 1850, and 1900K. Small oscillations in fuel flow rate cause the data to appear in bands, which facilitated Arrhenius-type NOX-temperature correlations for direct comparison between fuels. The fuel comparisons are somewhat inconsistent, especially when the aromatic fuel is blended into the synthetic fuels. In general, the aromatic surrogate (1,3,5-trimethylbenzene) produces the most NOX, followed by JP8. The synthetic fuels (without aromatic additive) are always in the same ranking order for NOX production (HP Camelina > FT Coal > FT Natural Gas > HP Tallow). The aromatic additive ranks differently based on the temperature, which appears to indicate that some of the differences in NOX formation are due to the Zeldovich NOX formation pathway. The aromatic additive increases NOX for the HP Tallow and decreases NOX for the FT Coal. The aromatic additive causes increased NOX at low temperatures but decreases NOX at high temperatures for the HP Camelina and FT Natural Gas. A single perfectly stirred reactor model is used with several chemical kinetic mechanisms to study the effects of fuel (and fuel class) on NO X formation. The 27 unique NOX formation reactions from GRI 3.0 are added to published mechanisms for jet fuel surrogates. The investigation first looked at iso-octane and toluene and found that toluene produces more NOX because of a larger pool of O radical. The O radical concentration was lower for iso-octane because of an increased concentration of methyl (CH 3) radical that consumes O radical readily. Several surrogate fuels (iso-octane, toluene, propylcyclohexane, n-octane, and 1,3,5-trimethylbenzene) are modeled to look for differences in NOX production. The trend (increased CH3 → decreased O → decreased NOX) is consistently true for all surrogate fuels with multiple kinetic mechanisms. It appears that the manner in which the fuel disintegrates and creates methyl radical is an extremely important aspect of how much NOX a fuel will produce. (Abstract shortened by UMI.).

Coal-water slurry spray characteristics of an electronically-controlled accumulator fuel injection system

NASA Astrophysics Data System (ADS)

Caton, J. A.; Payne, S. E.; Terracina, D. P.; Kihm, K. D.

Experiments have been complete to characterize coal-water slurry sprays from a electronically-controlled accumulator fuel injection system of diesel engine. The sprays were injected into a pressurized chamber equipped with windows. High speed movies, fuel pressures and needle lifts were obtained as a function of time, orifice diameter, coal loading, gas density in the chamber, and accumulator fuel pressure. For the base conditions 50% (by mass) coal loading, 0.4 mm diameter nozzle hole, coal-water slurry pressure of 82 MPa (12,000 psi), and a chamber density of 25 kg/m(exp 3), the break-up time was 0.30 ms. An empirical correlation for both spray tip penetration and initial jet velocity was developed. For the conditions of this study, the spray tip penetration and initial jet velocity were 15% greater for coal-water slurry than for diesel fuel or water. Cone angles of the sprays were dependent on the operating conditions and fluid, as well as the time and locations of the measurement. The time-averaged cone angle for the base case conditions was 13.6 degrees. Results of this study and the correlation are specific to the tested coal-water slurry and are not general for other coal-water slurry fuels.

Micro hollow cathode discharge jets utilizing solid fuel

NASA Astrophysics Data System (ADS)

Nikic, Dejan

2017-10-01

Micro hollow cathode discharge devices with a solid fuel layer embedded between the electrodes have demonstrated an enhanced jetting process. Outlined are series of experiments in various pressure and gas conditions as well as vacuum. Examples of use of these devices in series and parallel configurations are presented. Evidence of utilization of solid fuel is obtained through optical spectroscopy and analysis of remaining fuel layer.

Development of an Impinging-jet Fuel-injection Valve Nozzle

NASA Technical Reports Server (NTRS)

Spanogle, J A; Hemmeter, G H

1931-01-01

During an investigation to determine the possibilities and limitations of a two-stroke-cycle engine and ignition, it was necessary to develop a fuel injection valve nozzle to produce a disk-shaped, well dispersed spray. Preliminary tests showed that two smooth jets impinging upon each other at an angle of 74 degrees gave a spray with the desired characteristics. Nozzles were built on this basis and, when used in fuel-injection valves, produced a spray that fulfilled the original requirements. The spray is so well dispersed that it can be carried along with an air stream of comparatively low velocity or entrained with the fuel jet from a round-hole orifice. The characteristics of the spray from an impinging-jet nozzle limits its application to situations where wide dispersion is required by the conditions in the engine cylinder and the combustion chamber.

Carbon-13 and proton nuclear magnetic resonance analysis of shale-derived refinery products and jet fuels and of experimental referee broadened-specification jet fuels

NASA Technical Reports Server (NTRS)

Dalling, D. K.; Bailey, B. K.; Pugmire, R. J.

1984-01-01

A proton and carbon-13 nuclear magnetic resonance (NMR) study was conducted of Ashland shale oil refinery products, experimental referee broadened-specification jet fuels, and of related isoprenoid model compounds. Supercritical fluid chromatography techniques using carbon dioxide were developed on a preparative scale, so that samples could be quantitatively separated into saturates and aromatic fractions for study by NMR. An optimized average parameter treatment was developed, and the NMR results were analyzed in terms of the resulting average parameters; formulation of model mixtures was demonstrated. Application of novel spectroscopic techniques to fuel samples was investigated.

Spray visualization of alternative fuels at hot ambient conditions

NASA Astrophysics Data System (ADS)

Kannaiyan, Kumaran; Sadr, Reza

2017-11-01

Gas-to-Liquid (GTL) has gained significant interest as drop-in alternative jet fuel owing to its cleaner combustion characteristics. The physical and evaporation properties of GTL fuels are different from those of the conventional jet fuels. Those differences will have an effect on the spray, and in turn, the combustion performance. In this study, the non-reacting near nozzle spray dynamics such as spray cone angle, liquid sheet breakup and liquid velocity of GTL fuel will be investigated and compared with those of the conventional jet fuel. This work is a follow up of the preliminary study performed at atmospheric ambient conditions where differences were observed in the near nozzle spray characteristics between the fuels. Whereas, in this study the spray visualization will be performed in a hot and inert environment to account for the difference in evaporation characteristics of the fuels. The spray visualization images will be captured using the shadowgraph technique. A rigorous statistical analysis of the images will be performed to compare the spray dynamics between the fuels.

Coal-water slurry sprays from an electronically controlled accumulator fuel injection system: Break-up distances and times

NASA Astrophysics Data System (ADS)

Caton, J. A.; Payne, S. E.; Terracina, D. P.; Kihm, K. D.

Experiments have been completed to characterize coal-water slurry sprays from an electronically-controlled accumulator fuel injection system of a diesel engine. The sprays were injected into a pressurized chamber equipped with windows. High speed movies, fuel pressures, and needle lifts were obtained as a function of time, orifice diameter, coal loading, gas density in the chamber, and accumulator fuel pressure. For the base conditions (50% by mass coal loading, 0.4 mm diameter nozzle hole, coal-water slurry pressure of 82 MPa (12,000 psi), and a chamber density of 25 kg/m(exp 3)), the break-up time was 0.30 ms. An empirical correlation for spray tip penetration, break-up time, and initial jet velocity was developed. For the conditions of this study, the spray tip penetration and initial jet velocity were 15% greater for coal-water slurry than for diesel fuel or water. Results of this study and the correlation are specific to the tested coal-water slurry and are not general for other coal-water slurry fuels.

A Rapid Survey of the Compatibility of Selected Seal Materials with Conventional and Semi-Synthetic JP-8

NASA Technical Reports Server (NTRS)

Graham, John L.; Striebich, Richard C.; Minus, Donald K.; Harrison, William E., III

2007-01-01

Since the synthesis of a liquid hydrocarbon fuel from coal by Franz Fischer and Hans Tropsch in 1923, there has been cyclic interest in developing this fuel for military and commercial applications. In recent years the U.S. Department of Defense has taken interest in producing a unified battlespace fuel using the Fischer Tropsch (FT) process for a variety of reasons including cost, quality, and logistics. In the past year there has been a particular emphasis on moving quickly to demonstrate that an FT fuel can be used in the form of a blend with conventional petroleum-derived jet fuel. The initial objective is to employ this semi-synthetic fuel with blend ratios as high as 50 percent FT with longer range goals to use even high blend ratios and ultimately a fully synthetic jet fuel. A significant concern associated with the use of a semi-synthetic jet fuel with high FT blend ratios is the effect these low aromatic fuels will have on fuel-wetted polymeric materials, most notably seals and sealants. These materials typically swell and soften to some degree when exposed to jet fuel and the aromatic content of these fuels contribute to this effect. Semi-synthetic jet fuels with very low aromatic contents may cause seals and sealants to shrink and harden leading to acute or chronic failure. Unfortunately, most of the material qualification tests are more concerned with excessive swelling than shrinkage and there is little guidance offered as to an acceptable level of shrinkage or other changes in physical properties related to low aromatic content. Given the pressing need for guidance data, a program was developed to rapidly survey the volume swell of selected fuel-wetted materials in a range of conventional and semi-synthetic jet fuels and through a statistical analysis to make a determination as to whether there was a basis to be concerned about using fuels with FT blend ratios as high as 50 percent. Concurrent with this analysis data was obtained as to the composition of the fuel absorbed in fuel-wetted materials through the use of GC-MS analysis of swollen samples as well as other supporting data. In this presentation the authors will present a summary of the results of the volume swell and fuel absorbed by selected O-rings and sealants as well as a description of the measurement protocols developed for this program.

Effect of in vivo jet fuel exposure on subsequent in vitro dermal absorption of individual aromatic and aliphatic hydrocarbon fuel constituents.

PubMed

Muhammad, F; Monteiro-Riviere, N A; Baynes, R E; Riviere, J E

2005-05-14

The percutaneous absorption of topically applied jet fuel hydrocarbons (HC) through skin previously exposed to jet fuel has not been investigated, although this exposure scenario is the occupational norm. Pigs were exposed to JP-8 jet fuel-soaked cotton fabrics for 1 and 4 d with repeated daily exposures. Preexposed and unexposed skin was then dermatomed and placed in flow-through in vitro diffusion cells. Five cells with exposed skin and four cells with unexposed skin were dosed with a mixture of 14 different HC consisting of nonane, decane, undecane, dodecane, tridecane, tetradecane, pentadecane, hexadecane, ethyl benzene, o-xylene, trimethyl benzene (TMB), cyclohexyl benzene (CHB), naphthalene, and dimethyl naphthalene (DMN) in water + ethanol (50:50) as diluent. Another five cells containing only JP-8-exposed skin were dosed solely with diluent in order to determine the skin retention of jet fuel HC. The absorption parameters of flux, diffusivity, and permeability were calculated for the studied HC. The data indicated that there was a two-fold and four-fold increase in absorption of specific aromatic HC like ethyl benzene, o-xylene, and TMB through 1- and 4-dJP-8 preexposed skin, respectively. Similarly, dodecane and tridecane were absorbed more in 4-d than 1-dJP-8 preexposed skin experiments. The absorption of naphthalene and DMN was 1.5 times greater than the controls in both 1- and 4-d preexposures. CHB, naphthalene, and DMN had significant persistent skin retention in 4-d preexposures as compared to 1-d exposures that might leave skin capable of further absorption several days postexposure. The possible mechanism of an increase in HC absorption in fuel preexposed skin may be via lipid extraction from the stratum corneum as indicated by Fourier transform infrared (FTIR) spectroscopy. This study suggests that the preexposure of skin to jet fuel enhances the subsequent in vitro percutaneous absorption of HC, so single-dose absorption data for jet fuel HC from naive skin may not be optimal to predict the toxic potential for repeated exposures. For certain compounds, persistent absorption may occur days after the initial exposure.

Pulsed, Hydraulic Coal-Mining Machine

NASA Technical Reports Server (NTRS)

Collins, Earl R., Jr.

1986-01-01

In proposed coal-cutting machine, piston forces water through nozzle, expelling pulsed jet that cuts into coal face. Spring-loaded piston reciprocates at end of travel to refill water chamber. Machine a onecylinder, two-cycle, internal-combustion engine, fueled by gasoline, diesel fuel, or hydrogen. Fuel converted more directly into mechanical energy of water jet.

Cost and fuel consumption per nautical mile for two engine jet transports using OPTIM and TRAGEN

NASA Technical Reports Server (NTRS)

Wiggs, J. F.

1982-01-01

The cost and fuel consumption per nautical mile for two engine jet transports are computed using OPTIM and TRAGEN. The savings in fuel and direct operating costs per nautical mile for each of the different types of optimal trajectories over a standard profile are shown.

Oilseeds for use in biodiesel and drop-in renewable jet fuel

USDA-ARS?s Scientific Manuscript database

Oilseeds, primarily soybean and canola, are currently used as feedstocks for biodiesel production. Oilseeds can also be used to produce drop-in renewable jet fuel and diesel products. While soybean and canola are the most common oilseed crops used for renewable fuel production in the U.S., many othe...

Combustion

NASA Technical Reports Server (NTRS)

Bulzan, Dan

2007-01-01

An overview of the emissions related research being conducted as part of the Fundamental Aeronautics Subsonics Fixed Wing Project is presented. The overview includes project metrics, milestones, and descriptions of major research areas. The overview also includes information on some of the emissions research being conducted under NASA Research Announcements. Objective: Development of comprehensive detailed and reduced kinetic mechanisms of jet fuels for chemically-reacting flow modeling. Scientific Challenges: 1) Developing experimental facilities capable of handling higher hydrocarbons and providing benchmark combustion data. 2) Determining and understanding ignition and combustion characteristics, such as laminar flame speeds, extinction stretch rates, and autoignition delays, of jet fuels and hydrocarbons relevant to jet surrogates. 3) Developing comprehensive kinetic models for jet fuels.

Acute Dermal Irritation Study and Salmonella-Escherichia coli/Microsome Plate Incorporation Assay of Hydroprocessed Esters and Fatty Acids (HEFA) Bio-Based Jet Fuels

DTIC Science & Technology

2013-01-01

of the Safety of Chemicals in Foods , Drugs and Cosmetics – Dermal Toxicity. Association of Food and Drug Officials of the United States, Topeka, KS...Air Force is developing alternative fuels to decrease dependence on foreign oil. All new fuels are potentially hazardous to Air Force personnel and...oil. All new fuels are potentially hazardous to Air Force personnel and require toxicity evaluation. The objective of the dermal irritation study

Fuel Preheat Effects on Soot-Field Structure in Laminar Gas Jet Diffusion Flames Burning in 0-g and 1-g

NASA Technical Reports Server (NTRS)

Konsur, Bogdan; Megaridis, Constantine M.; Griffin, Devon W.

1999-01-01

An experimental investigation conducted at the 2.2-s drop tower of the NASA Lewis Research Center is presented to quantify the influence of moderate fuel preheat on soot-field structure within 0-g laminar gas jet diffusion flames. Parallel work in 1-g is also presented to delineate the effect of elevated fuel temperatures on soot-field structure in buoyant flames. The experimental methodology implements jet diffusion flames of nitrogen-diluted acetylene fuel burning in quiescent air at atmospheric pressure. Fuel preheat of approximately 100 K in the 0-g laminar jet diffusion flames is found to reduce soot loadings in the annular region, but causes an increase in soot volume fractions at the centerline. In addition, fuel preheat reduces the radial extent of the soot field in 0-g. In 1-g, the same fuel preheat levels have a more moderated influence on soot loadings in the annular region, but are also seen to enhance soot concentrations near the axis low in the flame. The increased soot loadings near the flame centerline, as caused by fuel preheat, are consistent with the hypothesis that preheat levels of approximately 100 K enhance fuel pyrolysis rates. The results show that the growth stage of particles transported along the soot annulus is shortened both in 1-g and 0-g when elevated fuel temperatures are used.

Refinery Integration of By-Products from Coal-Derived Jet Fuels

DOE Office of Scientific and Technical Information (OSTI.GOV)

Caroline E. Burgess Clifford; Andre Boehman; Chunshan Song

2006-05-17

This report summarizes the accomplishments toward project goals during the first six months of the third year of the project to assess the properties and performance of coal based products. These products are in the gasoline, diesel and fuel oil range and result from coal based jet fuel production from an Air Force funded program. Specific areas of progress include generation of coal based material that has been fractionated into the desired refinery cuts, acquisition and installation of a research gasoline engine, and modification of diesel engines for use in evaluating diesel produced in the project. Characterization of the gasolinemore » fuel indicates a dominance of single ring alkylcycloalkanes that have a low octane rating; however, blends containing these compounds do not have a negative effect upon gasoline when blended in refinery gasoline streams. Characterization of the diesel fuel indicates a dominance of 3-ring aromatics that have a low cetane value; however, these compounds do not have a negative effect upon diesel when blended in refinery diesel streams. The desulfurization of sulfur containing components of coal and petroleum is being studied so that effective conversion of blended coal and petroleum streams can be efficiently converted to useful refinery products. Equipment is now in place to begin fuel oil evaluations to assess the quality of coal based fuel oil. Combustion and characterization of fuel oil indicates that the fuel is somewhere in between a No. 4 and a No. 6 fuel oil. Emission testing indicates the fuel burns similarly to these two fuels, but trace metals for the coal-based material are different than petroleum-based fuel oils. Co-coking studies using cleaned coal are highly reproducible in the pilot-scale delayed coker. Evaluation of the coke by Alcoa, Inc. indicated that while the coke produced is of very good quality, the metals content of the carbon is still high in iron and silica. Coke is being evaluated for other possible uses. Methods to reduce metal content are being evaluated.« less

Experimental evaluation of two premixing-prevaporizing fuel injection concepts for a gas turbine catalytic combustor

NASA Technical Reports Server (NTRS)

Tacina, R.

1976-01-01

A premixing-prevaporizing fuel system to be used with a catalytic combustor was evaluated for possible application in an automotive gas turbine. Spatial fuel distribution and degree of vaporization were measured using jet A fuel. Two types of air blast injectors were tested, a splash groove injector and a multiple jet cross stream injector. Air swirlers with vane angles of 15 deg and 30 deg were used to improve the spatial fuel distribution in a 12 cm diameter tubular rig. Distribution and vaporization measurements were made 35.5 cm downstream of the injector. The spatial fuel distribution was nearly uniform with the multiple jet contrastream injector and the splash-groove injector with a 30 deg air swirler. The vaporization was nearly 100 percent at an inlet air temperature of 600 K, and at 800 K inlet air temperature fuel oxidation reactions were observed. The total pressure loss was less than 0.5 percent of the total pressure for the multiple jet cross stream injector and the splash groove injector (without air swirler) and less than 1 percent for the splash groove with a 30 deg air swirler.

Antimisting kerosene atomization and flammability

NASA Technical Reports Server (NTRS)

Fleeter, R.; Petersen, R. A.; Toaz, R. D.; Jakub, A.; Sarohia, V.

1982-01-01

Various parameters found to affect the flammability of antimisting kerosene (Jet A + polymer additive) are investigated. Digital image processing was integrated into a technique for measurement of fuel spray characteristics. This technique was developed to avoid many of the error sources inherent to other spray assessment techniques and was applied to the study of engine fuel nozzle atomization performance with Jet A and antimisting fuel. Aircraft accident fuel spill and ignition dynamics were modeled in a steady state simulator allowing flammability to be measured as a function of airspeed, fuel flow rate, fuel jet Reynolds number and polymer concentration. The digital imaging technique was employed to measure spray characteristics in this simulation and these results were related to flammability test results. Scaling relationships were investigated through correlation of experimental results with characteristic dimensions spanning more than two orders of magnitude.

Military Sealift Command

Science.gov Websites

well approximately 3 million gallons of jet fuel and 6 million gallons of diesel ship fuel to the USS replenishments-at-sea, delivering 740 pallets of food equipment, as well approximately 3 million gallons of jet

The effect of copper, MDA, and accelerated aging on jet fuel thermal stability as measured by the gravimetric JFTOT

DOE Office of Scientific and Technical Information (OSTI.GOV)

Pande, S.G.; Hardy, D.R.

1995-05-01

Thermally unstable jet fuels pose operational problems. In order to adequately identify such fuels, factors that realistically impact on thermal stability were examined. Evaluation was based on a quantitative method of measuring thermal stability, viz., NRL`s recently developed gravimetric JFTOT. This method gives a quantitative measurement of both the strip deposit and filterables formed. The pertinent factors examined, included the individual and interactive effects of: soluble copper, MDA (metal deactivator), and aging. The latter was accelerated to simulate field conditions of approximately six months aging at ambient temperature and pressure. The results indicate that the individual and interactive effects ofmore » copper, MDA, and accelerated aging appear to be fuel dependent. Based on the results, the three test fuels examined (one JP-8 and two JP-5s) were categorized as exhibiting very good, typical, and poor thermal stabilities, respectively. For both the very good and poor thermal stability fuels, the effect of copper in conjunction with accelerated aging did not significantly increase the total thermal deposits of the neat fuels. In contrast, for the typical thermal stability fuel, the combined effects of copper and accelerated aging, did. Furthermore, the addition of MDA prior to aging of the copper-doped, typical stability fuel significantly counteracted the adverse effect of copper and aging. A similar beneficial effect of MDA was not observed for the poor stability fuel. These results focus on the compositional differences among fuels and the need to elucidate these differences (physical and chemical) for a better understanding and prediction of their performance.« less

Thermal Stability of Jet Fuels: Kinetics of Forming Deposit Precursors

NASA Technical Reports Server (NTRS)

Naegeli, David W.

1997-01-01

The focus of this study was on the autoxidation kinetics of deposit precursor formation in jet fuels. The objectives were: (1) to demonstrate that laser-induced fluorescence is a viable kinetic tool for measuring rates of deposit precursor formation in jet fuels; (2) to determine global rate expressions for the formation of thermal deposit precursors in jet fuels; and (3) to better understand the chemical mechanism of thermal stability. The fuels were isothermally stressed in small glass ampules in the 120 to 180 C range. Concentrations of deposit precursor, hydroperoxide and oxygen consumption were measured over time in the thermally stressed fuels. Deposit precursors were measured using laser-induced fluorescence (LIF), hydroperoxides using a spectrophotometric technique, and oxygen consumption by the pressure loss in the ampule. The expressions, I.P. = 1.278 x 10(exp -11)exp(28,517.9/RT) and R(sub dp) = 2.382 x 10(exp 17)exp(-34,369.2/RT) for the induction period, I.P. and rate of deposit precursor formation R(sub dp), were determined for Jet A fuel. The results of the study support a new theory of deposit formation in jet fuels, which suggest that acid catalyzed ionic reactions compete with free radical reactions to form deposit precursors. The results indicate that deposit precursors form only when aromatics are present in the fuel. Traces of sulfur reduce the rate of autoxidation but increase the yield of deposit precursor. Free radical chemistry is responsible for hydroperoxide formation and the oxidation of sulfur compounds to sulfonic acids. Phenols are then formed by the acid catalyzed decomposition of benzylic hydroperoxides, and deposit precursors are produced by the reaction of phenols with aldehydes, which forms a polymer similar to Bakelite. Deposit precursors appear to have a phenolic resin-like structure because the LIF spectra of the deposit precursors were similar to that of phenolic resin dissolved in TAM.

Jet propulsion for airplanes

NASA Technical Reports Server (NTRS)

Buckingham, Edgar

1924-01-01

This report is a description of a method of propelling airplanes by the reaction of jet propulsion. Air is compressed and mixed with fuel in a combustion chamber, where the mixture burns at constant pressure. The combustion products issue through a nozzle, and the reaction of that of the motor-driven air screw. The computations are outlined and the results given by tables and curves. The relative fuel consumption and weight of machinery for the jet, decrease as the flying speed increases; but at 250 miles per hour the jet would still take about four times as much fuel per thrust horsepower-hour as the air screw, and the power plant would be heavier and much more complicated. Propulsion by the reaction of a simple jet can not compete with air screw propulsion at such flying speeds as are now in prospect.

Modern Topics in Energy and Power Technical Meeting

DTIC Science & Technology

2016-09-01

systems are abysmally low, primarily due to their poor electronic structure. The III-V-based solar cells show the highest solar PV efficiency and thus are...initiatives include creating jet fuel based on seawater, research on photovoltaics ( PVs ) of different types, lightweight fuel cell systems for unmanned air...technoeconomic analysis studies indicate that a 20% solar -to-hydrogen PEC conversion efficiency is necessary for a commercially viable system. Additional

Characterization of a nose-only inhalation exposure system for hydrocarbon mixtures and jet fuels.

PubMed

Martin, Sheppard A; Tremblay, Raphael T; Brunson, Kristyn F; Kendrick, Christine; Fisher, Jeffrey W

2010-04-01

A directed-flow nose-only inhalation exposure system was constructed to support development of physiologically based pharmacokinetic (PBPK) models for complex hydrocarbon mixtures, such as jet fuels. Due to the complex nature of the aerosol and vapor-phase hydrocarbon exposures, care was taken to investigate the chamber hydrocarbon stability, vapor and aerosol droplet compositions, and droplet size distribution. Two-generation systems for aerosolizing fuel and hydrocarbons were compared and characterized for use with either jet fuels or a simple mixture of eight hydrocarbons. Total hydrocarbon concentration was monitored via online gas chromatography (GC). Aerosol/vapor (A/V) ratios, and total and individual hydrocarbon concentrations, were determined using adsorbent tubes analyzed by thermal desorption-gas chromatography-mass spectrometry (TDS-GC-MS). Droplet size distribution was assessed via seven-stage cascade impactor. Droplet mass median aerodynamic diameter (MMAD) was between 1 and 3 mum, depending on the generator and mixture utilized. A/V hydrocarbon concentrations ranged from approximately 200 to 1300 mg/m(3), with between 20% and 80% aerosol content, depending on the mixture. The aerosolized hydrocarbon mixtures remained stable during the 4-h exposure periods, with coefficients of variation (CV) of less than 10% for the total hydrocarbon concentrations. There was greater variability in the measurement of individual hydrocarbons in the A-V phase. In conclusion, modern analytical chemistry instruments allow for improved descriptions of inhalation exposures of rodents to aerosolized fuel.

Design and evaluation of aircraft heat source systems for use with high-freezing point fuels

NASA Technical Reports Server (NTRS)

Pasion, A. J.

1979-01-01

The objectives were the design, performance and economic analyses of practical aircraft fuel heating systems that would permit the use of high freezing-point fuels on long-range aircraft. Two hypothetical hydrocarbon fuels with freezing points of -29 C and -18 C were used to represent the variation from current day jet fuels. A Boeing 747-200 with JT9D-7/7A engines was used as the baseline aircraft. A 9300 Km mission was used as the mission length from which the heat requirements to maintain the fuel above its freezing point was based.

Improving the fuel economy of stoichiometrically fueled S.I. engines by means of EGR and enhanced ignition -- A comparison of gasoline, methanol and natural gas

DOE Office of Scientific and Technical Information (OSTI.GOV)

Neame, G.R.; Gardiner, D.P.; Mallory, R.W.

1995-12-31

This paper describes an experimental study in which the potential for fuel economy improvements with EGR was investigated using an automotive V6 engine. Steady state engine dynamometer tests were run at 2,000 rpm and 200 kPa Brake Mean Effective Pressure (BMEP). The engine was fueled with gasoline, methanol or natural gas. Plasma jet ignition was evaluated as a means of improving EGR tolerance. EGR tolerance with methanol was found to be better than with gasoline, while natural gas showed the poorest EGR tolerance. Plasma jet ignition extended EGR limits for all three fuels. Fuel economy benefits were realized with naturalmore » gas and gasoline at low EGR rates and without EGR but plasma jet ignition provided no improvements with methanol until over 10% EGR was used. Plasma jet ignition made stable operation possible with methanol at 40% EGR, where fuel economy improvements were ultimately limited by the slow burning associated with the high EGR rate. Both slow burning and high cyclic variation affected gasoline at high EGR rates, while stability limits to spark advance with natural gas caused fuel economy to degrade at relatively low EGR rates.« less

Flame deformation and entrainment associated with an isothermal transverse fuel jet

NASA Technical Reports Server (NTRS)

Jenkins, D. W.; Karagozian, A. R.

1992-01-01

This paper describes an analytical model of an incompressible, isothermal reacting jet in crossflow. The model represents the flow in the jet cross-section by a counter rotating vortex pair, a flow structure that has been observed to dominate the jet behavior. The reaction surface surrounding the fuel jet is represented as a composite of strained diffusion flames that are stretched and deformed by the vortex pair flow. The results shed new light on the interaction between the vortex pair circulation and flame structure evolution and their relation to the concept of entrainment.

Aircraft Fuel Cell Power Systems

NASA Technical Reports Server (NTRS)

Needham, Robert

2004-01-01

In recent years, fuel cells have been explored for use in aircraft. While the weight and size of fuel cells allows only the smallest of aircraft to use fuel cells for their primary engines, fuel cells have showed promise for use as auxiliary power units (APUs), which power aircraft accessories and serve as an electrical backup in case of an engine failure. Fuel cell MUS are both more efficient and emit fewer pollutants. However, sea-level fuel cells need modifications to be properly used in aircraft applications. At high altitudes, the ambient air has a much lower pressure than at sea level, which makes it much more difficult to get air into the fuel cell to react and produce electricity. Compressors can be used to pressurize the air, but this leads to added weight, volume, and power usage, all of which are undesirable things. Another problem is that fuel cells require hydrogen to create electricity, and ever since the Hindenburg burst into flames, aircraft carrying large quantities of hydrogen have not been in high demand. However, jet fuel is a hydrocarbon, so it is possible to reform it into hydrogen. Since jet fuel is already used to power conventional APUs, it is very convenient to use this to generate the hydrogen for fuel-cell-based APUs. Fuel cells also tend to get large and heavy when used for applications that require a large amount of power. Reducing the size and weight becomes especially beneficial when it comes to fuel cells for aircraft. My goal this summer is to work on several aspects of Aircraft Fuel Cell Power System project. My first goal is to perform checks on a newly built injector rig designed to test different catalysts to determine the best setup for reforming Jet-A fuel into hydrogen. These checks include testing various thermocouples, transmitters, and transducers, as well making sure that the rig was actually built to the design specifications. These checks will help to ensure that the rig will operate properly and give correct results when it is finally ready for testing. Another of my goals is to test new membranes for use in proton-exchange membrane fuel cells, in the hope that these membranes can increase the electricity that is produced by he1 cells. Producing more electricity means that fewer fuel cells are needed, thus reducing the weight and volume of an APU based on fuel cells, making such an APU much more viable.

Comparison of atomization characteristics of drop-in and conventional jet fuels

NASA Astrophysics Data System (ADS)

Kannaiyan, Kumaran; Sadr, Reza; Micro Scale Thermo-Fluids Lab Team

2016-11-01

Surge in energy demand and stringent emission norms have been driving the interest on alternative drop-in fuels in aviation industry. The gas-to-liquid (GTL), synthetic paraffinic kerosene fuel derived from natural gas, has drawn significant attention as drop-in fuel due to its cleaner combustion characteristics when compared to other alternative fuels derived from various feedstocks. The fuel specifications such as chemical and physical properties of drop-in fuels are different from those of the conventional jet fuels, which can affect their atomization characteristics and in turn the combustion performance. The near nozzle liquid sheet dynamics of the drop-in fuel, GTL, is studied at different nozzle operating conditions and compared with that of the conventional Jet A-1 fuel. The statistical analysis of the near nozzle sheet dynamics shows that the drop-in fuel atomization characteristics are comparable to those of the conventional fuel. Furthermore, the microscopic spray characteristics measured using phase Doppler anemometry at downstream locations are slightly different between the fuels. Authors acknowledge the support by National Priorities Research Program (NPRP) of Qatar National Research Fund through the Grant NPRP-7-1449-2-523.

IET. Jet fuel tank being lowered into position below grade. ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

IET. Jet fuel tank being lowered into position below grade. Two tanks already in place. Date: October 18, 1954. INEEL negative no. 12535 - Idaho National Engineering Laboratory, Test Area North, Scoville, Butte County, ID

Defense Energy Information System (DEIS): DEIS-80 Design System Specification. Revision A.

DTIC Science & Technology

1981-07-01

and consumption of petroleum products such as aviation gasoline, jet fuels, motor gasolines, distillate, and residual oil within DoD. DEIS I software...water, fuel oil , coal, solar/thermal power, and wind power. This subsystem also reports environmental data such as degree days during a reporting period...Petroleum Oil and Lubricants Officer, the Fuels Officer, the Supply Of- ficer, or the Engineering Officer on the base or facility consolidate in

Nozzle

DOEpatents

Chen, Alexander G.; Cohen, Jeffrey M.

2009-06-16

A fuel injector has a number of groups of nozzles. The groups are generally concentric with an injector axis. Each nozzle defines a gas flowpath having an outlet for discharging a fuel/air mixture jet. There are means for introducing the fuel to the air. One or more groups of the nozzles are oriented to direct the associated jets skew to the injector axis.

Jet Fuel Exposure and Neurological Health in Military Personnel

DTIC Science & Technology

2006-07-01

relationship between JP-8 fuel exposure and adverse neurological outcomes in military personnel working in a cold climate environment. The research...with hypothesized neurocognitive and neurophysiologic performance outcomes . The project has two phases: Tier I is to conduct onsite exposure ...AD_________________ Award Number: W81XWH-06-1-0105 TITLE: Jet Fuel Exposure and Neurological

Environmental Assessment: Installation of Thermally Stable Jet Fuel (JPTS) Above Ground Storage System Westover Air Reserve Base, Chicopee, Massachusetts

DTIC Science & Technology

2004-06-30

gasoline fuels is a result ofleaking USTs in the Aqua System Site (SS-19) to the north. Volatile petroleum hydrocarbon ( VPH ) contamination from the...in- situ enhanced bioremediation plan wilJ be implemented to reduce the concentrations of VPH that are present in soils in the groundwater saturated

Credit WCT. Photographic copy of photograph, oxidizer and fuel tank ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Credit WCT. Photographic copy of photograph, oxidizer and fuel tank assembly for engine tests being raised by crane for permanent installation in Test Stand "D" tower. Each tank held 170 gallons of propellants. (JPL negative 384-2029-B, 7 August 1959) - Jet Propulsion Laboratory Edwards Facility, Test Stand D, Edwards Air Force Base, Boron, Kern County, CA

Comparison of Selected EIA-782 Data With Other Data Sources

EIA Publications

2012-01-01

This article compares annual average prices reported from the EIA-782 survey series for residential No. 2 distillate, on-highway diesel fuel, retail regular motor gasoline, refiner No. 2 fuel oil for resale, refiner No. 2 diesel fuel for resale, refiner regular motor gasoline for resale, and refiner kerosene-type jet fuel for resale with annual average prices reported by other sources. In terms of volume, it compares EIA-782C Prime Supplier annual volumes for motor gasoline (all grades), distillate fuel oil, kerosene-type jet fuel and residual fuel oil with annual volumes from other sources.

Combustion Temperature Measurement by Spontaneous Raman Scattering in a Jet-A Fueled Gas Turbine Combustor Sector

NASA Technical Reports Server (NTRS)

Hicks, Yolanda R.; DeGroot, Wilhelmus A.; Locke, Randy J.; Anderson, Robert C.

2002-01-01

Spontaneous vibrational Raman scattering was used to measure temperature in an aviation combustor sector burning jet fuel. The inlet temperature ranged from 670 K (750 F) to 756 K (900 F) and pressures from 13 to 55 bar. With the exception of a discrepancy that we attribute to soot, good agreement was seen between the Raman-derived temperatures and the theoretical temperatures calculated from the inlet conditions. The technique used to obtain the temperature uses the relationship between the N2 anti-Stokes and Stokes signals, within a given Raman spectrum. The test was performed using a NASA-concept fuel injector and Jet-A fuel over a range of fuel/air ratios. This work represents the first such measurements in a high-pressure, research aero-combustor facility.

Measurement and correlation of jet fuel viscosities at low temperatures

NASA Technical Reports Server (NTRS)

Schruben, D. L.

1985-01-01

Apparatus and procedures were developed to measure jet fuel viscosity for eight current and future jet fuels at temperatures from ambient to near -60 C by shear viscometry. Viscosity data showed good reproducibility even at temperatures a few degrees below the measured freezing point. The viscosity-temperature relationship could be correlated by two linear segments when plotted as a standard log-log type representation (ASTM D 341). At high temperatures, the viscosity-temperature slope is low. At low temperatures, where wax precipitation is significant, the slope is higher. The breakpoint between temperature regions is the filter flow temperature, a fuel characteristic approximated by the freezing point. A generalization of the representation for the eight experimental fuels provided a predictive correlation for low-temperature viscosity, considered sufficiently accurate for many design or performance calculations.

Conversion of crop seed oils to jet fuel and associated methods

DOEpatents

Ginosar, Daniel M.; Petkovic, Lucia M.; Thompson, David N.

2010-05-18

Aspects of the invention include methods to produce jet fuel from biological oil sources. The method may be comprised of two steps: hydrocracking and reforming. The process may be self-sufficient in heat and hydrogen.

Classification of jet fuels by fuzzy rule-building expert systems applied to three-way data by fast gas chromatography--fast scanning quadrupole ion trap mass spectrometry.

PubMed

Sun, Xiaobo; Zimmermann, Carolyn M; Jackson, Glen P; Bunker, Christopher E; Harrington, Peter B

2011-01-30

A fast method that can be used to classify unknown jet fuel types or detect possible property changes in jet fuel physical properties is of paramount interest to national defense and the airline industries. While fast gas chromatography (GC) has been used with conventional mass spectrometry (MS) to study jet fuels, fast GC was combined with fast scanning MS and used to classify jet fuels into lot numbers or origin for the first time by using fuzzy rule-building expert system (FuRES) classifiers. In the process of building classifiers, the data were pretreated with and without wavelet transformation and evaluated with respect to performance. Principal component transformation was used to compress the two-way data images prior to classification. Jet fuel samples were successfully classified with 99.8 ± 0.5% accuracy for both with and without wavelet compression. Ten bootstrapped Latin partitions were used to validate the generalized prediction accuracy. Optimized partial least squares (o-PLS) regression results were used as positively biased references for comparing the FuRES prediction results. The prediction results for the jet fuel samples obtained with these two methods were compared statistically. The projected difference resolution (PDR) method was also used to evaluate the fast GC and fast MS data. Two batches of aliquots of ten new samples were prepared and run independently 4 days apart to evaluate the robustness of the method. The only change in classification parameters was the use of polynomial retention time alignment to correct for drift that occurred during the 4-day span of the two collections. FuRES achieved perfect classifications for four models of uncompressed three-way data. This fast GC/fast MS method furnishes characteristics of high speed, accuracy, and robustness. This mode of measurement may be useful as a monitoring tool to track changes in the chemical composition of fuels that may also lead to property changes. Copyright © 2010 Elsevier B.V. All rights reserved.

Scaling of cell size in cellular instabilities of nonpremixed jet flames

DOE Office of Scientific and Technical Information (OSTI.GOV)

Lo Jacono, D.; Monkewitz, P.A.

2007-10-15

Systematic experiments have been undertaken to study the parameter dependence of cellular instability and in particular the scaling of the resulting cell size in CO{sub 2}-diluted H{sub 2}-O{sub 2} jet diffusion flames. Cellular flames are known to arise near the extinction limit when reactant Lewis numbers are relatively low. The Lewis numbers of the investigated near-extinction mixtures, based on the initial mixture strength {phi}{sub m} and ambient conditions, varied in the ranges [1.1-1.3] for oxygen and [0.25-0.29] for hydrogen ({phi}{sub m} is defined here as the fuel-to-oxygen mass ratio, normalized by the stoichiometric ratio). The experiments were carried out bothmore » in an axisymmetric jet (AJ) burner and in a two-dimensional slot burner known as a Wolfhard-Parker (WP) burner with an oxidizer co-flow (mostly 100% O{sub 2}) of fixed low velocity. First, the region of cellular flames adjacent to the extinction limit was characterized in terms of initial H{sub 2} concentration and fuel jet velocity, with all other parameters fixed. Then, the wavelength of the cellular instability, i.e., the cell size, was determined as a function of the fuel jet velocity and the initial mixture strength {phi}{sub m}. For conditions not too close to extinction, this wavelength is found to increase with the square root of the vorticity thickness of the jet shear layer and roughly the 1/5 power of {phi}{sub m}. Very close to extinction, this scaling breaks down and will likely switch to a scaling with the flame thickness, i.e., involving the Damkoehler number. (author)« less

Personal exposure to JP-8 jet fuel vapors and exhaust at air force bases.

PubMed Central

Pleil, J D; Smith, L B; Zelnick, S D

2000-01-01

JP-8 jet fuel (similar to commercial/international jet A-1 fuel) is the standard military fuel for all types of vehicles, including the U.S. Air Force aircraft inventory. As such, JP-8 presents the most common chemical exposure in the Air Force, particularly for flight and ground crew personnel during preflight operations and for maintenance personnel performing routine tasks. Personal exposure at an Air Force base occurs through occupational exposure for personnel involved with fuel and aircraft handling and/or through incidental exposure, primarily through inhalation of ambient fuel vapors. Because JP-8 is less volatile than its predecessor fuel (JP-4), contact with liquid fuel on skin and clothing may result in prolonged exposure. The slowly evaporating JP-8 fuel tends to linger on exposed personnel during their interaction with their previously unexposed colleagues. To begin to assess the relative exposures, we made ambient air measurements and used recently developed methods for collecting exhaled breath in special containers. We then analyzed for certain volatile marker compounds for JP-8, as well as for some aromatic hydrocarbons (especially benzene) that are related to long-term health risks. Ambient samples were collected by using compact, battery-operated, personal whole-air samplers that have recently been developed as commercial products; breath samples were collected using our single-breath canister method that uses 1-L canisters fitted with valves and small disposable breathing tubes. We collected breath samples from various groups of Air Force personnel and found a demonstrable JP-8 exposure for all subjects, ranging from slight elevations as compared to a control cohort to > 100 [mutilpe] the control values. This work suggests that further studies should be performed on specific issues to obtain pertinent exposure data. The data can be applied to assessments of health outcomes and to recommendations for changes in the use of personal protective equipment that optimize risk reduction without undue impact on a mission. Images Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 PMID:10706522

Pulsed jet combustion generator for premixed charge engines

DOEpatents

Oppenheim, A. K.; Stewart, H. E.; Hom, K.

1990-01-01

A method and device for generating pulsed jets which will form plumes comprising eddie structures, which will entrain a fuel/air mixture from the head space of an internal combustion engine, and mixing this fuel/air mixture with a pre-ignited fuel/air mixture of the plumes thereby causing combustion of the reactants to occur within the interior of the eddie structures.

Sulfur Speciation and Extraction in Jet A (Briefing Charts)

DTIC Science & Technology

2015-08-16

Extraction fluid: denatured ethanol from Fisher Scientific and deionized water – Jet A fuel , approximately 500-800 ppm sulfur by weight – Data...Outline • Background • Experimental Setup – Extraction of sulfur compounds from fuel to alcohol/water extraction fluid – Each rinse is...Hydrophobic / Oleophillic Membrane Oleophobic / Hydrophillic Membrane Emulsion Phase Fuel Phase Water (Extraction Fluid) Phase DISTRIBUTION A

Occupational Jet Fuel Exposure and Invasive Cancer Occurrence in the United States Air Force, 1989-2003

DTIC Science & Technology

2007-01-01

Krishnadasan, A., Kennedy, N., Morgenstern, H., Ritz , B. Estimated effects of solvents and mineral oils on cancer incidence and mortality in a cohort of...aerospace workers. Am J Ind Med 2005; 48: 249-58. 25. Carlton , GN and Smith, LB. Exposures to jet fuel and benzene during aircraft fuel tank repair in

Fuel Microemulsions for Jet Engine Smoke Reduction

DTIC Science & Technology

1980-05-01

ESL-TR-80-25 FUEL MICROEMULSIONS FOR JET ENGINE SMOKE REDUCTION LEVEL$: 0• D.W. NAEGELI , G.E. FODOR, C.A. MOSES MOBILE ENERGY DIVISION 1N•j SOUTHWEST...Moses, C.A, and D.W. Naegeli , "Fuel Property Effects on Combustor Per- formance," AS!E Paper 79-GT-178, San Diego, CA, January 1979. 17. Naegeli , D.W

Altitude-chamber performance of British Rolls-Royce Nene II engine III : 18.00-inch-diameter jet nozzle

NASA Technical Reports Server (NTRS)

Grey, Ralph E; Brightwell, Virginia L; Barson, Zelmar; NACA

1950-01-01

An altitude-chamber investigation of British Rolls-Royce Nene II turbojet engine was conducted over range of altitudes from sea level to 65,000 feet and ram pressure ratios from 1.10 to 3.50, using an 18.00-inch-diameter jet nozzle. The 18.00-inch-diameter jet nozzle gave slightly lower values of net-thrust specific fuel consumption than either the 18.41- or the standard 18.75-inch-diameter jet nozzles at high flight speeds. At low flight speeds, the 18.41-inch-diameter jet nozzle gave the lowest value of net-thrust specific fuel consumption.

Case Series Investigation of Amyotrophic Lateral Sclerosis (ALS) Among Former Kelly Air Force Base Workers

DTIC Science & Technology

2005-04-01

substance was jet fuel fumes (n=12, 30%), followed by cleaning solvents/degreaser (n=l 1, 28%) and aluminum (n=10, 25%). (see Appendix C) Miscellaneous...17.1 13 21.7 7 6 13 Aluminum 38 16.7 17 28.3 8 7 6 Paint, varnish, stain 37 16.2 16 26.7 5 7 9 Jet fuel fumes 35 15.4 16 26.7 4 13 2 Adhesives, glues...14.3 Peripheral Neuropathy 1 14.3 Primary Lateral Sclerosis 1 14.3 Diabetes 5 5.4 Type II (Adult Onset) 4 80.0 Don ’t know 1 20.0 Liver 5 5.4 Hepatitis

Environmental cost-benefit analysis of ultra low sulfur jet fuel.

DOT National Transportation Integrated Search

2011-12-01

Aircraft emissions can reduce air quality, leading to adverse health impacts including : increased risk of premature mortality. A technically viable way to mitigate the health : impacts of aviation is the use of desulfurized jet fuel, as has been don...

Climate Impact and Economic Feasibility of Solar Thermochemical Jet Fuel Production.

PubMed

Falter, Christoph; Batteiger, Valentin; Sizmann, Andreas

2016-01-05

Solar thermochemistry presents a promising option for the efficient conversion of H2O and CO2 into liquid hydrocarbon fuels using concentrated solar energy. To explore the potential of this fuel production pathway, the climate impact and economic performance are analyzed. Key drivers for the economic and ecological performance are thermochemical energy conversion efficiency, the level of solar irradiation, operation and maintenance, and the initial investment in the fuel production plant. For the baseline case of a solar tower concentrator with CO2 capture from air, jet fuel production costs of 2.23 €/L and life cycle greenhouse gas (LC GHG) emissions of 0.49 kgCO2-equiv/L are estimated. Capturing CO2 from a natural gas combined cycle power plant instead of the air reduces the production costs by 15% but leads to LC GHG emissions higher than that of conventional jet fuel. Favorable assumptions for all involved process steps (30% thermochemical energy conversion efficiency, 3000 kWh/(m(2) a) solar irradiation, low CO2 and heliostat costs) result in jet fuel production costs of 1.28 €/L at LC GHG emissions close to zero. Even lower production costs may be achieved if the commercial value of oxygen as a byproduct is considered.

Upgrading Lignocellulosic Products to Drop-In Biofuels via Dehydrogenative Cross-Coupling and Hydrodeoxygenation Sequence.

PubMed

Sreekumar, Sanil; Balakrishnan, Madhesan; Goulas, Konstantinos; Gunbas, Gorkem; Gokhale, Amit A; Louie, Lin; Grippo, Adam; Scown, Corinne D; Bell, Alexis T; Toste, F Dean

2015-08-24

Life-cycle analysis (LCA) allows the scientific community to identify the sources of greenhouse gas (GHG) emissions of novel routes to produce renewable fuels. Herein, we integrate LCA into our investigations of a new route to produce drop-in diesel/jet fuel by combining furfural, obtained from the catalytic dehydration of lignocellulosic pentose sugars, with alcohols that can be derived from a variety of bio- or petroleum-based feedstocks. As a key innovation, we developed recyclable transition-metal-free hydrotalcite catalysts to promote the dehydrogenative cross-coupling reaction of furfural and alcohols to give high molecular weight adducts via a transfer hydrogenation-aldol condensation pathway. Subsequent hydrodeoxygenation of adducts over Pt/NbOPO4 yields alkanes. Implemented in a Brazilian sugarcane biorefinery such a process could result in a 53-79% reduction in life-cycle GHG emissions relative to conventional petroleum fuels and provide a sustainable source of low carbon diesel/jet fuel. © 2015 WILEY-VCH Verlag GmbH & Co. KGaA, Weinheim.

Spatial distribution of jet fuel in the vadoze zone of a heterogeneous and fractured soil.

PubMed

Tzovolou, D N; Benoit, Y; Haeseler, F; Klint, K E; Tsakiroglou, C D

2009-04-01

The goal of the present work is to screen and evaluate all available data before selecting and testing remediation technologies on heterogeneous soils polluted by jet fuel. The migration pathways of non-aqueous phase liquids (NAPLs) in the subsurface relate closely with soil properties. A case study is performed on the vadoze zone of a military airport of north-west Poland contaminated by jet fuel. Soil samples are collected from various depths of two cells, and on-site and off-site chemical analyses of hydrocarbons are conducted by using Pollut Eval apparatus and GC-MS, respectively. The geological conceptual model of the site along with microscopic and hydraulic properties of the porous matrix and fractures enable us to interpret the non-uniform spatial distribution of jet fuel constituents. The total concentration of the jet fuel and its main hydrocarbon families (n-paraffins, major aromatics) over the two cells is governed by the slow preferential flow of NAPL through the porous matrix, the rapid NAPL convective flow through vertical desiccation and sub-horizontal glaciotectonic fractures, and n-paraffin biodegradation in upper layers where the rates of oxygen transfer is not limited by complexities of the pore structure. The information collected is valuable for the selection, implementation and evaluation of two in situ remediation methods.

Life-cycle analysis of camelina biodiesel and jet-fuel

NASA Astrophysics Data System (ADS)

Dangol, Namrata

Camelina sativa (Camelina) could be a potential feedstock to help meet the goal of 36 billion gallons of biofuel production in the United States by 2022, as set forth by EISA of 2007. This research is focused on assessing the energy balance and greenhouse gas (GHG) emissions from camelina biodiesel grown and produced in the Pacific Northwest (PNW) region of the USA. Data were collected from a camelina farm in the region and compared to literature values. Energy used in camelina crushing and transesterification were measured at the University of Idaho. Life cycle analysis showed that use of camelina biodiesel reduces GHG emissions by 72% compared to 2005 baseline diesel fuel. Camelina biodiesel at B100 level, however, did not meet the ASTM D6751 specification for oxidative stability without any additives but could be corrected with proper additive. Camelina had a smaller seed size compared to canola and consequently required 23% more energy for crushing. Despite higher energy use for crushing, the net energy ratio for camelina biodiesel was found to be 3.68. From the agronomic standpoint, camelina can be incorporated as a rotational crop into low rainfall areas of the PNW. Wheat areas of PNW with annual rainfall from 19 to 38 cm (7.5--15") and currently incorporating fallow into their rotations were considered as potential areas for camelina. There were 846,500 hectares (2.1 million acres) of land available in the region that could potentially produce 443.0 million L of biodiesel (117.1 million gal) and 1.2 billion kg of meal per year. This meal quantity is about 12.1% of the potential camelina meal that could be used as livestock feed in the PNW. Therefore, it was concluded that the meal has adequate market to be consumed locally as livestock feed. This research also conducted the life cycle analysis of camelina jet fuel produced in the laboratory scale facility. The jet fuel was produced via deoxygenation of the camelina oil in an inert environment, in the presence of Pd/Al2O3 catalyst. The jet fuel fraction was separated with fractional distillation. The produced jet fuel was tested for ASTM D-7566-13 specifications for aviation fuel. The produced jet fuel did not meet the specifications for freezing point by 2°C at its neat form with no additives. The energy balance and GHG emission analysis of the produced fuel was performed. The NER of the fuel was found to be 1.36, and the GHG emission reduction was 57% compared to the conventional jet fuel.

Alleviating monoterpene toxicity using a two-phase extractive fermentation for the bioproduction of jet fuel mixtures in Saccharomyces cerevisiae.

PubMed

Brennan, Timothy C R; Turner, Christopher D; Krömer, Jens O; Nielsen, Lars K

2012-10-01

Monoterpenes are a diverse class of compounds with applications as flavors and fragrances, pharmaceuticals and more recently, jet fuels. Engineering biosynthetic pathways for monoterpene production in microbial hosts has received increasing attention. However, monoterpenes are highly toxic to many microorganisms including Saccharomyces cerevisiae, a widely used industrial biocatalyst. In this work, the minimum inhibitory concentration (MIC) for S. cerevisiae was determined for five monoterpenes: β-pinene, limonene, myrcene, γ-terpinene, and terpinolene (1.52, 0.44, 2.12, 0.70, 0.53 mM, respectively). Given the low MIC for all compounds tested, a liquid two-phase solvent extraction system to alleviate toxicity during fermentation was evaluated. Ten solvents were tested for biocompatibility, monoterpene distribution, phase separation, and price. The solvents dioctyl phthalate, dibutyl phthalate, isopropyl myristate, and farnesene showed greater than 100-fold increase in the MIC compared to the monoterpenes in a solvent-free system. In particular, the MIC for limonene in dibutyl phthalate showed a 702-fold (308 mM, 42.1 g L(-1) of limonene) improvement while cell viability was maintained above 90%, demonstrating that extractive fermentation is a suitable tool for the reduction of monoterpene toxicity. Finally, we estimated that a limonane to farnesane ratio of 1:9 has physicochemical properties similar to traditional Jet-A aviation fuel. Since farnesene is currently produced in S. cerevisiae, its use as a co-product and extractant for microbial terpene-based jet fuel production in a two-phase system offers an attractive bioprocessing option. Copyright © 2012 Wiley Periodicals, Inc.

Laboratory Evaluation of Novel Particulate Control Concepts for Jet Engine Test Cells.

DTIC Science & Technology

1983-12-01

HHV = Fuel higher heating value, btu/lb. tH = Heat of reaction, btu/Ib. KE = Kinetic energy, btu/hr. LHV = Lower heating value, btu/lb. M = Mass flow...the fuel bond energy must be the lower heating value ( LHV = AH of combustion with water as a vapor product). Therefore, the HHV must be corrected by... fuel . .- 7 This component is negligible for jet engines operated on uncontaminated turbine fuels . C. ALTERNATIVES AVAILABLE Several alternatives have

Alternative aircraft fuels

NASA Technical Reports Server (NTRS)

Longwell, J. P.; Grobman, J. S.

1977-01-01

The efficient utilization of fossil fuels by future jet aircraft may necessitate the broadening of current aviation turbine fuel specifications. The most significant changes in specifications would be an increased aromatics content and a higher final boiling point in order to minimize refinery energy consumption and costs. These changes would increase the freezing point and might lower the thermal stability of the fuel, and could cause increased pollutant emissions, increased combustor liner temperatures, and poorer ignition characteristics. The effects that broadened specification fuels may have on present-day jet aircraft and engine components and the technology required to use fuels with broadened specifications are discussed.

Basic Science Simulations Provide New Insights to Aid Hydrogen Gas Turbine Development (Fact Sheet), NREL Highlights, Science

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

2011-11-01

Massive first-principles simulation provides insight into flame anchoring in a hydrogen-rich jet in cross-flow. When gas turbine designers want to use gasified biomass for stationary power generation, they are faced with a challenge: bio-derived syngas typically contains significant amounts of hydrogen, which is far more reactive than the methane that is the traditional gas turbine fuel. This reactivity leads to a safety design issue, because with hydrogen-rich fuels a flame may anchor in the fuel injection section of the combustor instead of the downstream design point. In collaboration with Jacqueline Chen of Sandia National Laboratories and Andrea Gruber of SINTEF,more » a Norwegian energy think tank, the National Renewable Energy Laboratory (NREL) is carrying out fundamental simulations to provide new insight into the physics of flame anchoring in canonical 'jet in cross-flow' configurations using hydrogen-rich fuels. To deal with the large amount and complexity of the data, the combustion scientists also teamed up with computer scientists from across the U.S. Department of Energy's laboratories to develop novel ways to analyze the data. These simulations have shown that fine-scale turbulence structures formed at the jet boundary provide particularly intense mixing between the fuel and air, which then enters a quiescent region formed downstream of the jet in a separate, larger turbulent structure. This insight explains the effect that reducing the wall-normal velocity of the fuel jet causes the flame to blow off; with the aid of the simulation, we now understand this counterintuitive result because reducing the wall-normal velocity would reduce the intensity of the mixing as well as move the quiescent region farther downstream. NREL and its research partners are conducting simulations that provide new insight into the physics of flame anchoring in canonical 'jet in cross-flow' configurations using hydrogen-rich fuels. Simulation results explain the mechanism behind flame blow-off occurring when a component in the cross-flow direction is progressively added to the jet velocity vector, thereby reducing the relative impact of its wall-normal velocity component. Understanding the mechanism for flame anchoring aids the design of fuel injection nozzles that meet safety requirements when using hydrogen-rich fuels.« less

Effect of fuel density and heating value on ram-jet airplane range

NASA Technical Reports Server (NTRS)

Henneberry, Hugh M

1952-01-01

An analytical investigation of the effects of fuel density and heating value on the cruising range of a ram-jet airplane was made. Results indicate that with present-day knowledge of chemical fuels, neither very high nor very low fuel densities have any advantages for long-range flight. Of the fuels investigated, the borohydrides and metallic boron have the greatest range potential. Aluminum and aluminum hydrocarbon slurries were inferior to pure hydrocarbon fuel and boron-hydrocarbon slurries were superior on a range basis. It was concluded that the practical difficulties associated with the use of liquid hydrogen fuel cannot be justified on a range basis.

Investigation of charge dissipation in jet fuel in a dielectric fuel tank

NASA Astrophysics Data System (ADS)

Kitanin, E. L.; Kravtsov, P. A.; Trofimov, V. A.; Kitanina, E. E.; Bondarenko, D. A.

2017-09-01

The electrostatic charge dissipation process in jet fuel in a polypropylene tank was investigated experimentally. Groundable metallic terminals were installed in the tank walls to accelerate the dissipation process. Several sensors and an electrometer with a current measuring range from 10-11 to 10-3 A were specifically designed to study the dissipation rates. It was demonstrated that thanks to the sensors and the electrometer one can obtain reliable measurements of the dissipation rate and look at how it is influenced by the number and locations of the terminals. Conductivity of jet fuel and effective conductivity of the tank walls were investigated in addition. The experimental data agree well with the numerical simulation results obtained using COMSOL software package.

Jet fuels from synthetic crudes

NASA Technical Reports Server (NTRS)

Antoine, A. C.; Gallagher, J. P.

1977-01-01

An investigation was conducted to determine the technical problems in the conversion of a significant portion of a barrel of either a shale oil or a coal synthetic crude oil into a suitable aviation turbine fuel. Three syncrudes were used, one from shale and two from coal, chosen as representative of typical crudes from future commercial production. The material was used to produce jet fuels of varying specifications by distillation, hydrotreating, and hydrocracking. Attention is given to process requirements, hydrotreating process conditions, the methods used to analyze the final products, the conditions for shale oil processing, and the coal liquid processing conditions. The results of the investigation show that jet fuels of defined specifications can be made from oil shale and coal syncrudes using readily available commercial processes.

Presidential Green Chemistry Challenge: 2009 Small Business Award

EPA Pesticide Factsheets

Presidential Green Chemistry Challenge 2009 award winner, Virent, developed a water-based, catalytic method to make gasoline, diesel, or jet fuel from plant sugar, starch, or cellulose that requires little external energy.

Composition and Chemical Stability of Motor Fuels,

DTIC Science & Technology

Fuels, *Hydrocarbons, Cycloalkanes, Chemical analysis, Gasoline, Diesel fuels, Fuel additives, Chemical reactions, Stability, Jet engine fuels...Aviation gasoline, Aviation fuels, Chemical composition, Aromatic hydrocarbons, Unsaturated hydrocarbons, Storage, USSR, Translations, Fuel systems, Alkanes

Design and Operation of an Electrochemical Methanol Concentration Sensor for Direct Methanol Fuel Cell Systems

NASA Technical Reports Server (NTRS)

Narayanan, S. R.; Valdez, T. I.; Chun, W.

2000-01-01

The development of a 150-Watt packaged power source based on liquid feed direct methanol fuel cells is being pursued currently at the Jet propulsion Laboratory for defense applications. In our studies we find that the concentration of methanol in the fuel circulation loop affects the electrical performance and efficiency the direct methanol fuel cell systems significantly. The practical operation of direct methanol fuel cell systems, therefore, requires accurate monitoring and control of methanol concentration. The present paper reports on the principle and demonstration of an in-house developed electrochemical sensor suitable for direct methanol fuel cell systems.

Effect of some nitrogen compounds thermal stability of jet A

NASA Technical Reports Server (NTRS)

Antoine, A. C.

1982-01-01

The effect of known concentrations of some nitrogen containing compounds on the thermal stability of a conventional fuel, namely, Jet A was investigated. The concentration range from 0.01 to 0.1 wt% nitrogen was examined. Solutions were made containing, individually, pyrrole, indole, quinoline, pyridine, and 4 ethylpyridine at 0.01, 0.03, 0.06, and 0.1 wt% nitrogen concentrations in Jet A. The measurements were all made by using a standard ASTM test for evaluating fuel thermal oxidation behavior, namely, ASTM D3241, 'thermal oxidation stability of turbine fuels (JFTOT procedure).' Measurements were made at two temperature settings, and 'breakpoint temperatures' were determined. The results show that the pyrrole and indole solutions have breakpoint temperatures substantially lower than those of the Jet A used.

Transitional Gas Jet Diffusion Flames in Microgravity

NASA Technical Reports Server (NTRS)

Agrawal, Ajay K.; Alammar, Khalid; Gollahalli, S. R.; Griffin, DeVon (Technical Monitor)

2000-01-01

Drop tower experiments were performed to identify buoyancy effects in transitional hydrogen gas jet diffusion flames. Quantitative rainbow schlieren deflectometry was utilized to optically visualize the flame and to measure oxygen concentration in the laminar portion of the flame. Test conditions consisted of atmospheric pressure flames burning in quiescent air. Fuel from a 0.3mm inside diameter tube injector was issued at jet exit Reynolds numbers (Re) of 1300 to 1700. Helium mole percentage in the fuel was varied from 0 to 40%. Significant effects of buoyancy were observed in near field of the flame even-though the fuel jets were momentum-dominated. Results show an increase of breakpoint length in microgravity. Data suggest that transitional flames in earth-gravity at Re<1300 might become laminar in microgravity.

Breathing Cleaner Fumes

NASA Image and Video Library

2014-10-14

There’s more than one way to study the impact of biofuels. For NASA scientists, it means trailing an aircraft from as little as 300 feet behind while flying 34,000 feet in the air. Earlier this year, a NASA-led team conducted a series of carefully choreographed flights over California in order to sniff out how aircraft emissions differ when using petroleum fuels or biofuels. Early results from the Alternative Fuel Effects on Contrails and Cruise Emissions (ACCESS II) experiment confirm that blended biofuel is the cleaner-burning fuel. "Our findings show we definitely see a 50 percent reduction in soot emissions from the DC-8 when it burns the blended fuel as opposed to jet fuel alone," said Bruce Anderson, ACCESS principal investigator from NASA's Langley Research Center. The DC-8 is a NASA science workhorse: a flying laboratory equipped to collect—or, in this case, produce—data for basic Earth science research. During the ACESS experiment, scientists took advantage of the aircraft's segregated fuel tank. On the fly, the pilot switched the fuel type sent to each of the four engines. The engines burned either jet fuel, or a 50-50 blend of jet fuel and a renewable alternative produced from camelina plant oil. With each change of fuel, three other instrumented aircraft took turns lining up in the DC-8's wake and flying anywhere from 90 meters (300 feet) to more than 30 kilometers (20 miles) behind to catch a sniff. Richard Moore, a post-doctoral fellow at NASA Langley, took this photograph with a DSLR camera on May 7, 2014, during an ACCESS II test flight over Edwards Air Force Base in California. The photo was taken from Langley's HU-25C Guardian jet as it descended toward NASA's Armstrong Flight Research Center after a successful three-hour sampling flight behind the DC-8. The aircraft trailing the DC-8 in the photo was a Falcon 20-E5 jet owned by the German Aerospace Center. The flight on May 7 was just the first in a series of flights that lasted throughout the month. After the campaign, researchers continued to examine the data to determine whether a reduction in soot emissions translates to a reduction in contrail formation, and how that might affect climate. Read more: 1.usa.gov/1wBfaKq NASA image use policy. NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission. Follow us on Twitter Like us on Facebook Find us on Instagram

Evaluation of Fatty Acid Methyl Ester (FAME) Contamination on the Thermal Stability Characteristics of Military Jet Fuels (JP-8 And JP-5)

DTIC Science & Technology

2013-12-01

of increased contamination levels of FAME in Jet A, FAME material will likely be transported in the same conveyance as JP-5 – bringing with it the...is a blend of four common biodiesel (FAME) fuels from different feedstocks. All FAME contaminated fuels were prepared with this FAME material at a

Detail of north side of Test Stand 'A' base, showing ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Detail of north side of Test Stand 'A' base, showing tanks for distilled water (left), fuel (center), and gaseous nitrogen (right). Other tanks present for tests were removed before this image was taken. - Jet Propulsion Laboratory Edwards Facility, Test Stand A, Edwards Air Force Base, Boron, Kern County, CA

Hydrocarbons (jet fuel JP-8) induce epigenetic transgenerational inheritance of obesity, reproductive disease and sperm epimutations.

PubMed

Tracey, Rebecca; Manikkam, Mohan; Guerrero-Bosagna, Carlos; Skinner, Michael K

2013-04-01

Environmental compounds have been shown to promote epigenetic transgenerational inheritance of disease. The current study was designed to determine if a hydrocarbon mixture involving jet fuel (JP-8) promotes epigenetic transgenerational inheritance of disease. Gestating F0 generation female rats were transiently exposed during the fetal gonadal development period. The direct exposure F1 generation had an increased incidence of kidney abnormalities in both females and males, prostate and pubertal abnormalities in males, and primordial follicle loss and polycystic ovarian disease in females. The first transgenerational generation is the F3 generation, and the jet fuel lineage had an increased incidence of primordial follicle loss and polycystic ovarian disease in females, and obesity in both females and males. Analysis of the jet fuel lineage F3 generation sperm epigenome identified 33 differential DNA methylation regions, termed epimutations. Observations demonstrate hydrocarbons can promote epigenetic transgenerational inheritance of disease and sperm epimutations, potential biomarkers for ancestral exposures. Copyright © 2012 Elsevier Inc. All rights reserved.

Hydrocarbons (Jet Fuel JP-8) Induce Epigenetic Transgenerational Inheritance of Obesity, Reproductive Disease and Sperm Epimutations

PubMed Central

Tracey, Rebecca; Manikkam, Mohan; Guerrero-Bosagna, Carlos; Skinner, Michael K.

2012-01-01

Environmental compounds have been shown to promote epigenetic transgenerational inheritance of disease. The current study was designed to determine if a hydrocarbon mixture involving jet fuel (JP-8) promotes epigenetic transgenerational inheritance of disease. Gestating F0 generation female rats were transiently exposed during the fetal gonadal development period. The direct exposure F1 generation had an increased incidence of kidney abnormalities in both females and males, prostate and pubertal abnormalities in males, and primordial follicle loss and polycystic ovarian disease in females. The first transgenerational generation is the F3 generation, and the jet fuel lineage had an increased incidence of primordial follicle loss and polycystic ovarian disease in females, and obesity in both females and males. Analysis of the jet fuel lineage F3 generation sperm epigenome identified 33 differential DNA methylation regions, termed epimutations. Observations demonstrate hydrocarbons can promote epigenetic transgenerational inheritance of disease and sperm epimutations, potential biomarkers for ancestral exposures. PMID:23453003

A study to estimate and compare the total particulate matter emission indices (EIN) between traditional jet fuel and two blends of Jet A/Camelina biofuel used in a high by-pass turbofan engine: A case study of Honeywell TFE-109 engine

NASA Astrophysics Data System (ADS)

Shila, Jacob Joshua Howard

The aviation industry is expected to grow at an annual rate of 5% until the year 2031 according to Boeing Outlook Report of 2012. Although the aerospace manufacturers have introduced new aircraft and engines technologies to reduce the emissions generated by aircraft engines, about 15% of all aircraft in 2032 will be using the older technologies. Therefore, agencies such as the National Aeronautics and Astronautics Administration (NASA), Federal Aviation Administration (FAA), the Environmental Protection Agency (EPA) among others together with some academic institutions have been working to characterize both physical and chemical characteristics of the aircraft particulate matter emissions to further understand their effects to the environment. The International Civil Aviation Organization (ICAO) is also working to establish an inventory with Particulate Matter emissions for all the aircraft turbine engines for certification purposes. This steps comes as a result of smoke measurements not being sufficient to provide detailed information on the effects of Particulate Matter (PM) emissions as far as the health and environmental concerns. The use of alternative fuels is essential to reduce the impacts of emissions released by Jet engines since alternative aviation fuels have been studied to lower particulate matter emissions in some types of engines families. The purpose of this study was to determine whether the emission indices of the biofuel blended fuels were lower than the emission indices of the traditional jet fuel at selected engine thrust settings. The biofuel blends observed were 75% Jet A-25% Camelina blend biofuel, and 50% Jet A-50% Jet A blend biofuel. The traditional jet fuel in this study was the Jet A fuel. The results of this study may be useful in establishing a baseline for aircraft engines' PM inventory. Currently the International Civil Aviation Organization (ICAO) engines emissions database contains only gaseous emissions data for only the TFE 731 and JT15D engines' families as representatives of other engines with rated thrust of 6000 pounds or below. The results of this study may be used to add to the knowledge of PM emission data that has been collected in other research studies. This study was quantitative in nature. Three factors were designated which were the types of fuels studied. The TFE-109 turbofan engine was the experimental subject. The independent variable was the engine thrust setting while the response variable was the emission index. Four engine runs were conducted for each fuel. In each engine run, four engine thrust settings were observed. The four engine thrust levels were 10%, 30%, 85%, and 100% rated thrusts levels. Therefore, for each engine thrust settings, there four replicates. The experiments were conducted using a TFE-109 engine test cell located in the Niswonger Aviation Technology building at the Purdue University Airport. The testing facility has the capability to conduct the aircraft PM emissions tests. Due to the equipment limitations, the study was limited to observe total PM emissions instead of specifically measuring the non-volatile PM emissions. The results indicate that the emissions indices of the blended biofuels were not statistically significantly lower compared to the emissions of the traditional jet fuel at rated thrust levels of 100% and 85% of TFE-109 turbofan engine. However, the emission indices for the 50%Jet A - 50%Camelina biofuel blend were statistically significantly lower compared to the emission indices of the 100% Jet A fuel at 10% and 30% engine rated thrusts levels of TFE-109 engine. The emission indices of the 50%-50% biofuel blend were lower by reductions of 15% and 17% at engine rated thrusts of 10% and 30% respectively compared to the emissions indices of the traditional jet fuel at the same engine thrust levels. Experimental modifications in future studies may provide estimates of the emissions indices range for this particular engine these estimates may be used to estimate the levels of PM emissions for other similar engines. Additional measurements steps such as heating of the sampling line, sampling dilution application, sampling line loss estimates, and calculations of the sampling line PM residence times will also be useful future results.

Immunotoxicological effects of JP-8 jet fuel exposure.

PubMed

Harris, D T; Sakiestewa, D; Robledo, R F; Witten, M

1997-01-01

Chronic exposure to jet fuel has been shown to have adverse effects on human liver function, to cause emotional dysfunction, to cause abnormal electroencephalograms, to cause shortened attention spans, and to decrease sensorimotor speed (3-5). Due to the decision by the United States Air Force to implement the widespread use of JP-8 jet fuel in its operations, a thorough understanding of its potential effects upon exposed personnel is both critical and necessary. Exposure to potential environmental toxicants such as JP-8 may have significant effects on host systems beyond those readily visible (e.g., physiology, cardiology, respiratory, etc.); e.g., the immune system. Significant changes in immune consequences, even if short-lived, may have serious consequences for the exposed host that may impinge affect susceptibility to infectious agents. Major alterations in immune function that are long-lasting may result in an increased likelihood of development and/or progression of cancer, as well as autoimmune diseases. In the current study mice were exposed for 1h/day for 7 days to varying concentrations of aerosolized JP-8 jet fuel to simulate occupational exposures. Twenty-four hours after the last exposure the mice were analyzed for effects on their immune systems. It was observed that even at exposure concentrations as low as 100 mg/m3 detrimental effects on the immune system occurred. Decreases in viable immune cell numbers and immune organ weights were found. Jet fuel exposure resulted in losses of different immune cell subpopulations depending upon the immune organ being examined. Further, JP-8 exposure resulted in significantly decreased immune function, as analyzed by mitogenesis assays. Suppressed immune function could not be overcome by the addition of exogenous growth factors known to stimulate immune function. Thus, short-term, low concentration exposure of mice to JP-8 jet fuel caused significant toxicological effects on the immune system. It appears that the immune system may be the most sensitive indicator of toxicological damage due to JP-8 exposure, as effects were seen at concentrations of jet fuel that did not evidence change in other biological systems. Such changes may have significant effects on the health of the exposed individual.

The regimes of twin-fluid jet-in-crossflow at atmospheric and jet-engine operating conditions

NASA Astrophysics Data System (ADS)

Tan, Zu Puayen; Bibik, Oleksandr; Shcherbik, Dmitriy; Zinn, Ben T.; Patel, Nayan

2018-02-01

The "Twin-Fluid Jet-in-Crossflow (TF-JICF)" is a nascent variation of the classical JICF, in which a liquid jet is co-injected with an annular sleeve of gas into a gaseous crossflow. Jet-engine designers are interested in using TF-JICF for liquid-fuel injection and atomization in the next-generation combustors because it is expected to minimize combustor-damaging auto-ignition and fuel-coking tendencies. However, experimental data of TF-JICF are sparse. Furthermore, a widely accepted TF-JICF model that correlates the spray's penetration to the combined liquid-gas momentum-flux ratio (Jeff) is increasingly showing discrepancy with emerging results, suggesting a gap in the current understanding of TF-JICF. This paper describes an investigation that addressed the gap by experimentally characterizing the TF-JICF produced by a single injector across wide ranges of operating conditions (i.e., jet-A injectant, crossflow of air, crossflow Weber number = 175-1050, crossflow pressure Pcf = 1.8-9.5 atm, momentum-flux ratio J = 5-40, and air-nozzle dP = 0%-150% of Pcf). These covered the conditions previously used to develop the Jeff model, recently reported conditions that produced Jeff discrepancies, and high-pressure conditions found in jet-engines. Dye-based shadowgraph was used to acquire high-resolution (13.52 μm/pixel) images of the TF-JICF, which revealed wide-ranging characteristics such as the disrupted Rayleigh-Taylor jet instabilities, air-induced jet corrugations, spray-bifurcations, and prompt-atomization. Analyses of the data showed that contrary to the literature, the TF-JICF's penetration is not monotonically related to Jeff. A new conceptual framework for TF-JICF is proposed, where the flow configuration is composed of four regimes, each having different penetration trends, spray structures, and underlying mechanisms.

Design, Fabrication, and Testing of an Auxiliary Cooling System for Jet Engines

NASA Technical Reports Server (NTRS)

Leamy, Kevin; Griffiths, Jim; Andersen, Paul; Joco, Fidel; Laski, Mark; Balser, Jeffrey (Technical Monitor)

2001-01-01

This report summarizes the technical effort of the Active Cooling for Enhanced Performance (ACEP) program sponsored by NASA. It covers the design, fabrication, and integrated systems testing of a jet engine auxiliary cooling system, or turbocooler, that significantly extends the use of conventional jet fuel as a heat sink. The turbocooler is designed to provide subcooled cooling air to the engine exhaust nozzle system or engine hot section. The turbocooler consists of three primary components: (1) a high-temperature air cycle machine driven by engine compressor discharge air, (2) a fuel/ air heat exchanger that transfers energy from the hot air to the fuel and uses a coating to mitigate fuel deposits, and (3) a high-temperature fuel injection system. The details of the turbocooler component designs and results of the integrated systems testing are documented. Industry Version-Data and information deemed subject to Limited Rights restrictions are omitted from this document.

Investigation of spray dispersion and particulate formation in diesel fuel flames

NASA Technical Reports Server (NTRS)

Back, L. H.; Bankston, C. P.; Kwack, E. Y.; Bellan, J.; Harstad, K.

1988-01-01

An experimental study of electrostatical atomized and dispersed diesel fuel jets was conducted at various back pressures to 40 atm. A new electrostatic injection technique was utilized to generate continuous, stable fuel sprays at charge densities of 1.5 to 2.0 C/m3 of fluid at one atm, and about 1.0 C/m3 at 40 atm. Flowrates were varied from 0.5 to 2.5 ml/s and electric potentials to -18 kV. Visual observations showed that significant enhanced dispersion of charged fuel jets occurred at high back pressures compared to aerodynamic breakup and dispersion. The average drop size was about the same as the spray triode orifice diameter, and was between the Kelly theory and the Rayleigh limit. The ignition tests, done only at one atm, indicated stable combustion of the electrostatically dispersed fuel jets.

Low-energy gamma ray attenuation characteristics of aviation fuels

NASA Technical Reports Server (NTRS)

Singh, Jag J.; Shen, Chih-Ping; Sprinkle, Danny R.

1990-01-01

Am241 (59.5 keV) gamma ray attenuation characteristics were investigated in 270 aviation fuel (Jet A and Jet A-1) samples from 76 airports around the world as a part of world wide study to measure the variability of aviation fuel properties as a function of season and geographical origin. All measurements were made at room temperature which varied from 20 to 27 C. Fuel densities (rho) were measured concurrently with their linear attenuation coefficients (mu), thus providing a measure of mass attenuation coefficient (mu/rho) for the test samples. In 43 fuel samples, rho and mu values were measured at more than one room temperature, thus providing mu/rho values for them at several temperatures. The results were found to be independent of the temperature at which mu and rho values were measured. It is noted that whereas the individual mu and rho values vary considerably from airport to airport as well as season to season, the mu/rho values for all samples are constant at 0.1843 + or - 0.0013 cu cm/gm. This constancy of mu/rho value for aviation fuels is significant since a nuclear fuel quantity gauging system based on low energy gamma ray attenuation will be viable throughout the world.

27 CFR 21.55 - Formula No. 28-A.

Code of Federal Regulations, 2010 CFR

2010-04-01

... hydrocarbon solvent. (b) Authorized uses. (1) As a fuel: 611.Automobile and supplementary fuels. 612.Airplane and supplementary fuels. 613.Rocket and jet fuels. 620.Proprietary heating fuels. 630.Other fuel uses...

27 CFR 21.55 - Formula No. 28-A.

Code of Federal Regulations, 2012 CFR

2012-04-01

... hydrocarbon solvent. (b) Authorized uses. (1) As a fuel: 611.Automobile and supplementary fuels. 612.Airplane and supplementary fuels. 613.Rocket and jet fuels. 620.Proprietary heating fuels. 630.Other fuel uses...

27 CFR 21.55 - Formula No. 28-A.

Code of Federal Regulations, 2011 CFR

2011-04-01

... hydrocarbon solvent. (b) Authorized uses. (1) As a fuel: 611.Automobile and supplementary fuels. 612.Airplane and supplementary fuels. 613.Rocket and jet fuels. 620.Proprietary heating fuels. 630.Other fuel uses...

27 CFR 21.55 - Formula No. 28-A.

Code of Federal Regulations, 2014 CFR

2014-04-01

... hydrocarbon solvent. (b) Authorized uses. (1) As a fuel: 611.Automobile and supplementary fuels. 612.Airplane and supplementary fuels. 613.Rocket and jet fuels. 620.Proprietary heating fuels. 630.Other fuel uses...

27 CFR 21.55 - Formula No. 28-A.

Code of Federal Regulations, 2013 CFR

2013-04-01

... hydrocarbon solvent. (b) Authorized uses. (1) As a fuel: 611.Automobile and supplementary fuels. 612.Airplane and supplementary fuels. 613.Rocket and jet fuels. 620.Proprietary heating fuels. 630.Other fuel uses...

Development of a NIRS method to measure quality characteristics in Brassica germplasm

USDA-ARS?s Scientific Manuscript database

Hydrotreated renewable jet (HRJ) fuels from plant oils have been commercially demonstrated as an alternative to petroleum jet fuels, but full scale production has not occurred because of concerns over cost and competition with food production. Rapeseed (Brassica napus), along with Brassica carinata,...

Worldwide Life Cycle Analysis (LCA) of Greenhouse Gas (GHG) Emissions from Petroleum Jet Fuel

DOT National Transportation Integrated Search

2017-11-09

The main objective of this project was to calculate greenhouse gas emissions estimates for petroleum jet fuels for the recent past and for future scenarios in the coming decades. Results were reported globally and broken out by world regions, and the...

EXHALED HUMAN BREATH MEASUREMENT OF JET FUEL CONSTITUENTS: DISTINGUISHING BETWEEN INHALATION AND DERMAL EXPOSURE ROUTES

EPA Science Inventory

In response to anecdotal reports, perceived health issues, and widespread complaints, the U.S. military launched an investigation into the occupational and environmental human exposure to jet fuel. The work described in the presentation assesses the correlation between two breat...

The Utility of Naphthyl-Keratin Adducts as Biomarkers for Jet-Fuel Exposure

EPA Science Inventory

We investigated the association between biomarkers of dermal exposure, naphthyl-keratin adducts (NKA), and urine naphthalene biomarker levels in 105 workers routinely exposed to jet-fuel. A moderate correlation was observed between NKA and urine naphthalene levels (p = 0.061). Th...

IMPLEMENTATION OF NATURAL ATTENUATION AT A JP-4 JET FUEL RELEASE AFTER ACTIVE REMEDIATION

EPA Science Inventory

After eighteen months of active remediation at a JP-4 jet-fuel spill, a residual of unremediated hydrocarbon remained. Further site characterization was conducted to evaluate the contribution of natural attenuation to control exposure to hazards associated with the residual cont...

METHOD OF LIQUID-LIQUID EXTRACTION OF BLOOD SURROGATES FOR ASSESSING HUMAN EXPOSURE TO JET FUEL

EPA Science Inventory

A baseline method of liquid?liquid extraction for assessing human exposure to JP-8 jet fuel was established by extracting several representative compounds ranging from very volatile to semi-volatile organic compounds, including benzene, toluene, nonane, decane, undecane, tridec...

Alternative aviation turbine fuels

NASA Technical Reports Server (NTRS)

Grobman, J.

1977-01-01

The efficient utilization of fossil fuels by future jet aircraft may necessitate the broadening of current aviation turbine fuel specifications. The most significant changes in specifications would be an increased aromatics content and a higher final boiling point in order to minimize refinery energy consumption and costs. These changes would increase the freezing point and might lower the thermal stability of the fuel and could cause increased pollutant emissions, increased smoke and carbon formation, increased combustor liner temperatures, and poorer ignition characteristics. This paper discusses the effects that broadened specification fuels may have on present-day jet aircraft and engine components and the technology required to use fuels with broadened specifications.

High-Fidelity Simulations of Electrically-Charged Atomizing Diesel-Type Jets

NASA Astrophysics Data System (ADS)

Gaillard, Benoit; Owkes, Mark; van Poppel, Bret

2015-11-01

Combustion of liquid fuels accounts for over a third of the energy usage today. Improving efficiency of combustion systems is critical to meet the energy needs while limiting environmental impacts. Additionally, a shift away from traditional fossil fuels to bio-derived alternatives requires fuel injection systems that can atomize fuels with a wide range of properties. In this work, the potential benefits of electrically-charged atomization is investigated using numerical simulations. Particularly, the electrostatic forces on the hydrodynamic jet are quantified and the impact of the forces is analyzed by comparing simulations of Diesel-type jets at realistic flow conditions. The simulations are performed using a state-of-the-art numerical framework that globally conserves mass, momentum, and the electric charge density even at the gas-liquid interface where discontinuities exist.

Long-term exposure to jet fuel: an investigation on occupationally exposed workers with special reference to the nervous system.

PubMed

Knave, B; Persson, H E; Goldberg, J M; Westerholm, P

1976-09-01

In the present study the results of a neurological and neurophysiological health examination of 29 aircraft factory workers chronically exposed to jet fuel vapors are presented. The exposed subjects were classified into a heavily exposed and a less heavily exposed group. The examination included a standardized clinical neurological examination, measurements of the conduction velocities in the peripheral nerves, and threshold determinations of vibratory sensations in the extremities. All 13 persons examined in the heavily exposed group and 7 of the 16 in the less heavily exposed group stated that they had repeatedly experienced acute effects (dizziness, respiratory tract symptoms, heart palpitations, a feeling of pressure on the chest, nausea, headache) of the jet fuel vapors in the inhaled air. A high rate of symptoms indicative of neurasthenia and psychasthenia and symptoms and signs indicative of polyneuropathy was observed both in the heavily exposed group and in the two groups combined in comparison with reference groups. Considering the presented facts concerning (a) the acute effects on repeated occasions, (b) the high rates of symptoms indicative of neurasthenia and psychasthenia and symptoms and signs indicative of polyneuropathy, and (c) the differences in the observations made between the two groups with varying degrees of exposure to jet fuel, the authors interpreted the results as indicative of a possible effect of long-term exposure to jet fuel on the nervous system.

Molecular Beam Studies of Volatile Liquids and Fuel Surrogates Using Liquid Microjets

DTIC Science & Technology

2014-12-18

themselves. Detailed discussions of the microjet technique are carried out in the following publications. Nozzle Liquid Jet Chopper Wheel...heating and evaporation occur within 1 ms of fuel leaving the fuel injector . This atomization proves is often the limiting process in combustion...This analysis leads to criteria for selecting the temperature and nozzle radius for producing stable jets in vacuum. Figure 4 depicts the

DEFE0023863 Final Report, Technology for GHG Emission Reduction and CostCompetitive MilSpec Jet Fuel Production using CTL

DOE Office of Scientific and Technical Information (OSTI.GOV)

Hartvigsen, Joseph J; Dimick, Paul; Laumb, Jason D

Ceramatec Inc, in collaboration with IntraMicron (IM), the Energy & Environmental Research Center (EERC) and Sustainable Energy Solutions, LLC (SES), have completed a three-year research project integrating their respective proprietary technologies in key areas to demonstrate production of a jet fuel from coal and biomass sources. The project goals and objectives were to demonstrate technology capable of producing a “commercially-viable quantity” of jet fuel and make significant progress toward compliance with Section 526 of the Energy Independence and Security Act of 2007 (EISA 2007 §526) lifecycle greenhouse gas (GHG) emissions requirements. The Ceramatec led team completed the demonstration of nominalmore » 2 bbl/day Fischer-Tropsch (FT) synthesis pilot plant design, capable of producing a nominal 1 bbl/day in the Jet-A/JP-8 fraction. This production rate would have a capacity of 1,000 gallons of jet fuel per month and provide the design basis of a 100 bbl/day module producing over 2,000 gallons of jet fuel per day. Co-gasification of coal-biomass blends enables a reduction of lifecycle greenhouse gas emissions from equivalent conventional petroleum derived fuel basis. Due to limits of biomass availability within an economic transportation range, implementation of a significant biomass feed fraction will require smaller plants than current world scale CTL and GTL FT plants. Hence a down-scaleable design is essential. The pilot plant design leverages Intramicron’s MicroFiber Entrapped Catalyst (MFEC) support which increases the catalyst bed thermal conductivity two orders of magnitude, allowing thermal management of the FT reaction exotherm in much larger reactor tubes. In this project, single tube reactors having 4.5 inch outer diameter and multi-tube reactors having 4 inch outer diameters were operated, with productivities as high as 1.5 gallons per day per linear foot of reactor tube. A significant reduction in tube count results from the use of large diameter reactor tubes, with an associated reduction in reactor cost. The pilot plant was designed with provisions for product collection capable of operating with conventional wax producing FT catalysts but was operated with a Chevron hybrid wax-free FT catalyst. Process simplification enabled by elimination of the wax hydrocracking process unit provides economic advantages in scaling to biomass capable plant sizes. Intramicron also provided a sulfur capture system based on their Oxidative Sulfur Removal (OSR) catalyst process. The integrated sulfur removal and FT systems were operated with syngas produced by the Transport Reactor Development Unit (TRDU) gasifier at the University of North Dakota EERC. SES performed modeling of their cryogenic carbon capture process on the energy, cost and CO2 emissions impact of the Coal-biomass synthetic fuel process.« less

An experimental investigation of mixing enhancement in a simulated scramjet combustor by use of swirling jets. M.S. Thesis

NASA Technical Reports Server (NTRS)

Kraus, Donna Karen

1993-01-01

It is desired to maintain supersonic flow through the combustor of supersonic airbreathing engines to reduce static temperatures and total pressure losses inherent in reducing flow to subsonic speeds. Due to the supersonic speeds through the combustor, mixing of the fuel and air must by rapid for complete combustion to occur within a reasonable streamwise distance. It was proposed that the addition of swirl to the fuel jet prior to injection might enhance the mixing of the fuel with the air. The effects of swirl on the mixing of a 30 deg wall jet into a Mach 2 flow were experimentally investigated. Swirl was introduced into the fuel stream by tangential injection into a cylindrical swirl chamber. The flow was then accelerated through a convergent-divergent nozzle with an area ratio of two, and supersonically injected into the Mach 2 flow such that the static pressure of the fuel matched the effective back pressure of the main flow. Two different cases with swirl and one without swirl were investigated, with both helium and air simulating the fuel. Rayleigh scattering was used to visualize the flow and seeding the fuel with water allowed it to be traced through the main flow. Using histograms of the pure molecular Rayleigh scattering images, the helium concentration in the jet-mixing region of the flow was monitored and found to decrease slightly with swirl, indicating better mixing. Thresholding the water-seeded images allowed the jet-mixing region to be isolated and showed a slight increase in this area with swirl. Penetration, however, was slightly less with swirl. Rescaling the data for equal mass flow rates allowed comparison for a scramjet application of a combustor with a single injector and the desire to fuel to a specified fuel-to-oxidant ratio. These results showed a substantial increase in the spreading area with swirl, an increase in the mixing occurring in this area, and slightly better penetration.

Jet Fuel Thermal Stability Investigations Using Ellipsometry

NASA Technical Reports Server (NTRS)

Nash, Leigh; Vasu, Subith S.; Klettlinger, Jennifer Lindsey

2017-01-01

Jet fuels are typically used for endothermic cooling in practical engines where their thermal stability is very important. In this work the thermal stability of Sasol IPK (a synthetic jet fuel) with varying levels of naphthalene has been studied on stainless steel substrates using spectroscopic ellipsometry in the temperature range 385-400 K. Ellipsometry is an optical technique that measures the changes in a light beam’s polarization and intensity after it reflects off of a thin film to determine the film’s thickness and optical properties. All of the tubes used were rated as thermally unstable by the color standard portion of the Jet Fuel Thermal Oxidation Test, and this was confirmed by the deposit thicknesses observed using ellipsometry. A new amorphous model on a stainless steel substrate was used to model the data and obtain the results. It was observed that, as would be expected, increasing the temperature of the tube increased the overall deposit amount for a constant concentration of naphthalene. The repeatability of these measurements was assessed using multiple trials of the same fuel at 385 K. Lastly, the effect of increasing the naphthalene concentration in the fuel at a constant temperature was found to increase the deposit thickness.In conclusion, ellipsometry was used to investigate the thermal stability of jet fuels on stainless steel substrate. The effects of increasing temperature and addition of naphthalene on stainless steel tubes with Sasol IPK fuel were investigated. It was found, as expected, that increasing temperature lead to an increase in deposit thickness. It wasAmerican Institute of Aeronautics and Astronautics6also found that increasing amounts of naphthalene increased the maximum deposit thickness. The repeatability of these measurements was investigated using multiple tests at the same conditions. The present work provides as a better quantitative tool compared to the widely used JFTOT technique. Future work will expand on the fuel types, temperature, and substrate materials.

Evaluation of 10 Jet Fuels in the Salmonella-Escherichia coli Mutagenicity Assay

DTIC Science & Technology

2016-09-07

4658), Valero 25% Aromatic JP8 (POSF 8457), KiOR Hydrotreated Kerosene/ Bio -Kerosene (POSF 10327), ARA ReadiJet (POSF 10328), Amyris Farnesane (POSF...JP8 (POSF 8457) * KiOR Hydrotreated Kerosene/ Bio -Kerosene (POSF 10327) * ARA ReadiJet (POSF 10328) * Amyris Farnesane (POSF 10329) * Virent HDO-SK...fuel/plate. Due to evidence of toxicity, KiOR Hydrotreated Kerosene/ Bio -Kerosene (POSF 10327) and Virent HDO-SK (POSF 10330) were used at

Lubricity of well-characterized jet and broad-cut fuels by ball-on-cylinder machine

NASA Technical Reports Server (NTRS)

Prok, G. M.; Kim, W. S.

1984-01-01

A ball-on-cylinder machine (BOCM) was used to measure the lubricity of fuels. The fuels tested were well-characterized fuels available from other programs at the NASA Lewis Research Center plus some in-house mildly hydroprocessed shale fuels from other programs included Jet-A, ERBS fuel, ERBS blends, and blend stock. The BOCM tests were made before and after clay treatment of some of these fuels with both humidified air and dry nitrogen as the preconditioning and cover gas. As expected, clay treatment always reduced fuel lubricity. Using nitrogen preconditioning and cover gas always resulted in a smaller wear scar diameter than when humidified air was used. Also observed was an indication of lower lubricity with lower boiling range fuels and lower aromatic fuels. Gas chromatographic analysis indicted changes in BOCM-stressed fuels.

Combustion Gas Properties I-ASTM Jet a Fuel and Dry Air

NASA Technical Reports Server (NTRS)

Jones, R. E.; Trout, A. M.; Wear, J. D.; Mcbride, B. J.

1984-01-01

A series of computations was made to produce the equilibrium temperature and gas composition for ASTM jet A fuel and dry air. The computed tables and figures provide combustion gas property data for pressures from 0.5 to 50 atmospheres and equivalence ratios from 0 to 2.0.

Analyzing hydrotreated renewable jet fuel (HRJ) feedstock availability using crop simulation modeling

USDA-ARS?s Scientific Manuscript database

While hydrotreated renewable jet fuel (HRJ) has been demonstrated for use in commercial and military aviation, a challenge to large-scale adoption is availability of cost competitive feedstocks. Brassica oilseed crops like Brassica napus, B. rapa, B. juncea, B. carinata, Sinapis alba, and Camelina s...

Life cycle water footprint analysis for rapeseed derived jet fuel in North Dakota

USDA-ARS?s Scientific Manuscript database

Rapeseed is a promising feedstock source for hydroprocessed esters and fatty acids (HEFA) jet fuel production to address energy security and climate change mitigation. However, concerns have been raised about its impact on water as large scale biofuels production may place pressure on fresh water su...

A MODEL OF TURBULENT DIFFUSION FLAMES AND NITRIC OXIDE GENERATION

EPA Science Inventory

The report describes a new view of mixing and chemical reactions in turbulent fuel jets discharging into air. Review of available fundamental data from jet flames leads to the idea that mixing begins with a large scale, inviscid intertwining of entrained air and fuel throughout t...

Human exposure to the jet fuel, JP-8.

PubMed

Tu, Raymond H; Mitchell, Clifford S; Kay, Gary G; Risby, Terence H

2004-01-01

This study investigates anecdotal reports that have suggested adverse health effects associated with acute or chronic exposure to jet fuel. JP-8 exposure during the course of the study day was estimated using breath analysis. Health effects associated with exposure were measured using a neurocognitive testing battery and liver and kidney function tests. Breath analysis provided an estimate of an individual's recent JP-8 exposure that had occurred via inhalation and dermal routes. All individuals studied on base exhaled aromatic and aliphatic hydrocarbons that are found in JP-8. The subject who showed evidence of the most exposure to JP-8 had a breath concentration of 11.5 mg x m(-3) for total JP-8. This breath concentration suggested that exposure to JP-8 at an Air Guard Base is much less than exposure observed at other Air Force Bases. This reduction in exposure to JP-8 is attributed to the safety practices and standard operating procedures carried out by base personnel. The base personnel who exhibited the highest exposures to JP-8 were fuel cell workers, fuel specialists and smokers, who smoked downwind from the flightline. Although study-day exposures appear to be much less than current guidelines, chronic exposure at these low levels appeared to affect neurocognitive functioning. JP-8-exposed individuals performed significantly poorer than a sample of non-exposed age- and education-matched individuals on 20 of 47 measures of information processing and other cognitive functions.

Assessing Jet-Induced Spatial Mixing in a Rich, Reacting Crossflow

NASA Technical Reports Server (NTRS)

Demayo, T. N.; Leong, M. Y.; Samuelsen, G. S.

2004-01-01

In many advanced low NOx gas turbine combustion techniques, such as rich-burn/quick-mix/lean-burn (RQL), jet mixing in a reacting, hot, fuel-rich crossflow plays an important role in minimizing all pollutant emissions and maximizing combustion efficiency. Assessing the degree of mixing and predicting jet penetration is critical to the optimization of the jet injection design strategy. Different passive scalar quantities, including carbon, oxygen, and helium are compared to quantify mixing in an atmospheric RQL combustion rig under reacting conditions. The results show that the O2-based jet mixture fraction underpredicts the C-based mixture fraction due to jet dilution and combustion, whereas the He tracer overpredicts it possibly due to differences in density and diffusivity. The He-method also exhibits significant scatter in the mixture fraction data that can most likely be attributed to differences in gas density and turbulent diffusivity. The jet mixture fraction data were used to evaluate planar spatial unmixedness, which showed good agreement for all three scalars. This investigation suggests that, with further technique refinement, O2 or a He tracer could be used instead of C to determine the extent of reaction and mixing in an RQL combustor.

Direct numerical simulation of an isothermal reacting turbulent wall-jet

NASA Astrophysics Data System (ADS)

Pouransari, Zeinab; Brethouwer, Geert; Johansson, Arne V.

2011-08-01

In the present investigation, Direct Numerical Simulation (DNS) is used to study a binary irreversible and isothermal reaction in a plane turbulent wall-jet. The flow is compressible and a single-step global reaction between an oxidizer and a fuel species is solved. The inlet based Reynolds, Schmidt, and Mach numbers of the wall-jet are Re = 2000, Sc = 0.72, and M = 0.5, respectively, and a constant coflow velocity is applied above the jet. At the inlet, fuel and oxidizer enter the domain separately in a non-premixed manner. The turbulent structures of the velocity field show the common streaky patterns near the wall, while a somewhat patchy or spotty pattern is observed for the scalars and the reaction rate fluctuations in the near-wall region. The reaction mainly occurs in the upper shear layer in thin highly convoluted reaction zones, but it also takes place close to the wall. Analysis of turbulence and reaction statistics confirms the observations in the instantaneous snapshots, regarding the intermittent character of the reaction rate near the wall. A detailed study of the probability density functions of the reacting scalars and comparison to that of the passive scalar throughout the domain reveals the significance of the reaction influence as well as the wall effects on the scalar distributions. The higher order moments of both the velocities and the scalar concentrations are analyzed and show a satisfactory agreement with experiments. The simulations show that the reaction can both enhance and reduce the dissipation of fuel scalar, since there are two competing effects; on the one hand, the reaction causes sharper scalar gradients and thus a higher dissipation rate, on the other hand, the reaction consumes the fuel scalar thereby reducing the scalar dissipation.

Gaseous Surrogate Hydrocarbons for a Hifire Scramjet that Mimic Opposed Jet Extinction Limits for Cracked JP Fuels

NASA Technical Reports Server (NTRS)

Pellett, Gerald L.; Vaden, Sarah N.; Wilson, Lloyd G.

2008-01-01

This paper describes, first, the top-down methodology used to define simple gaseous surrogate hydrocarbon (HC) fuel mixtures for a hypersonic scramjet combustion subtask of the HiFIRE program. It then presents new and updated Opposed Jet Burner (OJB) extinction-limit Flame Strength (FS) data obtained from laminar non-premixed HC vs. air counterflow diffusion flames at 1-atm, which follow from earlier investigations. FS represents a strain-induced extinction limit based on cross-section-average air jet velocity, U(sub air), that sustains combustion of a counter jet of gaseous fuel just before extinction. FS uniquely characterizes a kinetically limited fuel combustion rate. More generally, Applied Stress Rates (ASRs) at extinction (U(sub air) normalized by nozzle or tube diameter, D(sub n or t) can directly be compared with extinction limits determined numerically using either a 1-D or (preferably) a 2-D Navier Stokes simulation with detailed transport and finite rate chemistry. The FS results help to characterize and define three candidate surrogate HC fuel mixtures that exhibit a common FS 70% greater than for vaporized JP-7 fuel. These include a binary fuel mixture of 64% ethylene + 36% methane, which is our primary recommendation. It is intended to mimic the critical flameholding limit of a thermally- or catalytically-cracked JP-7 like fuel in HiFIRE scramjet combustion tests. Our supporting experimental results include: (1) An idealized kinetically-limited ASR reactivity scale, which represents maximum strength non-premixed flames for several gaseous and vaporized liquid HCs; (2) FS characterizations of Colket and Spadaccini s suggested ternary surrogate, of 60% ethylene + 30% methane + 10% n-heptane, which matches the ignition delay of a typical cracked JP fuel; (3) Data showing how our recommended binary surrogate, of 64% ethylene + 36% methane, has an identical FS; (4) Data that characterize an alternate surrogate of 44% ethylene + 56% ethane with identical FS and nearly equal molecular weights; this could be useful when systematically varying the fuel composition. However, the mixture liquefies at much lower pressure, which limits on-board storage of gaseous fuel; (5) Dynamic Flame Weakening results that show how oscillations in OJB input flow (and composition) can weaken (extinguish) surrogate flames up to 200 Hz, but the weakening is 2.5x smaller compared to pure methane; and finally, (6) FS limits at 1-atm that compare with three published 1-D numerical OJB extinction results using four chemical kinetic models. The methane kinetics generally agree closely at 1-atm, whereas, the various ethylene models predict extinction limits that average 45% high, which represents a significant problem for numerical simulation of surrogate-based flameholding in a scramjet cavity. Finally, we continue advocating the FS approach as more direct and fundamental for assessing idealized scramjet flameholding potentials than measurements of "unstrained" premixed laminar burning velocity or blowout in a Perfectly Stirred Reactor.

Modeling of Fuel Film Cooling on Chamber Hot Wall

DTIC Science & Technology

2013-12-01

flow at supercritical pressure. The fuel jet and the cross-flow interact. Some part of the jet is stripped off and entrained by the hot gas...modelers. The supercritical pressure makes information on equation of state and transport properties hard to come by. The large temperature range...the modeling of hydrocarbon fuel film cooling at supercritical pressures. A relevant recent simulation study by Yang and Sun [1] used a finite-rate

Commercial jet fuel quality control

DOE Office of Scientific and Technical Information (OSTI.GOV)

Strauss, K.H.

1995-05-01

The paper discusses the purpose of jet fuel quality control between the refinery and the aircraft. It describes fixed equipment, including various types of filters, and the usefulness and limitations of this equipment. Test equipment is reviewed as are various surveillance procedures. These include the Air Transport Association specification ATA 103, the FAA Advisory Circular 150/5230-4, the International Air Transport Association Guidance Material for Fuel Quality Control and Fuelling Service and the Guidelines for Quality Control at Jointly Operated Fuel Systems. Some past and current quality control problems are briefly mentioned.

Fire Safety Tests Comparing Synthetic Jet and Diesel Fuels with JP-8 (POSTPRINT)

DTIC Science & Technology

2010-04-01

about 25% aromatics and 75% saturated (paraffin and naphthene ) hydro- carbons [5]. JP-8 is produced from jet fuel A by adding a corrosion inhibitor...4529a 43.9 44.2 Lubricity (mm) ASTM D – 5001 0.58 0.92 Acidity (mg KOH/g) ASTM D – 3242 0.004 0.003 SPK fuels taken from Moses [7], diesel fuels taken...this occurred the burnback pan was removed from the agent pan. The flames in the agent pan were allowed to break up the foam blanket and propagate until

Flame and Soot Boundaries of Laminar Jet Diffusion Flames. Appendix A

NASA Technical Reports Server (NTRS)

Xu, F.; Dai, Z.; Faeth, G. M.; Yuan, Z.-G. (Technical Monitor); Urban, D. L. (Technical Monitor); Yuan, Z.-G. (Technical Monitor)

2002-01-01

The shapes (flame-sheet and luminous-flame boundaries) or steady weakly buoyant round hydrocarbon-fueled laminar-jet diffusion flames in still and coflowing air were studied both experimentally and theoretically. Flame-sheet shapes were measured from photographs using a CH optical filter to distinguish flame-sheet boundaries in the presence of blue CO2 and OH emissions and yellow continuum radiation from soot. Present experimental conditions included acetylene-, methane-, propane-, and ethylene-fueled flames having initial reactant temperatures of 300 K. ambient pressures of 4-50 kPa, jet-exit Reynolds numbers of 3-54, initial air/fuel velocity ratios of 0-9, and luminous flame lengths of 5-55 mm; earlier measurements for propylene- and 1,3-butadiene-fueled flames for similar conditions were considered as well. Nonbuoyant flames in still air were observed at microgravity conditions; essentially nonbuoyant flames in coflowing air were observed at small pressures to control effects of buoyancy. Predictions of luminous flame boundaries from soot luminosity were limited to laminar smoke-point conditions, whereas predictions of flame-sheet boundaries ranged from soot-free to smoke-point conditions. Flame-shape predictions were based on simplified analyses using the boundary-layer approximations along with empirical parameters to distinguish flame-sheet and luminous-flame (at the laminar smoke point) boundaries. The comparison between measurements and predictions was remarkably good and showed that both flame-sheet and luminous-flame lengths are primarily controlled by fuel flow rates with lengths in coflowing air approaching 2/3 of the lengths in still air as coflowing air velocities are increased. Finally, luminous flame lengths at laminar smoke-point conditions were roughly twice as long as flame-sheet lengths at comparable conditions because of the presence of luminous soot particles in the fuel-lean region of the flames.

Flame Shapes of Nonbuoyant Laminar Jet Diffusion Flames

NASA Technical Reports Server (NTRS)

Xu, F.; Dai, Z.; Faeth, G. M.; Urban, D. L. (Technical Monitor); Yuan, Z. G. (Technical Monitor)

2001-01-01

The shapes (flame-sheet and luminous-flame boundaries) of steady nonbuoyant round hydrocarbon-fueled laminar-jet diffusion flames in still and coflowing air were studied both experimentally and theoretically. Flame-sheet shapes were measured from photographs using a CH optical filter to distinguish flame-sheet boundaries in the presence of blue CO2 and OH emissions and yellow continuum radiation from soot. Present experimental conditions included acetylene-, methane-, propane-, and ethylene-fueled flames having initial reactant temperatures of 300 K, ambient pressures of 4-50 kPa, jet exit Reynolds number of 3-54, initial air/fuel velocity ratios of 0-9 and luminous flame lengths of 5-55 mm; earlier measurements for propylene- and 1,3-butadiene-fueled flames for similar conditions were considered as well. Nonbuoyant flames in still air were observed at micro-gravity conditions; essentially nonbuoyant flames in coflowing air were observed at small pressures to control effects of buoyancy. Predictions of luminous flame boundaries from soot luminosity were limited to laminar smokepoint conditions, whereas predictions of flame-sheet boundaries ranged from soot-free to smokepoint conditions. Flame-shape predictions were based on simplified analyses using the boundary layer approximations along with empirical parameters to distinguish flame-sheet and luminous flame (at the laminar smoke point) boundaries. The comparison between measurements and predictions was remarkably good and showed that both flame-sheet and luminous-flame lengths are primarily controlled by fuel flow rates with lengths in coflowing air approaching 2/3 lengths in still air as coflowing air velocities are increased. Finally, luminous flame lengths at laminar smoke-point conditions were roughly twice as long as flame-sheet lengths at comparable conditions due to the presence of luminous soot particles in the fuel-lean region of the flames.

Flame Shapes of Nonbuoyant Laminar Jet Diffusion Flames. Appendix K

NASA Technical Reports Server (NTRS)

Xu, F.; Faeth, G. M.; Urban, D. L. (Technical Monitor); Yuan, Z.-G. (Technical Monitor)

2000-01-01

The shapes (flame-sheet and luminous-flame boundaries) of steady nonbuoyant round hydrocarbon-fueled laminar-jet diffusion flames in still and coflowing air were studied both experimentally and theoretically. Flame-sheet shapes were measured from photographs using a CH optical filter to distinguish flame-sheet boundaries in the presence of blue C02 and OH emissions and yellow continuum radiation from soot. Present experimental conditions included acetylene-, methane-, propane-, and ethylene-fueled flames having initial reactant temperatures of 300 K, ambient pressures of 4-50 kPa, jet exit Reynolds number of 3-54, initial air/fuel velocity ratios of 0-9 and luminous flame lengths of 5-55 mm; earlier measurements for propylene- and 1,3-butadiene-fueled flames for similar conditions were considered as well. Nonbuoyant flames in still air were observed at micro-gravity conditions; essentially nonbuoyant flames in coflowing air were observed at small pressures to control effects of buoyancy. Predictions of luminous flame boundaries from soot luminosity were limited to laminar smoke-point conditions, whereas predictions of flame-sheet boundaries ranged from soot-free to smoke-point conditions. Flame-shape predictions were based on simplified analyses using the boundary layer approximations along with empirical parameters to distinguish flame-sheet and luminous-flame (at the laminar smoke point) boundaries. The comparison between measurements and predictions was remarkably good and showed that both flame-sheet and luminous-flame lengths are primarily controlled by fuel flow rates with lengths in coflowing air approaching 2/3 lengths in still air as coflowing air velocities are increased. Finally, luminous flame lengths at laminar smoke-point conditions were roughly twice as long as flame-sheet lengths at comparable conditions due to the presence of luminous soot particles in the fuel-lean region of the flames.

Stochastic techno-economic analysis of alcohol-to-jet fuel production.

PubMed

Yao, Guolin; Staples, Mark D; Malina, Robert; Tyner, Wallace E

2017-01-01

Alcohol-to-jet (ATJ) is one of the technical feasible biofuel technologies. It produces jet fuel from sugary, starchy, and lignocellulosic biomass, such as sugarcane, corn grain, and switchgrass, via fermentation of sugars to ethanol or other alcohols. This study assesses the ATJ biofuel production pathway for these three biomass feedstocks, and advances existing techno-economic analyses of biofuels in three ways. First, we incorporate technical uncertainty for all by-products and co-products though statistical linkages between conversion efficiencies and input and output levels. Second, future price uncertainty is based on case-by-case time-series estimation, and a local sensitivity analysis is conducted with respect to each uncertain variable. Third, breakeven price distributions are developed to communicate the inherent uncertainty in breakeven price. This research also considers uncertainties in utility input requirements, fuel and by-product outputs, as well as price uncertainties for all major inputs, products, and co-products. All analyses are done from the perspective of a private firm. The stochastic dominance results of net present values (NPV) and breakeven price distributions show that sugarcane is the lowest cost feedstock over the entire range of uncertainty with the least risks, followed by corn grain and switchgrass, with the mean breakeven jet fuel prices being $0.96/L ($3.65/gal), $1.01/L ($3.84/gal), and $1.38/L ($5.21/gal), respectively. The variation of revenues from by-products in corn grain pathway can significantly impact its profitability. Sensitivity analyses show that technical uncertainty significantly impacts breakeven price and NPV distributions. Technical uncertainty is critical in determining the economic performance of the ATJ fuel pathway. Technical uncertainty needs to be considered in future economic analyses. The variation of revenues from by-products plays a significant role in profitability. With the distribution of breakeven prices, potential investors can apply whatever risk preferences they like to determine an appropriate bid or breakeven price that matches their risk profile.

Development of burners for afterburning chambers of heat-recovery boilers at cogeneration stations equipped with combined-cycle plants

NASA Astrophysics Data System (ADS)

Khomenok, L. A.

2007-09-01

Problems related to efficient afterburning of fuel in the medium of gas-turbine unit exhaust gases, as well as new design arrangements of gas-jet burners used in the chambers for afterburning fuel in heat-recovery boilers at cogeneration stations equipped with combined-cycle plants, are considered. Results obtained from comparative experimental investigations of different gas-jet flame stabilizers at a test facility are presented, and the advantages of jet-ejector stabilizers are demonstrated.

Subacute Effects of Inhaled Jet Fuel-A (JET A) on Airway and Immune Function in Rats

DTIC Science & Technology

2012-07-16

the source of the oil used in its manufacture. This study used fuel provided by five of the major oil companies ( blend POSF-4658, Chevron, Shell Oil... using a Hastings (Model 40) monitor. The chamber system schematic is depicted in Figure 4. Figure 4. Schematic of exposure control system...were used due to concerns that the air control animals (Group 2) might be unintentionally exposed to background levels of Jet A. Group 2 was exposed

Aerosol spectral optical depths - Jet fuel and forest fire smokes

NASA Technical Reports Server (NTRS)

Pueschel, R. F.; Livingston, J. M.

1990-01-01

The Ames autotracking airborne sun photometer was used to investigate the spectral depth between 380 and 1020 nm of smokes from a jet fuel pool fire and a forest fire in May and August 1988, respectively. Results show that the forest fire smoke exhibited a stronger wavelength dependence of optical depths than did the jet fuel fire smoke at optical depths less than unity. At optical depths greater than or equal to 1, both smokes showed neutral wavelength dependence, similar to that of an optically thin stratus deck. These results verify findings of earlier investigations and have implications both on the climatic impact of large-scale smokes and on the wavelength-dependent transmission of electromagnetic signals.

Atomization and combustion performance of antimisting kerosene and jet fuel

NASA Technical Reports Server (NTRS)

Fleeter, R.; Parikh, P.; Sarohia, V.

1983-01-01

Combustion performance of antimisting kerosene (AMK) containing FM-9 polymer was investigated at various levels of degradation (restoration of AMK for normal use in a gas turbine engine). To establish the relationship of degradation and atomization to performance in an aircraft gas turbine combustor, sprays formed by the nozzle of a JT8-D combustor with Jet A and AMK at 1 atmosphere (atm) (14.1 lb/square in absolute) pressure and 22 C at several degradation levels were analyzed. A new spray characterization technique based on digital image analysis of high resolution, wide field spray images formed under pulsed ruby laser sheet illumination was developed. Combustion tests were performed for these fuels in a JT8-D single can combustor facility to measure combustion efficiency and the lean extinction limit. Correlation of combustion performance under simulated engine operating conditions with nozzle spray Sauter mean diameter (SMD) measured at 1 atm and 22 C were observed. Fuel spray SMD and hence the combustion efficiency are strongly influenced by fuel degradation level. Use of even the most highly degraded AMK tested (filter ratio = 1.2) resulted in an increase in fuel consumption of 0.08% to 0.20% at engine cruise conditions.

Jet fuel based high pressure solid oxide fuel cell system

NASA Technical Reports Server (NTRS)

Gummalla, Mallika (Inventor); Yamanis, Jean (Inventor); Olsommer, Benoit (Inventor); Dardas, Zissis (Inventor); Bayt, Robert (Inventor); Srinivasan, Hari (Inventor); Dasgupta, Arindam (Inventor); Hardin, Larry (Inventor)

2013-01-01

A power system for an aircraft includes a solid oxide fuel cell system which generates electric power for the aircraft and an exhaust stream; and a heat exchanger for transferring heat from the exhaust stream of the solid oxide fuel cell to a heat requiring system or component of the aircraft. The heat can be transferred to fuel for the primary engine of the aircraft. Further, the same fuel can be used to power both the primary engine and the SOFC. A heat exchanger is positioned to cool reformate before feeding to the fuel cell. SOFC exhaust is treated and used as inerting gas. Finally, oxidant to the SOFC can be obtained from the aircraft cabin, or exterior, or both.

Jet Fuel Based High Pressure Solid Oxide Fuel Cell System

NASA Technical Reports Server (NTRS)

Srinivasan, Hari (Inventor); Hardin, Larry (Inventor); Gummalla, Mallika (Inventor); Yamanis, Jean (Inventor); Olsommer, Benoit (Inventor); Dardas, Zissis (Inventor); Dasgupta, Arindam (Inventor); Bayt, Robert (Inventor)

2015-01-01

A power system for an aircraft includes a solid oxide fuel cell system which generates electric power for the aircraft and an exhaust stream; and a heat exchanger for transferring heat from the exhaust stream of the solid oxide fuel cell to a heat requiring system or component of the aircraft. The heat can be transferred to fuel for the primary engine of the aircraft. Further, the same fuel can be used to power both the primary engine and the SOFC. A heat exchanger is positioned to cool reformate before feeding to the fuel cell. SOFC exhaust is treated and used as inerting gas. Finally, oxidant to the SOFC can be obtained from the aircraft cabin, or exterior, or both.

Shapes of Nonbuoyant Round Luminous Hydrocarbon/Air Laminar Jet Diffusion Flames

NASA Technical Reports Server (NTRS)

Lin, K.-C.; Faeth, G. M.; Sunderland, P. B.; Urban, D. L.; Yuan, Z.-G.

1999-01-01

The shapes (luminous flame boundaries) of round luminous nonbuoyant soot-containing hydrocarbon/air laminar jet diffusion flames at microgravity were found from color video images obtained on orbit in the Space Shuttle Columbia. Test conditions included ethylene- and propane-fueled flames burning in still air at an ambient temperature of 300 K, ambient pressures of 35-130 kPa, initial jet diameters of 1.6 and 2.7 mm, and jet exit Reynolds numbers of 45-170. Present test times were 100-200 s and yielded steady axisymmetric flames that were close to the laminar smoke point (including flames both emitting and not emitting soot) with luminous flame lengths of 15-63 mm. The present soot-containing flames had larger luminous flame lengths than earlier ground-based observations having similar burner configurations: 40% larger than the luminous flame lengths of soot-containing low gravity flames observed using an aircraft (KC-135) facility due to reduced effects of accelerative disturbances and unsteadiness; roughly twice as large as the luminous flame lengths of soot-containing normal gravity flames due to the absence of effects of buoyant mixing and roughly twice as large as the luminous flame lengths of soot-free low gravity flames observed using drop tower facilities due to the presence of soot luminosity and possible reduced effects of unsteadiness. Simplified expressions to estimate the luminous flame boundaries of round nonbuoyant laminar jet diffusion flames were obtained from the classical analysis of Spalding (1979); this approach provided Successful Correlations of flame shapes for both soot-free and soot-containing flames, except when the soot-containing flames were in the opened-tip configuration that is reached at fuel flow rates near and greater than the laminar smoke point fuel flow rate.

Shapes of Nonbuoyant Round Luminous Hydrocarbon/Air Laminar Jet Diffusion Flames. Appendix H

NASA Technical Reports Server (NTRS)

Lin, K.-C.; Faeth, G. M.; Sunderland, P. B.; Urban, D. L.; Yuan, Z.-G.; Ross, Howard B. (Technical Monitor)

2000-01-01

The shapes (luminous flame boundaries) of round luminous nonbuoyant soot-containing hydrocarbon/air laminar jet diffusion flames at microgravity were found from color video images obtained on orbit in the Space Shuttle Columbia. Test conditions included ethylene- and propane-fueled flames burning in still air at an ambient temperature of 300 K ambient pressures of 35-130 kPa, initial jet diameters of 1.6 and 2.7 mm, and jet exit Reynolds numbers of 45-170. Present test times were 100-200 s and yielded steady axisymmetric flames that were close to the laminar smoke point (including flames both emitting and not emitting soot) with luminous flame lengths of 15-63 mm. The present soot-containing flames had larger luminous flame lengths than earlier ground-based observations having similar burner configurations: 40% larger than the luminous flame lengths of soot-containing low gravity flames observed using an aircraft (KC-135) facility due to reduced effects of accelerative disturbances and unsteadiness; roughly twice as large as the luminous flame lengths of soot-containing normal gravity flames due to the absence of effects of buoyant mixing and roughly twice as large as the luminous flame lengths of soot-free low gravity flames observed using drop tower facilities due to the presence of soot luminosity and possible reduced effects of unsteadiness, Simplified expressions to estimate the luminous flame boundaries of round nonbuoyant laminar jet diffusion flames were obtained from the classical analysis of Spalding; this approach provided successful correlations of flame shapes for both soot-free and soot-containing flames, except when the soot-containing flames were in the opened-tip configuration that is reached at fuel flow rates near and greater than the laminar smoke point fuel flow rate.

Preliminary input to the space shuttle reaction control subsystem failure detection and identification software requirements (uncontrolled)

NASA Technical Reports Server (NTRS)

Bergmann, E.

1976-01-01

The current baseline method and software implementation of the space shuttle reaction control subsystem failure detection and identification (RCS FDI) system is presented. This algorithm is recommended for conclusion in the redundancy management (RM) module of the space shuttle guidance, navigation, and control system. Supporting software is presented, and recommended for inclusion in the system management (SM) and display and control (D&C) systems. RCS FDI uses data from sensors in the jets, in the manifold isolation valves, and in the RCS fuel and oxidizer storage tanks. A list of jet failures and fuel imbalance warnings is generated for use by the jet selection algorithm of the on-orbit and entry flight control systems, and to inform the crew and ground controllers of RCS failure status. Manifold isolation valve close commands are generated in the event of failed on or leaking jets to prevent loss of large quantities of RCS fuel.

A new method of thermal protection by opposing jet for a hypersonic aeroheating strut

NASA Astrophysics Data System (ADS)

Qin, Jiang; Ning, Dongpo; Feng, Yu; Zhang, Junlong; Feng, Shuo; Bao, Wen

2017-06-01

This paper presents the numerical investigation of thermal protection of scramjet strut by opposing jet in supersonic stream of Mach number 6 with a hydrogen fueled scramjet strut model using CFD software. Simulation results indicate that when a small amount of fuel is injected from the nose of the strut, the bow shock is pushed away from the strut, and the heat flux is reduced in the strut, especially at the leading edge. Opposing jet forms a recirculation region near the nozzle so that the strut is covered with low temperature fuel and separated from free stream. An appropriate total pressure ratio can be used to reduce not only aerodynamic heating but also the drag of strut. It is therefore concluded that thermal protection of scramjet strut by opposing jet is one of the promising ways to protect scramjet strut in high enthalpy stream.

Fluorescence excitation-emission matrix (EEM) spectroscopy and cavity ring-down (CRD) absorption spectroscopy of oil-contaminated jet fuel using fiber-optic probes.

PubMed

Omrani, Hengameh; Barnes, Jack A; Dudelzak, Alexander E; Loock, Hans-Peter; Waechter, Helen

2012-06-21

Excitation emission matrix (EEM) and cavity ring-down (CRD) spectral signatures have been used to detect and quantitatively assess contamination of jet fuels with aero-turbine lubricating oil. The EEM spectrometer has been fiber-coupled to permit in situ measurements of jet turbine oil contamination of jet fuel. Parallel Factor (PARAFAC) analysis as well as Principal Component Analysis and Regression (PCA/PCR) were used to quantify oil contamination in a range from the limit of detection (10 ppm) to 1000 ppm. Fiber-loop cavity ring-down spectroscopy using a pulsed 355 nm laser was used to quantify the oil contamination in the range of 400 ppm to 100,000 ppm. Both methods in combination therefore permit the detection of oil contamination with a linear dynamic range of about 10,000.

Structure and Soot Properties of Nonbuoyant Ethylene/Air Laminar Jet Diffusion Flames. Appendix I

NASA Technical Reports Server (NTRS)

Urban, D. L.; Yuan, Z.-G.; Sunderland, P. B.; Linteris, G. T.; Voss, J. E.; Lin, K.-C.; Dai, Z.; Sun, K.; Faeth, G. M.; Ross, Howard D. (Technical Monitor)

2000-01-01

The structure and soot properties of round, soot-emitting, nonbuoyant, laminar jet diffusion flames are described, based on long-duration (175-230/s) experiments at microgravity carried out on orbit In the Space Shuttle Columbia. Experiments] conditions included ethylene-fueled flames burning in still air at nominal pressures of 50 and 100 kPa and an ambient temperature of 300 K with luminous Annie lengths of 49-64 mm. Measurements included luminous flame shapes using color video imaging, soot concentration (volume fraction) distributions using deconvoluted laser extinction imaging, soot temperature distributions using deconvoluted multiline emission imaging, gas temperature distributions at fuel-lean (plume) conditions using thermocouple probes, not structure distributions using thermophoretic sampling and analysis by transmission electron microscopy, and flame radiation using a radiometer. The present flames were larger, and emitted soot men readily, than comparable observed during ground-based microgravity experiments due to closer approach to steady conditions resulting from the longer test times and the reduced gravitational disturbances of the space-based experiments.

Fabrication of copper-based anodes via atmosphoric plasma spraying techniques

DOEpatents

Lu, Chun [Monroeville, PA

2012-04-24

A fuel electrode anode (18) for a solid oxide fuel cell is made by presenting a solid oxide fuel cell having an electrolyte surface (15), mixing copper powder with solid oxide electrolyte in a mixing step (24, 44) to provide a spray feedstock (30,50) which is fed into a plasma jet (32, 52) of a plasma torch to melt the spray feed stock and propel it onto an electrolyte surface (34, 54) where the spray feed stock flattens into lamellae layer upon solidification, where the layer (38, 59) is an anode coating with greater than 35 vol. % based on solids volume.

Powder Extinguishants for Jet-Fuel Fires

NASA Technical Reports Server (NTRS)

Altman, R. L.; Mayer, L. A.; Ling, A. C.

1986-01-01

Mixtures of alkali metal dawsonite and metal halide show superior performance. In tests of new dry powder fire extinguishants, mixtures of potassium dawsonite with either stannous iodide or potassium iodide found effective for extinguishing jet-fuel fires on hot metal surfaces (up to 900 degrees C). Mixtures performed more effectively than either compound alone.

FAA Center of Excellence for Alternative Jet Fuels & Environment : Annual Technical Report : December, 2016 : For the period September 13, 2013 - September 30, 2015

DOT National Transportation Integrated Search

2015-12-01

This report covers the period between the initial establishment of the FAA Center of Excellence for Alternative Jet Fuels and Environment on September 13, 2013 through September 30, 2015. The Center was established by the authority of FAA solicitatio...

Computational Analysis of Dynamic SPK(S8)-JP8 Fueled Combustor-Sector Performance

NASA Technical Reports Server (NTRS)

Ryder, R.; Hendricks, Roberts C.; Huber, M. L.; Shouse, D. T.

2010-01-01

Civil and military flight tests using blends of synthetic and biomass fueling with jet fuel up to 50:50 are currently considered as "drop-in" fuels. They are fully compatible with aircraft performance, emissions and fueling systems, yet the design and operations of such fueling systems and combustors must be capable of running fuels from a range of feedstock sources. This paper provides Smart Combustor or Fuel Flexible Combustor designers with computational tools, preliminary performance, emissions and particulates combustor sector data. The baseline fuel is kerosene-JP-8+100 (military) or Jet A (civil). Results for synthetic paraffinic kerosene (SPK) fuel blends show little change with respect to baseline performance, yet do show lower emissions. The evolution of a validated combustor design procedure is fundamental to the development of dynamic fueling of combustor systems for gas turbine engines that comply with multiple feedstock sources satisfying both new and legacy systems.

H-mode fueling optimization with the supersonic deuterium jet in NSTX

DOE Office of Scientific and Technical Information (OSTI.GOV)

Soukhanovskii, V A; Bell, M G; Bell, R E

2008-06-18

High-performance, long-pulse 0.7-1.2 MA 6-7 MW NBI-heated small-ELM H-mode plasma discharges are developed in the National Spherical Torus Experiment (NSTX) as prototypes for confinement and current drive extrapolations to future spherical tori. It is envisioned that innovative lithium coating techniques for H-mode density pumping and a supersonic deuterium jet for plasma refueling will be used to achieve the low pedestal collisionality and low n{sub e}/n{sub G} fractions (0.3-0.6), both of which being essential conditions for maximizing the non-inductive (bootstrap and beam driven) current fractions. The low field side supersonic gas injector (SGI) on NSTX consists of a small converging-diverging graphitemore » Laval nozzle and a piezoelectric gas valve. The nozzle is capable of producing a deuterium jet with Mach number M {le} 4, estimated gas density at the nozzle exit n {le} 5 x 10{sup 23} m{sup -3}, estimated temperature T {ge} 70 K, and flow velocity v = 2:4 km/s. The nozzle Reynolds number Reis {approx_equal} 6000. The nozzle and the valve are enclosed in a protective carbon fiber composite shroud and mounted on a movable probe at a midplane port location. Despite the beneficial L-mode fueling experience with supersonic jets in limiter tokamaks, there is a limited experience with fueling of high-performance H-mode divertor discharges and the associated density, MHD stability, and MARFE limits. In initial supersonic deuterium jet fueling experiments in NSTX, a reliable H-mode access, a low NBI power threshold, P{sub LH} {le} 2 MW, and a high fueling efficiency (0.1-0.4) have been demonstrated. Progress has also been made toward a better control of the injected fueling gas by decreasing the uncontrolled high field side (HFS) injector fueling rate by up to 95 % and complementing it with the supersonic jet fueling. These results motivated recent upgrades to the SGI gas delivery and control systems. The new SGI-Upgrade (SGI-U) capabilities include multi-pulse ms-scale controls and a reservoir gas pressure up to P{sub 0} = 5000 Torr. In this paper we summarize recent progress toward optimization of H-mode fueling in NSTX using the SGI-U.« less

Velocity Measurement in a Dual-Mode Supersonic Combustor using Particle Image Velocimetry

NASA Technical Reports Server (NTRS)

Goyne, C. P.; McDaniel, J. C.; Krauss, R. H.; Day, S. W.; Reubush, D. E. (Technical Monitor); McClinton, C. R. (Technical Monitor); Reubush, D. E.

2001-01-01

Temporally and spatially-resolved, two-component measurements of velocity in a supersonic hydrogen-air combustor are reported. The combustor had a single unswept ramp fuel injector and operated with an inlet Mach number of 2 and a flow total temperature approaching 1200 K. The experiment simulated the mixing and combustion processes of a dual-mode scramjet operating at a flight Mach number near 5. The velocity measurements were obtained by seeding the fuel with alumina particles and performing Particle Image Velocimetry on the mixing and combustion wake of the ramp injector. To assess the effects of combustion on the fuel air-mixing process, the distribution of time-averaged velocity and relative turbulence intensity was determined for the cases of fuel-air mixing and fuel-air reacting. Relative to the mixing case, the near field core velocity of the reacting fuel jet had a slower streamwise decay. In the far field, downstream of 4 to 6 ramp heights from the ramp base, the heat release of combustion resulted in decreased flow velocity and increased turbulence levels. The reacting measurements were also compared with a computational fluid dynamics solution of the flow field. Numerically predicted velocity magnitudes were higher than that measured and the jet penetration was lower.

An experimental investigation of gas jets in confined swirling air flow

NASA Technical Reports Server (NTRS)

Mongia, H.; Ahmed, S. A.; Mongia, H. C.

1984-01-01

The fluid dynamics of jets in confined swirling flows which is of importance to designers of turbine combustors and solid fuel ramjets used to power missiles fired from cannons were examined. The fluid dynamics of gas jets of different densities in confined swirling flows were investigated. Mean velocity and turbulence measurements are made with a one color, one component laser velocimeter operating in the forward scatter mode. It is shown that jets in confined flow with large area ratio are highly dissipative which results in both air and helium/air jet centerline velocity decays. For air jets, the jet like behavior in the tube center disappears at about 20 diameters downstream of the jet exit. This phenomenon is independent of the initial jet velocity. The turbulence field at this point also decays to that of the background swirling flow. A jet like behavior in the tube center is noticed even at 40 diameters for the helium/air jets. The subsequent flow and turbulence field depend highly on the initial jet velocity. The jets are fully turbulent, and the cause of this difference in behavior is attributed to the combined action swirl and density difference. This observation can have significant impact on the design of turbine combustors and solid fuel ramjets subject to spin.

Experimental Study of Low Temperature Behavior of Aviation Turbine Fuels in a Wing Tank Model

NASA Technical Reports Server (NTRS)

Stockemer, Francis J.

1979-01-01

An experimental investigation was performed to study aircraft fuels at low temperatures near the freezing point. The objective was an improved understanding of the flowability and pumpability of the fuels under conditions encoutered during cold weather flight of a long range commercial aircraft. The test tank simulated a section of an outer wing tank and was chilled on the upper and lower surfaces. Fuels included commercial Jet A and Diesel D-2; JP-5 from oil shale; and Jet A, intermediate freeze point, and D-2 fuels derived from selected paraffinic and naphthenic crudes. A pour point depressant was tested.

Mast cells mediate the immune suppression induced by dermal exposure to JP-8 jet fuel.

PubMed

Limón-Flores, Alberto Y; Chacón-Salinas, Rommel; Ramos, Gerardo; Ullrich, Stephen E

2009-11-01

Applying jet propulsion-8 (JP-8) jet fuel to the skin of mice induces immune suppression. Applying JP-8 to the skin of mice suppresses T-cell-mediated immune reactions including, contact hypersensitivity (CHS) delayed-type hypersensitivity and T-cell proliferation. Because dermal mast cells play an important immune regulatory role in vivo, we tested the hypothesis that mast cells mediate jet fuel-induced immune suppression. When we applied JP-8 to the skin of mast cell deficient mice CHS was not suppressed. Reconstituting mast cell deficient mice with wild-type bone marrow derived mast cells (mast cell "knock-in mice") restored JP-8-induced immune suppression. When, however, mast cells from prostaglandin E(2) (PGE(2))-deficient mice were used, the ability of JP-8 to suppress CHS was not restored, indicating that mast cell-derived PGE(2) was activating immune suppression. Examining the density of mast cells in the skin and lymph nodes of JP-8-treated mice indicated that jet fuel treatment caused an initial increase in mast cell density in the skin, followed by increased numbers of mast cells in the subcutaneous space and then in draining lymph nodes. Applying JP-8 to the skin increased mast cell expression of CXCR4, and increased the expression of CXCL12 by draining lymph node cells. Because CXCL12 is a chemoattractant for CXCR4+ mast cells, we treated JP-8-treated mice with AMD3100, a CXCR4 antagonist. AMD3100 blocked the mobilization of mast cells to the draining lymph node and inhibited JP-8-induced immune suppression. Our findings demonstrate the importance of mast cells in mediating jet fuel-induced immune suppression.

The influence of droplet evaporation on fuel-air mixing rate in a burner

NASA Technical Reports Server (NTRS)

Komiyama, K.; Flagan, R. C.; Heywood, J. B.

1977-01-01

Experiments involving combustion of a variety of hydrocarbon fuels in a simple atmospheric pressure burner were used to evaluate the role of droplet evaporation in the fuel/air mixing process in liquid fuel spray flames. Both air-assist atomization and pressure atomization processes were studied; fuel/air mixing rates were determined on the basis of cross-section average oxygen concentrations for stoichiometric overall operation. In general, it is concluded that droplets act as point sources of fuel vapor until evaporation, when the fuel jet length scale may become important in determining nonuniformities of the fuel vapor concentration. In addition, air-assist atomizers are found to have short droplet evaporation times with respect to the duration of the fuel/air mixing process, while for the pressure jet atomizer the characteristic evaporation and mixing times are similar.

Engineering improved bio-jet fuel tolerance in Escherichia coli using a transgenic library from the hydrocarbon-degrader Marinobacter aquaeolei.

PubMed

Tomko, Timothy A; Dunlop, Mary J

2015-01-01

Recent metabolic engineering efforts have generated microorganisms that can produce biofuels, including bio-jet fuels, however these fuels are often toxic to cells, limiting production yields. There are natural examples of microorganisms that have evolved mechanisms for tolerating hydrocarbon-rich environments, such as those that thrive near natural oil seeps and in oil-polluted waters. Using genomic DNA from the hydrocarbon-degrading microbe Marinobacter aquaeolei, we constructed a transgenic library that we expressed in Escherichia coli. We exposed cells to inhibitory levels of pinene, a monoterpene that can serve as a jet fuel precursor with chemical properties similar to existing tactical fuels. Using a sequential strategy with a fosmid library followed by a plasmid library, we were able to isolate a region of DNA from the M. aquaeolei genome that conferred pinene tolerance when expressed in E. coli. We determined that a single gene, yceI, was responsible for the tolerance improvements. Overexpression of this gene placed no additional burden on the host. We also tested tolerance to other monoterpenes and showed that yceI selectively improves tolerance. The genomes of hydrocarbon-tolerant microbes represent a rich resource for tolerance engineering. Using a transgenic library, we were able to identify a single gene that improves E. coli's tolerance to the bio-jet fuel precursor pinene.

Reduced Equations for Calculating the Combustion Rates of Jet-A and Methane Fuel

NASA Technical Reports Server (NTRS)

Molnar, Melissa; Marek, C. John

2003-01-01

Simplified kinetic schemes for Jet-A and methane fuels were developed to be used in numerical combustion codes, such as the National Combustor Code (NCC) that is being developed at Glenn. These kinetic schemes presented here result in a correlation that gives the chemical kinetic time as a function of initial overall cell fuel/air ratio, pressure, and temperature. The correlations would then be used with the turbulent mixing times to determine the limiting properties and progress of the reaction. A similar correlation was also developed using data from NASA's Chemical Equilibrium Applications (CEA) code to determine the equilibrium concentration of carbon monoxide as a function of fuel air ratio, pressure, and temperature. The NASA Glenn GLSENS kinetics code calculates the reaction rates and rate constants for each species in a kinetic scheme for finite kinetic rates. These reaction rates and the values obtained from the equilibrium correlations were then used to calculate the necessary chemical kinetic times. Chemical kinetic time equations for fuel, carbon monoxide, and NOx were obtained for both Jet-A fuel and methane.

Fuel-air mixing apparatus for reducing gas turbine combustor exhaust emissions

NASA Technical Reports Server (NTRS)

Zupanc, Frank J. (Inventor); Yankowich, Paul R. (Inventor)

2006-01-01

A fuel-air mixer for use in a combustion chamber of a gas turbine engine is provided. The fuel air mixing apparatus comprises an annular fuel injector having a plurality of discrete plain jet orifices, a first swirler wherein the first swirler is located upstream from the fuel injector and a second swirler wherein the second swirler is located downstream from the fuel injector. The plurality of discrete plain jet orifices are situated between the highly swirling airstreams generated by the two radial swirlers. The distributed injection of the fuel between two highly swirling airstreams results in rapid and effective mixing to the desired fuel-air ratio and prevents the formation of local hot spots in the combustor primary zone. A combustor and a gas turbine engine comprising the fuel-air mixer of the present invention are also provided as well as a method using the fuel-air mixer of the present invention.

Effect of hydrocarbon fuel type on fuel

NASA Technical Reports Server (NTRS)

Wong, E. L.; Bittker, D. A.

1982-01-01

A modified jet fuel thermal oxidation tester (JFTOT) procedure was used to evaluate deposit and sediment formation for four pure hydrocarbon fuels over the temperature range 150 to 450 C in 316-stainless-steel heater tubes. Fuel types were a normal alkane, an alkene, a naphthene, and an aromatic. Each fuel exhibited certain distinctive deposit and sediment formation characteristics. The effect of aluminum and 316-stainless-steel heater tube surfaces on deposit formation for the fuel n-decane over the same temperature range was investigated. Results showed that an aluminum surface had lower deposit formation rates at all temperatures investigated. By using a modified JFTOT procedure the thermal stability of four pure hydrocarbon fuels and two practical fuels (Jet A and home heating oil no. 2) was rated on the basis of their breakpoint temperatures. Results indicate that this method could be used to rate thermal stability for a series of fuels.

Simplified Two-Time Step Method for Calculating Combustion and Emission Rates of Jet-A and Methane Fuel With and Without Water Injection

NASA Technical Reports Server (NTRS)

Molnar, Melissa; Marek, C. John

2005-01-01

A simplified kinetic scheme for Jet-A, and methane fuels with water injection was developed to be used in numerical combustion codes, such as the National Combustor Code (NCC) or even simple FORTRAN codes. The two time step method is either an initial time averaged value (step one) or an instantaneous value (step two). The switch is based on the water concentration in moles/cc of 1x10(exp -20). The results presented here results in a correlation that gives the chemical kinetic time as two separate functions. This two time step method is used as opposed to a one step time averaged method previously developed to determine the chemical kinetic time with increased accuracy. The first time averaged step is used at the initial times for smaller water concentrations. This gives the average chemical kinetic time as a function of initial overall fuel air ratio, initial water to fuel mass ratio, temperature, and pressure. The second instantaneous step, to be used with higher water concentrations, gives the chemical kinetic time as a function of instantaneous fuel and water mole concentration, pressure and temperature (T4). The simple correlations would then be compared to the turbulent mixing times to determine the limiting rates of the reaction. The NASA Glenn GLSENS kinetics code calculates the reaction rates and rate constants for each species in a kinetic scheme for finite kinetic rates. These reaction rates are used to calculate the necessary chemical kinetic times. Chemical kinetic time equations for fuel, carbon monoxide and NOx are obtained for Jet-A fuel and methane with and without water injection to water mass loadings of 2/1 water to fuel. A similar correlation was also developed using data from NASA's Chemical Equilibrium Applications (CEA) code to determine the equilibrium concentrations of carbon monoxide and nitrogen oxide as functions of overall equivalence ratio, water to fuel mass ratio, pressure and temperature (T3). The temperature of the gas entering the turbine (T4) was also correlated as a function of the initial combustor temperature (T3), equivalence ratio, water to fuel mass ratio, and pressure.

Study Confirms Biofuels Reduce Jet Engine Pollution on This Week @NASA – March 17, 2017

NASA Image and Video Library

2017-03-17

Findings published March 15 in the journal Nature from a series of flight tests in 2013 and 2014 near NASA’s Armstrong Flight Research Center in California indicate that using biofuels helps jet engines reduce particle emissions in exhaust by as much as 50 to 70 percent. That’s both an economic and an environmental benefit. The findings were based on data from the Alternative Fuel Effects on Contrails and Cruise Emissions Study, or ACCESS. The international research program led by NASA and involving agencies from Germany and Canada, studied the effects of alternative fuels on aircraft-generated contrails, engine performance and emissions. Also, NASA @SXSW Interactive Festival, Satellites See Winter Storm from Space, CST-100 Starliner Parachute Testing, and NASA’s Pi Day Challenge!

Impact of alternative fuels on emissions characteristics of a gas turbine engine - part 2: volatile and semivolatile particulate matter emissions.

PubMed

Williams, Paul I; Allan, James D; Lobo, Prem; Coe, Hugh; Christie, Simon; Wilson, Christopher; Hagen, Donald; Whitefield, Philip; Raper, David; Rye, Lucas

2012-10-02

The work characterizes the changes in volatile and semivolatile PM emissions from a gas turbine engine resulting from burning alternative fuels, specifically gas-to-liquid (GTL), coal-to-liquid (CTL), a blend of Jet A-1 and GTL, biodiesel, and diesel, to the standard Jet A-1. The data presented here, compares the mass spectral fingerprints of the different fuels as measured by the Aerodyne high resolution time-of-flight aerosol mass spectrometer. There were three sample points, two at the exhaust exit plane with dilution added at different locations and another probe located 10 m downstream. For emissions measured at the downstream probe when the engine was operating at high power, all fuels produced chemically similar organic PM, dominated by C(x)H(y) fragments, suggesting the presence of long chain alkanes. The second largest contribution came from C(x)H(y)O(z) fragments, possibly from carbonyls or alcohols. For the nondiesel fuels, the highest loadings of organic PM were from the downstream probe at high power. Conversely, the diesel based fuels produced more organic material at low power from one of the exit plane probes. Differences in the composition of the PM for certain fuels were observed as the engine power decreased to idle and the measurements were made closer to the exit plane.

Chemistry of fuel deposits and sediments and their predursors

NASA Technical Reports Server (NTRS)

Mayo, F. R.; Lan, B. Y.; Buttrill, S. E., Jr.; St.john, G. A.

1984-01-01

The mechanism of solid deposit formation on hot engine parts from turbine fuels is investigated. Deposit formation is associated with oxidation of the hydrocarbon fuel. Therefore, oxidation rates and soluble gum formation were measured for several jet turbine fuels and pure hydrocarbon mixtures. Experiments were performed at 130 C using thermal initiation and at 100 C using ditertiary butyl peroxide as a chemical initiator. Correlation of the data shows that the ratio of rate of oxidation to rate of gum formation for a single fuel is not much affected by experimental conditions, even though there are differences in the abilities of different hydrocarbons to initiate and continue the oxidation. This indicates a close association of gum formation with the oxidation process. Oxidations of n-dodecane, tetralin and the more unstable jet fuels are autocatalytic, while those of 2-ethylnaphthalene and a stable jet fuel are self-retarding. However, the ratio of oxidation rate to gum formation rate appear to be nearly constant for each substrate. The effect of oxygen pressure on gum and oxidation formation was also studied. Dependence of gum formation on the concentration of initiator at 100 C is discussed and problems for future study are suggested.

Ducted combustion chamber for direct injection engines and method

DOEpatents

Mueller, Charles

2015-03-03

An internal combustion engine includes an engine block having a cylinder bore and a cylinder head having a flame deck surface disposed at one end of the cylinder bore. A piston connected to a rotatable crankshaft and configured to reciprocate within the cylinder bore has a piston crown portion facing the flame deck surface such that a combustion chamber is defined within the cylinder bore and between the piston crown and the flame deck surface. A fuel injector having a nozzle tip disposed in fluid communication with the combustion chamber has at least one nozzle opening configured to inject a fuel jet into the combustion chamber along a fuel jet centerline. At least one duct defined in the combustion chamber between the piston crown and the flame deck surface has a generally rectangular cross section and extends in a radial direction relative to the cylinder bore substantially along the fuel jet centerline.

Study of the application of hydrogen fuel to long-range subsonic transport aircraft, volume 2

NASA Technical Reports Server (NTRS)

Brewer, G. D.; Morris, R. E.; Lange, R. H.; Moore, J. W.

1975-01-01

The feasibility, practicability, and potential advantages/disadvantages of using liquid hydrogen as fuel in long range, subsonic transport aircraft of advanced design were studied. Both passenger and cargo-type aircraft were investigated. To provide a valid basis for comparison, conventional hydrocarbon (Jet A) fueled aircraft were designed to perform identical missions using the same advanced technology and meeting the same operational constraints. The liquid hydrogen and Jet A fueled aircraft were compared on the basis of weight, size, energy utilization, cost, noise, emissions, safety, and operational characteristics. A program of technology development was formulated.

Applications of photoacoustic techniques to the study of jet fuel residue

NASA Technical Reports Server (NTRS)

Claspy, P. C.

1983-01-01

It has been known for many years that fuels for jet aircraft engines demonstrate thermal instability. One manifestation of this thermal instability is the formation of deleterious fuel-derived thermally-induced deposits on surfaces of the aircraft's fuel-handling system. The results of an investigation of the feasibility of applying photoacoustic techniques to the study of the physical properties of these thermal deposits are presented. Both phase imaging and magnitude imaging and spectroscopy were investigated. It is concluded that the use of photoacoustic techniques in the study of films of the type encountered in this investigation is not practical.

The methodology of variable management of propellant fuel consumption by jet-propulsion engines of a spacecraft

NASA Astrophysics Data System (ADS)

Kovtun, V. S.

2012-12-01

Traditionally, management of propellant fuel consumption on board of a spacecraft is only associated with the operation of jet-propulsion engines (JPE) that are actuator devices of motion control systems (MCS). The efficiency of propellant fuel consumption depends not only on the operation of the MCS, but also, to one extent or another, on all systems functioning on board of a spacecraft, and on processes that occur in them and involve conversion of variable management of propellant fuel consumption by JPEs as a constituent part of the control of the complex process of spacecraft flight.

Long term deposit formation in aviation turbine fuel at elevated temperature

NASA Technical Reports Server (NTRS)

Giovanetti, A. J.; Szetela, E. J.

1986-01-01

An experimental characterization is conducted for the relationships between deposit mass, operating time, and temperature, in coking associated with aviation fuels under conditions simulating those typical of turbine engine fuel systems. Jet A and Suntech A fuels were tested in stainless steel tubing heated to 420-750 K, over test durations of between 3 and 730 hr and at fuel velocities of 0.07-1.3 m/sec. Deposit rates are noted to be a strong function of tube temperature; for a given set of test conditions, deposition rates for Suntech A exceed those of Jet A by a factor of 10. Deposition rates increased markedly with test duration for both fuels. The heated tube data obtained are used to develop a global chemical kinetic model for fuel oxidation and carbon deposition.

Preliminary Study Using Forward Reaction Control System Jets During Space Shuttle Entry

NASA Technical Reports Server (NTRS)

Restrepo, Carolina; Valasek, John

2006-01-01

Failure or degradation of the flight control system, or hull damage, can lead to loss of vehicle control during entry. Possible failure scenarios are debris impact and wing damage that could result in a large aerodynamic asymmetry which cannot be trimmed out without additional yaw control. Currently the space shuttle uses aerodynamic control surfaces and Reaction Control System jets to control attitude. The forward jets are used for orbital maneuvering only, while the aft jets are used for yaw control during entry. This paper develops a controller for using the forward reaction control system jets as an additional control during entry, and assesses its value and feasibility during failure situations. Forward-aft jet blending logic is created, and implemented on a simplified model of the space shuttle entry flight control system. The model is validated and verified on the nonlinear, six degree-of-freedom Shuttle Engineering Simulator. A rudimentary human factors study was undertaken using the forward cockpit simulator at Johnson Space Center, to assess flying qualities of the new system and pilot workload. Results presented in the paper show that the combination of forward and aft jets provides useful additional yaw control, in addition to potential fuel savings and the ability to balance the use of the fuel in the forward and aft tanks to meet availability constraints of both forward and aft fuel tanks. Piloted simulation studies indicated that using both sets of jets while flying a damaged space shuttle reduces pilot workload, and makes the vehicle more responsive.

Gas dynamics and mixture formation in swirled flows with precession of air flow

NASA Astrophysics Data System (ADS)

Tretyakov, V. V.; Sviridenkov, A. A.

2017-10-01

The effect of precessing air flow on the processes of mixture formation in the wake of the front winding devices of the combustion chambers is considered. Visual observations have shown that at different times the shape of the atomized jet is highly variable and has signs of precessing motion. The experimental data on the distribution of the velocity and concentration fields of the droplet fuel in the working volume of the flame tube of a typical combustion chamber are obtained. The method of calculating flows consisted in integrating the complete system of Reynolds equations written in Euler variables and closed with the two-parameter model of turbulence k-ε. Calculation of the concentration fields of droplet and vapor fuel is based on the use of models for disintegration into droplets of fuel jets, fragmentation of droplets and analysis of motion and evaporation of individual droplets in the air flow. Comparison of the calculation results with experimental data showed their good agreement.

Alternative Fuels and Their Potential Impact on Aviation

NASA Technical Reports Server (NTRS)

Daggett, D.; Hendricks, R.; Walther, R.

2006-01-01

With a growing gap between the growth rate of petroleum production and demand, and with mounting environmental needs, the aircraft industry is investigating issues related to fuel availability, candidates for alternative fuels, and improved aircraft fuel efficiency. Bio-derived fuels, methanol, ethanol, liquid natural gas, liquid hydrogen, and synthetic fuels are considered in this study for their potential to replace or supplement conventional jet fuels. Most of these fuels present the airplane designers with safety, logistical, and performance challenges. Synthetic fuel made from coal, natural gas, or other hydrocarbon feedstock shows significant promise as a fuel that could be easily integrated into present and future aircraft with little or no modification to current aircraft designs. Alternatives, such as biofuel, and in the longer term hydrogen, have good potential but presently appear to be better suited for use in ground transportation. With the increased use of these fuels, a greater portion of a barrel of crude oil can be used for producing jet fuel because aircraft are not as fuel-flexible as ground vehicles.

Subacute effects of inhaled Jet Fuel-A (Jet A) on airway and immune function in female rats.

PubMed

Sweeney, Lisa M; Prues, Susan L; Reboulet, James E

2013-04-01

Two studies were conducted to assess the potential airway and immune effects following subacute (14 d) exposure of female rats to 500, 1000 or 2000 mg/m³ of Jet-A for 4 h/d. The first study used Sprague-Dawley rats; the second study included both Fischer 344 (F344) and Sprague-Dawley rats. In the first study, exposure to 2000 mg/m³ jet fuel may have caused significant upper airway inflammation on day 7 post-exposure, as indicated by elevated protein and lactate dehydrogenase in nasal lavage fluid, but any inflammation resolved by day 14 post-exposure. No significant impact on immune cell populations in the spleens was observed. The histological examination showed no evidence of infectious or toxic effect. In the second study, body weights of the F344 rats in the 2000 mg/m³ group were depressed, as compared to the controls, at the end of the exposure. Some lung lavage fluid markers were increased at 24 h after the final exposure, however, no test article-induced histological changes were observed in the lungs, nasal cavities, or any other tissue of any of the jet fuel exposed animals. Overall, these studies demonstrated limited evidence of effects of 14 d of exposure to Jet A on the airways, immune system, or any other organ or system of female Sprague-Dawley and F344 rats, with no remarkable differences between strains. The lack of identified significant airway or immune effects was in contrast to previous examinations of jet fuel for pulmonary toxicity in mice and rats and for immunotoxicity in mice.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Davidson, C.; Newes, E.; Schwab, A.

This report is for biofuels stakeholders interested the U.S. aviation fuel market. Jet fuel production represents about 10% of U.S. petroleum refinery production. Exxon Mobil, Chevron, and BP top producers, and Texas, Louisiana, and California are top producing states. Distribution of fuel primarily involves transport from the Gulf Coast to other regions. Fuel is transported via pipeline (60%), barges on inland waterways (30%), tanker truck (5%), and rail (5%). Airport fuel supply chain organization and fuel sourcing may involve oil companies, airlines, airline consortia, airport owners and operators, and airport service companies. Most fuel is used for domestic, commercial, civilianmore » flights. Energy efficiency has substantially improved due to aircraft fleet upgrades and advanced flight logistic improvements. Jet fuel prices generally track prices of crude oil and other refined petroleum products, whose prices are more volatile than crude oil price. The single largest expense for airlines is jet fuel, so its prices and persistent price volatility impact industry finances. Airlines use various strategies to manage aviation fuel price uncertainty. The aviation industry has established goals to mitigate its greenhouse gas emissions, and initial estimates of biojet life cycle greenhouse gas emissions exist. Biojet fuels from Fischer-Tropsch and hydroprocessed esters and fatty acids processes have ASTM standards. The commercial aviation industry and the U.S. Department of Defense have used aviation biofuels. Additional research is needed to assess the environmental, economic, and financial potential of biojet to reduce greenhouse gas emissions and mitigate long-term upward price trends, fuel price volatility, or both.« less

Use of refinery computer model to predict fuel production

NASA Technical Reports Server (NTRS)

Flores, F. J.

1979-01-01

Several factors (crudes, refinery operation and specifications) that affect yields and properties of broad specification jet fuel were parameterized using the refinery simulation model which can simulate different types of refineries were used to make the calculations. Results obtained from the program are used to correlate yield as a function of final boiling point, hydrogen content and freezing point for jet fuels produced in two refinery configurations, each one processing a different crude mix. Refinery performances are also compared in terms of energy consumption.

Impact of future fuel properties on aircraft engines and fuel systems

NASA Technical Reports Server (NTRS)

Rudey, R. A.; Grobman, J. S.

1978-01-01

This paper describes and discusses the propulsion-system problems that will most likely be encountered if the specifications of hydrocarbon-based jet fuels must undergo significant changes in the future and, correspondingly, the advances in technology that will be required to minimize the adverse impact of these problems. Several investigations conducted are summarized. Illustrations are used to describe the relative effects of selected fuel properties on the behavior of propulsion-system components and fuel systems. The selected fuel properties are those that are most likely to be relaxed in future fuel specifications. Illustrations are also used to describe technological advances that may be needed in the future. Finally, the technological areas needing the most attention are described, and programs that are under way to address these needs are briefly discussed.

Techno-Economic Analysis of Camelina-Derived Hydroprocessed Renewable Jet Fuel and its Implications on the Aviation Industry

NASA Astrophysics Data System (ADS)

Shila, Jacob Joshua Howard

Although the aviation industry contributes toward global economic growth via transportation of passengers and cargo, the increasing demand for air transportation causes concern due to the corresponding increase in aircraft engine exhaust emissions. Use of alternative fuels is one pathway that has been explored for reducing emissions in the aviation industry. Hydroprocessed renewable jet (HRJ) (also known as Hydroprocessed Esters and Fatty Acids - HEFA) fuels have been approved for blending with traditional jet fuel up to 50% by volume to be used as drop-in fuels. However, limited information exists on the economic viability of these fuels. While techno-economic studies have been conducted on the HRJ production process using soybean oil, different vegetable oils possess different hydrocarbon structures that affect the yield of HRJ fuels. This study involves the techno-economic analysis of producing Camelina-derived HRJ fuel using the option of hydro-deoxygenation (HDO). The hydrodeoxygenation option requires extra hydrogen and hence affects the overall cost of HRJ fuel production. Similar studies have been conducted on the production of Camelina-derived HRJ fuels using the same path of hydrodeoxygenation with minor contributions from both decarbonylation and decarboxylation reactions. This study, however, employs the UOP Honeywell procedure using the hydrodeoxygenation chemical reaction to estimate the breakeven price of Camelina-derived HRJ fuel. In addition, the study treats the cultivation of Camelina oilseeds, extraction of oilseeds, and the conversion of HRJ fuel as separate entities. The production of Camelina oilseed, Camelina oil, and finally Camelina-derived HRJ fuel is modeled in order to estimate the breakeven price of the fuel. In addition, the information obtained from the techno-economic analysis is used to assess the breakeven carbon price. All costs are analyzed based on 2016 US dollars. The breakeven price of Camelina oilseeds is found to be 228.71 per MT assuming a yield of 2.3 MT/hectare and oilseed oil content of 35%. The nameplate capacities of the extraction and HRJ process facilities are 3000 MT/day and 378 MML per year respectively. Based on these assumptions, the breakeven price of Camelina oil for a centralized extraction facility is found to be 0.35 per liter for a 20-year operating plant, and 0.34/liter for a 30-year operating plant. The option of producing Jet A and diesel are each explored for plants operating for 20 years or 30 years. An additional scenario of investing in a hydrogen plant on site is explored. The deterministic breakeven price of HRJ fuel produced from plants that operate for 20 years is found to be 0.87 per liter for facilities using commercial hydrogen, and 1.01 per liter for facilities using self-produced hydrogen. If the plant operates for 30 years, the breakeven price of HRJ is found to be 0.85 per liter for a facility that uses utility hydrogen, and 0.99 per liter for a facility that uses self-produced hydrogen. Sensitivity analysis indicates that if the HRJ facility invests in hydrogen plant, the final breakeven price will range from 0.87 to 1.44 per liter while for the facility that uses commercial hydrogen, the breakeven price of HRJ fuel will be between 0.75 and 1.26 per liter. Investors have to pay at least additional 0.02 of capital investment cost per liter of HRJ fuel if they want to maximize the production of HRJ fuel instead of Hydroprocessed Renewable Diesel (HRD) fuel. The penalty for investing in a hydrogen plant on site ranges between 0.13 and 0.15 of capital cost per liter of fuel produced depending on the main fuel being produced and the duration of operation of the plant. Finally, the breakeven price of carbon is calculated by taking into account the difference between the calculated breakeven price of HRJ fuels and the five-year average of Jet A fuel. The range of breakeven carbon price is found to be between 109.63 and 177.53 per MT of CO2e. The results of this study serve as a preliminary assessment for investors who are interested in pursuing production of this fuel type. While the breakeven prices of the fuels may provide information to the potential investors, the breakeven carbon prices are also useful for exploring other policies regarding the establishment of aviation biofuels.

Cellulosic Biomass Sugars to Advantaged Jet Fuel – Catalytic Conversion of Corn Stover to Energy Dense, Low Freeze Point Paraffins and Naphthenes

DOE Office of Scientific and Technical Information (OSTI.GOV)

Cortright, Randy

The purpose of this project was to demonstrate the technical and commercial feasibility of producing liquid fuels, particularly jet fuel, from lignocellulosic materials, such as corn stover. This project was led by Virent, Inc. (Virent) which has developed a novel chemical catalytic process (the BioForming ® platform) capable of producing “direct replacement” liquid fuels from biomass-derived feedstocks. Virent has shown it is possible to produce an advantaged jet fuel from biomass that meets or exceeds specifications for commercial and military jet fuel through Fuel Readiness Level (FRL) 5, Process Validation. This project leveraged The National Renewable Energy Lab’s (NREL) expertisemore » in converting corn stover to sugars via dilute acid pretreatment and enzymatic hydrolysis. NREL had previously developed this deconstruction technology for the conversion of corn stover to ethanol. In this project, Virent and NREL worked together to condition the NREL generated hydrolysate for use in Virent’s catalytic process through solids removal, contaminant reduction, and concentration steps. The Idaho National Laboratory (INL) was contracted in this project for the procurement, formatting, storage and analysis of corn stover and Northwestern University developed fundamental knowledge of lignin deconstruction that can help improve overall carbon recovery of the combined technologies. Virent conducted fundamental catalytic studies to improve the performance of the catalytic process and NREL provided catalyst characterization support. A technoeconomic analysis (TEA) was conducted at each stage of the project, with results from these analyses used to inform the direction of the project.« less

78 FR 62462 - Regulation of Fuels and Fuel Additives: Modifications to Renewable Fuel Standard Program

Federal Register 2010, 2011, 2012, 2013, 2014

2013-10-22

... and Security Act of 2007 (EISA) to reduce the use of fossil fuels and encourage increased production... renewable fuel to replace or reduce the quantity of fossil fuel present in transportation fuel. Under EPA's... quantity of fossil fuel present in home heating oil or jet fuel.\\3\\ In essence, additional renewable fuel...

Experimental Study of the Stability of Aircraft Fuels at Elevated Temperatures

NASA Technical Reports Server (NTRS)

Vranos, A.; Marteney, P. J.

1980-01-01

An experimental study of fuel stability was conducted in an apparatus which simulated an aircraft gas turbine fuel system. Two fuels were tested: Jet A and Number 2 Home Heating oil. Jet A is an aircraft gas turbine fuel currently in wide use. No. 2HH was selected to represent the properties of future turbine fuels, particularly experimental Reference Broad Specification, which, under NASA sponsorship, was considered as a possible next-generation fuel. Tests were conducted with varying fuel flow rates, delivery pressures and fuel pretreatments (including preheating and deoxygenation). Simulator wall temperatures were varied between 422K and 672K at fuel flows of 0.022 to 0.22 Kg/sec. Coking rate was determined at four equally-spaced locations along the length of the simulator. Fuel samples were collected for infrared analysis. The dependence of coking rate in Jet A may be correlated with surface temperature via an activation energy of 9 to 10 kcal/mole, although the results indicate that both bulk fluid and surface temperature affect the rate of decomposition. As a consequence, flow rate, which controls bulk temperature, must also be considered. Taken together, these results suggest that the decomposition reactions are initiated on the surface and continue in the bulk fluid. The coking rate data for No. 2 HH oil are very highly temperature dependent above approximately 533K. This suggests that bulk phase reactions can become controlling in the formation of coke.

Study of Jet-Propulsion System Comprising Blower, Burner, and Nozzle

NASA Technical Reports Server (NTRS)

Hall, Eldon W

1944-01-01

A study was made of the performance of a jet-propulsion system composed of an engine-driven blower, a combustion chamber, and a discharge nozzle. A simplified analysis is made of this system for the purpose of showing in concise form the effect of the important design variables and operating conditions on jet thrust, thrust horsepower, and fuel consumption. Curves are presented that permit a rapid evaluation of the performance of this system for a range of operating conditions. The performance for an illustrative case of a power plant of the type under consideration id discussed in detail. It is shown that for a given airplane velocity the jet thrust horsepower depends mainly on the blower power and the amount of fuel burned in the jet; the higher the thrust horsepower is for a given blower power, the higher the fuel consumption per thrust horsepower. Within limits the amount of air pumped has only a secondary effect on the thrust horsepower and efficiency. A lower limit on air flow for a given fuel flow occurs where the combustion-chamber temperature becomes excessive on the basis of the strength of the structure. As the air-flow rate is increased, an upper limit is reached where, for a given blower power, fuel-flow rate, and combustion-chamber size, further increase in air flow causes a decrease in power and efficiency. This decrease in power is caused by excessive velocity through the combustion chamber, attended by an excessive pressure drop caused by momentum changes occurring during combustion.

Systems and processes for conversion of ethylene feedstocks to hydrocarbon fuels

DOEpatents

Lilga, Michael A.; Hallen, Richard T.; Albrecht, Karl O.; Cooper, Alan R.; Frye, John G.; Ramasamy, Karthikeyan Kallupalayam

2018-04-03

Systems, processes, and catalysts are disclosed for obtaining fuel and fuel blends containing selected ratios of open-chain and closed-chain fuel-range hydrocarbons suitable for production of alternate fuels including gasolines, jet fuels, and diesel fuels. Fuel-range hydrocarbons may be derived from ethylene-containing feedstocks and ethanol-containing feedstocks.

Systems and processes for conversion of ethylene feedstocks to hydrocarbon fuels

DOEpatents

Lilga, Michael A.; Hallen, Richard T.; Albrecht, Karl O.; Cooper, Alan R.; Frye, John G.; Ramasamy, Karthikeyan Kallupalayam

2017-05-30

Systems, processes, and catalysts are disclosed for obtaining fuel and fuel blends containing selected ratios of open-chain and closed-chain fuel-range hydrocarbons suitable for production of alternate fuels including gasolines, jet fuels, and diesel fuels. Fuel-range hydrocarbons may be derived from ethylene-containing feedstocks and ethanol-containing feedstocks.

Systems and processes for conversion of ethylene feedstocks to hydrocarbon fuels

DOEpatents

Lilga, Michael A.; Hallen, Richard T.; Albrecht, Karl O.; Cooper, Alan R.; Frye, John G.; Ramasamy, Karthikeyan Kallupalayam

2017-09-26

Systems, processes, and catalysts are disclosed for obtaining fuels and fuel blends containing selected ratios of open-chain and closed-chain fuel-range hydrocarbons suitable for production of alternate fuels including gasolines, jet fuels, and diesel fuels. Fuel-range hydrocarbons may be derived from ethylene-containing feedstocks and ethanol-containing feedstocks.

ECN-15655

NASA Image and Video Library

1981-05-21

In this photograph, the C-140 JetStar is fitted with a model of a high-speed propeller. Three different designs were tested at NASA's Dryden Flight Research Facility in 1981-1982. Their swept-back blades were intended to increase the speed and fuel efficiency of turboprop aircraft. Speeds of Mach 0.8 were thought possible, while using 20 to 30 percent less fuel than standard jet engines.

OPTIMIZED DETERMINATION OF TRACE JET FUEL VOLATILE ORGANIC COMPOUNDS IN HUMAN BLOOD USING IN-FIELD LIQUID-LIQUID EXTRACTION WITH SUBSEQUENT LABORATORY GAS CHROMATOGRAPHIC-MASS SPECTROMETRIC ANALYSIS AND ON-COLUMN LARGE VOLUME INJECTION

EPA Science Inventory

A practical and sensitive method to assess volatile organic compounds (VOCs) from JP-8 jet fuel in human whole blood was developed by modifying previously established liquid-liquid extraction procedures, optimizing extraction times, solvent volume, specific sample processing te...

A model for 3-D sonic/supersonic transverse fuel injection into a supersonic air stream

NASA Technical Reports Server (NTRS)

Bussing, Thomas R. A.; Lidstone, Gary L.

1989-01-01

A model for sonic/supersonic transverse fuel injection into a supersonic airstream is proposed. The model replaces the hydrogen jet up to the Mach disk plane and the elliptic parts of the air flow field around the jet by an equivalent body. The main features of the model were validated on the basis of experimental data.

Advanced Thermally Stable Coal-Derived Jet Fuels Compositional Factors Affecting Thermal Degradation of Jet Fuels

DTIC Science & Technology

1992-12-01

shown in Figure 4.2 and the peaks are identified and quantified in Table 4.2. Phenol and alkylphenols are the most readily visible 137 Cf) C-)" M0 oý...transformation of the catechol and alkylphenolic structures in subbituminous coal is a loss of aryl-( -containing structures and a condensation of the phenols

An experimental study of the autoignition characteristics of conventional jet fuel/oxidizer mixtures: Jet-A and JP-8

DOE Office of Scientific and Technical Information (OSTI.GOV)

Kumar, Kamal; Sung, Chih-Jen

2010-04-15

Ignition delay times of Jet-A/oxidizer and JP-8/oxidizer mixtures are measured using a heated rapid compression machine at compressed charge pressures corresponding to 7, 15, and 30 bar, compressed temperatures ranging from 650 to 1100 K, and equivalence ratios varying from 0.42 to 2.26. When using air as the oxidant, two oxidizer-to-fuel mass ratios of 13 and 19 are investigated. To achieve higher compressed temperatures for fuel lean mixtures (equivalence ratio of {proportional_to}0.42), argon dilution is also used and the corresponding oxidizer-to-fuel mass ratio is 84.9. For the conditions studied, experimental results show two-stage ignition characteristics for both Jet-A and JP-8.more » Variations of both the first-stage and overall ignition delays with compressed temperature, compressed pressure, and equivalence ratio are reported and correlated. It is noted that the negative temperature coefficient phenomenon becomes more prominent at relatively lower pressures. Furthermore, the first-stage-ignition delay is found to be less sensitive to changes in equivalence ratio and primarily dependent on temperature. (author)« less

Flame ignition studies of conventional and alternative jet fuels and surrogate components

NASA Astrophysics Data System (ADS)

Liu, Ning

Practical jet fuels are widely used in air-breathing propulsion, but the chemical mechanisms that control their combustion are not yet understood. Thousands of components are contained in conventional and alternative jet fuels, making thus any effort to model their combustion behavior a daunting task. That has been the motivation behind the development of surrogate fuels that contain typically a small number of neat components, whose physical properties and combustion behavior mimic those of the real jet fuel, and whose kinetics could be modeled with increased degree of confidence. Towards that end, a large number of experimental data are required both for the real fuels and the attendant surrogate components that could be used to develop and validate detailed kinetic models. Those kinetic models could be used then upon reduction to model a combustor and eventually optimize its performance. Among all flame phenomena, ignition is rather sensitive to the oxidative and pyrolytic propensity of the fuel as well as to its diffusivity. The counterflow configuration is ideal in probing both the fuel reactivity and diffusivity aspects of the ignition process and it was used in the present work to determine the ignition temperatures of premixed and non-premixed flames of a variety of fuels relevant to air-breathing propulsion. The experiments were performed at atmospheric pressure, elevated unburned fuel mixture temperatures, and various strain rates that were measured locally. Several recent kinetic models were used in direct numerical simulations of the experiments and the computed results were tested against the experimental data. Furthermore, through sensitivity, reaction path, and structure analyses of the computed flames, insight was provided into the dominant mechanisms that control ignition. It was found that ignition is primarily sensitive to fuel diffusion and secondarily sensitive to chemical kinetics and intermediate species diffusivities under the low fuel concentrations. As for the detailed high temperature oxidation chemistry, ignition of normal, branched, and cyclic alkane flames were found to be sensitive largely to H2/CO and C1-C4 small hydrocarbon chemistry, while for branched alkanes fuel-related reactions do have accountable effect on ignition due to the low rate of initial fuel decomposition that limits the overall reactions preceding ignition. Analyses of the computed flame structures revealed that the concentrations of ignition-promoting radicals such as H, HCO, C2H3, and OH, and ignition-inhibiting radicals such as C3H6, aC3H5, and CH3 are key to the occurrence of ignition. Finally, the ignition characteristics of conventional and alternative jet fuels were studied and were to correlate with the chemical classifications and diffusivities of the neat species that are present in the practical fuel.

40 CFR 63.1561 - Am I subject to this subpart?

Code of Federal Regulations, 2014 CFR

2014-07-01

... American Industry Classification (NAIC) code 32411, and used mainly for: (i) Producing transportation fuels (such as gasoline, diesel fuels, and jet fuels), heating fuels (such as kerosene, fuel gas distillate, and fuel oils), or lubricants; (ii) Separating petroleum; or (iii) Separating, cracking, reacting, or...

40 CFR 63.1561 - Am I subject to this subpart?

Code of Federal Regulations, 2013 CFR

2013-07-01

... American Industry Classification (NAIC) code 32411, and used mainly for: (i) Producing transportation fuels (such as gasoline, diesel fuels, and jet fuels), heating fuels (such as kerosene, fuel gas distillate, and fuel oils), or lubricants; (ii) Separating petroleum; or (iii) Separating, cracking, reacting, or...

40 CFR 63.1561 - Am I subject to this subpart?

Code of Federal Regulations, 2012 CFR

2012-07-01

... American Industry Classification (NAIC) code 32411, and used mainly for: (i) Producing transportation fuels (such as gasoline, diesel fuels, and jet fuels), heating fuels (such as kerosene, fuel gas distillate, and fuel oils), or lubricants; (ii) Separating petroleum; or (iii) Separating, cracking, reacting, or...

Review of the Flammability Hazard of Jet A Fuel Vapor in Civil Transport Aircraft Fuels Tanks

DOT National Transportation Integrated Search

1998-06-01

This report documents the findings of a Fuel Flammability Task Group made up of recognized fuel and combustion specialists investigating the flammability and explosiveness of fuel within an aircraft fuel tank. The task group reviewed all available re...

Cryogenic and Simulated Fuel Jet Breakup in Argon, Helium and Nitrogen Gas Flows

NASA Technical Reports Server (NTRS)

Ingebo, Robert D.

1995-01-01

Two-phase flow atomization of liquid nitrogen jets was experimentally investigated. They were co-axially injected into high-velocity gas flows of helium, nitrogen and argon, respectively, and atomized internally inside a two-fluid fuel nozzle. Cryogenic sprays with relatively high specific surface areas were produced, i.e., ratios of surface area to volume were fairly high. This was indicated by values of reciprocal Sauter mean diameters, RSMD's, as measured with a scattered- light scanning instrument developed at NASA Lewis Research Center. Correlating expressions were derived for the three atomizing gases over a gas temperature range of 111 to 422 K. Also, the correlation was extended to include waterjet breakup data that had been previously obtained in simulating fuel jet breakup in sonic velocity gas flow. The final correlating expression included a new dimensionless molecular-scale acceleration group. It was needed to correlate RSMD data, for LN2 and H2O sprays, with the fluid properties of the liquid jets and atomizing gases used in this investigation.

Shapes of Nonbuoyant Round Luminous Laminar-Jet Diffusion Flames in Coflowing Air. Appendix F

NASA Technical Reports Server (NTRS)

Lin, K.-C.; Faeth, G. M.; Urban, David L. (Technical Monitor)

2000-01-01

The shapes (luminous flame boundaries) of steady nonbuoyant round luminous hydrocarbon-fueled laminar-jet diffusion flames in coflowing air were studied both experimentally and theoretically. Flame shapes were measured from photographs of flames burning at low pressures in order to minimize the effects of buoyancy. Test conditions involved acetylene-, propylene. and 1,3-butadiene-fueled flames having initial reactant temperatures of 300 K, ambient pressures of 19-50 kPa, jet-exit Reynolds numbers of 18-121, and initial air/fuel velocity ratios of 0.22-32.45 to yield luminous flame lengths of 21-198 mm. The present flames were close to the laminar smoke point but were not soot emitting. Simple expressions to estimate the shapes of nonbuoyant laminar-jet diffusion flames in coflow were found by extending an earlier analysis of Mahalingam et al. These formulas provided a good correlation of present measurements except near the burner exit where self-similar approximations used in the simplified analysis are no longer appropriate.

Liquid Fuel Emulsion Jet-in-Crossflow Penetration and Dispersion Under High Pressure Conditions

NASA Astrophysics Data System (ADS)

Gomez, Guillermo Andres

The current work focuses on the jet-in-crossflow penetration and dispersion behavior of water-in-oil emulsions in a high pressure environment. Both fuel injection strategies of using a water-in-oil emulsion and a jet-in-crossflow have demonstrated unique benefits in improving gas turbine performance from an emissions and efficiency standpoint. A jet-in-crossflow is very practical for use in gas turbine engines, rocket propulsion, and aircraft engines since it utilizes already available crossflow air to atomize fuel. Injecting water into a combustion chamber in the form of a water-in-oil emulsion allows for pollutant emissions reduction while reducing efficiency loses that may result from using a separate water or steam injection circuit. Dispersion effects on oil droplets are expected, therefore investigating the distribution of both oil and water droplets in the crossflow is an objective in this work. Understanding the synchronization and injection behavior of the two strategies is of key interest due to their combined benefits. A water-to-oil ratio and an ambient pressure parameter are developed for emulsion jet-in-crossflow trajectories. To this end, a total of 24 emulsion jet-in-crossflow tests were performed with varying ambient pressures of 2-8 atm and momentum flux ratios of 50, 85, and 120. Sobel edge filtering was applied to each averaged image obtained from a high speed video of each test case. Averaged and filtered images were used to resolve top and bottom edges of the trajectory in addition to the overall peak intensity up to 40 mm downstream of the injection point. An optimized correlation was established and found to differ from literature based correlations obtained under atmospheric pressure conditions. Overall it was found that additional parameters were not necessary for the top edge and peak intensity correlations, but a need for a unique emulsion bottom edge and width trajectory correlation was recognized. In addition to investigating emulsion jet-in-crossflow trajectory correlations, a unique Dual Planar Laser Induced Fluorescence (Dual-PLIF) method was applied for the first time on emulsions at elevated pressure conditions. From the Dual-PLIF results, qualitative observations provided insight into the unique dispersion of oil and water concentrations within a cross-sectional plane down stream of the jet-in-crossflow injection.

Evaluation of ultraviolet spectrophotometry for simultaneous analysis of alkylbenzenes, alkylnaphthalenes, alkylanthracenes/phenanthrenes and total aromatics in mid-distillate fuels

NASA Technical Reports Server (NTRS)

Kim, W. S.; Seng, G. T.

1982-01-01

A rapid ultraviolet spectrophotometric method for the simultaneous determination of aromatics in middistillate fuels was developed and evaluated. In this method, alkylbenzenes, alkylnaphthalenes, alkylanthracenes/phenanthracenes and total aromatics were determined from ultraviolet spectra of the fuels. The accuracy and precision were determined using simulated standard fuels with known compositions. The total aromatics fraction accuracy was 5% for a Jet A type fuel and 0.6% for a broadened properties jet turbine type fuel. Precision, expressed as relative standard deviations, ranged from 2.9% for the alkylanthracenes/phenanthrenes to 15.3% for the alkylbenzenes. The accuracy, however, was less for actual fuel samples when compared to the results obtained by a mass spectrometric method. In addition, the ASTM D-1840 method for naphthalenes by ultraviolet spectroscopy was evaluated.

Transportation Fuels Markets, PADD 5

EIA Publications

2015-01-01

This study examines supply, demand, and distribution of transportation fuels in Petroleum Administration for Defense District (PADD) 5, a region that includes the western states of California, Arizona, Nevada, Oregon, Washington, Alaska, and Hawaii. For this study, transportation fuels include gasoline, diesel fuel, and jet fuel.

Aviation fuel property effects on altitude relight

NASA Technical Reports Server (NTRS)

Venkataramani, K.

1987-01-01

The major objective of this experimental program was to investigate the effects of fuel property variation on altitude relight characteristics. Four fuels with widely varying volatility properties (JP-4, Jet A, a blend of Jet A and 2040 Solvent, and Diesel 2) were tested in a five-swirl-cup-sector combustor at inlet temperatures and flows representative of windmilling conditions of turbofan engines. The effects of fuel physical properties on atomization were eliminated by using four sets of pressure-atomizing nozzles designed to give the same spray Sauter mean diameter (50 + or - 10 micron) for each fuel at the same design fuel flow. A second series of tests was run with a set of air-blast nozzles. With comparable atomization levels, fuel volatility assumes only a secondary role for first-swirl-cup lightoff and complete blowout. Full propagation first-cup blowout were independent of fuel volatility and depended only on the combustor operating conditions.

77 FR 59391 - Delta Air Lines, Inc., Continental Airlines, Inc., JetBlue Airways Corporation, United Air Lines...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-09-27

... lawfulness of the rates charged by the Respondent for transportation of jet or aviation turbine fuel on its..., Inc., Continental Airlines, Inc., JetBlue Airways Corporation, United Air Lines, Inc., US Airways, Inc... Airlines, Inc., JetBlue Airways Corporation, United Air Lines, Inc., and US Airways, Inc. (collectively...

Composition-explicit distillation curves of aviation fuel JP-8 and a coal-based jet fuel

DOE Office of Scientific and Technical Information (OSTI.GOV)

Beverly L. Smith; Thomas J. Bruno

2007-09-15

We have recently introduced several important improvements in the measurement of distillation curves for complex fluids. The modifications to the classical measurement provide for (1) a composition explicit data channel for each distillate fraction (for both qualitative and quantitative analysis); (2) temperature measurements that are true thermodynamic state points; (3) temperature, volume, and pressure measurements of low uncertainty suitable for an equation of state development; (4) consistency with a century of historical data; (5) an assessment of the energy content of each distillate fraction; (6) a trace chemical analysis of each distillate fraction; and (7) a corrosivity assessment of eachmore » distillate fraction. The most significant modification is achieved with a new sampling approach that allows precise qualitative as well as quantitative analyses of each fraction, on the fly. We have applied the new method to the measurement of rocket propellant, gasoline, and jet fuels. In this paper, we present the application of the technique to representative batches of the military aviation fuel JP-8, and also to a coal-derived fuel developed as a potential substitute. We present not only the distillation curves but also a chemical characterization of each fraction and discuss the contrasts between the two fluids. 26 refs., 5 figs., 6 tabs.« less

The Oxidation and Ignition of Jet Fuels

DTIC Science & Technology

2017-01-03

approved for public release. A series of experimental studies designed to elucidate the oxidative reactivity and ignition properties of jet fuel and its...3 2. Experimental Method……………………………………………..………………….……..4 2.1. Shock tube…………………………………………………….…………………….4 2.2. Mid-infrared... experimental kinetics database for larger hydrocarbon components, real transportation fuels, model fuel mixtures, and important intermediate species

PROPULSION AND POWER RAPID RESPONSE RESEARCH AND DEVELOPMENT (R&D) SUPPORT. Delivery Order 0011: Production Demonstration and Laboratory Evaluation of R-8 and R-8X Hydroprocessed Renewable Jet (HRJ) Fuel for the DoD Alternative Fuels Program

DTIC Science & Technology

2010-05-01

alternative fuel from halophyte (Salicornia oil from sea plants) was also produced by the Syntroleum Corporation and termed R- 8X. Syntroleum processed...these bio- oils without catalyst change-out or processing optimization. Only a portion of the fit for purpose and characterization testing was...jet fuel, up to 50 volume %, just as F-T SPK is allowed to be used in MIL-DTL-83133F. b) The R-8 feedstock of fats, oils , and grease (FOG) was

Detection of water in jet fuel using layer-by-layer thin film coated long period grating sensor.

PubMed

Puckett, Sean D; Pacey, Gilbert E

2009-04-15

The quantitative measurement of jet fuel additives in the field is of interest to the Air Force. The "smart nozzle" project was designed as a state-of-the-art diagnostics package attached to a single-point refueling nozzle for assessing key fuel properties as the fuel is dispensed. The objective of the work was to show proof of concept that a layer-by-layer thin film and long period grating fibers could be used to detect the presence of water in jet fuel. The data for the nafion/PDMA film and a long period grating fiber is a combination capable of quantitative measurement of water in kerosene. The average response (spectral loss wavelength shift) to the kerosene sample ranged from -6.0 for 15 ppm to -126.5 for 60 ppm water. The average calculated value for the check standard was 21.71 and ranged from 21.25 to 22.00 with a true value of 22.5 ppm water. Potential interferences were observed and are judged to be insignificant in real samples.

Life cycle assessment of camelina oil derived biodiesel and jet fuel in the Canadian Prairies.

PubMed

Li, Xue; Mupondwa, Edmund

2014-05-15

This study evaluated the environmental impact of biodiesel and hydroprocessed renewable jet fuel derived from camelina oil in terms of global warming potential, human health, ecosystem quality, and energy resource consumption. The life cycle inventory is based on production activities in the Canadian Prairies and encompasses activities ranging from agricultural production to oil extraction and fuel conversion. The system expansion method is used in this study to avoid allocation and to credit input energy to co-products associated with the products displaced in the market during camelina oil extraction and fuel processing. This is the preferred allocation method for LCA analysis in the context of most renewable and sustainable energy programs. The results show that greenhouse gas (GHG) emissions from 1 MJ of camelina derived biodiesel ranged from 7.61 to 24.72 g CO2 equivalent and 3.06 to 31.01 kg CO2/MJ equivalent for camelina HRJ fuel. Non-renewable energy consumption for camelina biodiesel ranged from 0.40 to 0.67 MJ/MJ; HRJ fuel ranged from -0.13 to 0.52 MJ/MJ. Camelina oil as a feedstock for fuel production accounted for the highest contribution to overall environmental performance, demonstrating the importance of reducing environmental burdens during the agricultural production process. Attaining higher seed yield would dramatically lower environmental impacts associated with camelina seed, oil, and fuel production. The lower GHG emissions and energy consumption associated with camelina in comparison with other oilseed derived fuel and petroleum fuel make camelina derived fuel from Canadian Prairies environmentally attractive. Crown Copyright © 2014. Published by Elsevier B.V. All rights reserved.

Environmental Assessment for the Maintenance, Upgrade, and Construction of the Jet Fuel Distribution System, Edwards Air Force Base, California

DTIC Science & Technology

2009-01-01

5c. PROGRAM ELEMENT NUMBER 6. AUTHOR (S) 5d. PROJECT NUMBER 5e. TASK NUMBER EIAP Control No. 07-0485 5f. WORK UNIT NUMBER 7. PERFORMING...chemical hazards such as fuel vapors, heavy metal paints, and asbestos particulates; venomous snakes; and potential exposure to hantavirus or valley...OCCUPATIONAL HEALTH Environmental hazards Personnel could be exposed to heat stress, venomous snakes, hantavirus from infected rodents, and valley

Ignition and flame stabilization of a strut-jet RBCC combustor with small rocket exhaust.

PubMed

Hu, Jichao; Chang, Juntao; Bao, Wen

2014-01-01

A Rocket Based Combined Cycle combustor model is tested at a ground direct connected rig to investigate the flame holding characteristics with a small rocket exhaust using liquid kerosene. The total temperature and the Mach number of the vitiated air flow, at exit of the nozzle are 1505 K and 2.6, respectively. The rocket base is embedded in a fuel injecting strut and mounted in the center of the combustor. The wall of the combustor is flush, without any reward step or cavity, so the strut-jet is used to make sure of the flame stabilization of the second combustion. Mass flow rate of the kerosene and oxygen injected into the rocket is set to be a small value, below 10% of the total fuel when the equivalence ratio of the second combustion is 1. The experiment has generated two different kinds of rocket exhaust: fuel rich and pure oxygen. Experiment result has shown that, with a relative small total mass flow rate of the rocket, the fuel rich rocket plume is not suitable for ignition and flame stabilization, while an oxygen plume condition is suitable. Then the paper conducts a series of experiments to investigate the combustion characteristics under this oxygen pilot method and found that the flame stabilization characteristics are different at different combustion modes.

Ignition and Flame Stabilization of a Strut-Jet RBCC Combustor with Small Rocket Exhaust

PubMed Central

2014-01-01

A Rocket Based Combined Cycle combustor model is tested at a ground direct connected rig to investigate the flame holding characteristics with a small rocket exhaust using liquid kerosene. The total temperature and the Mach number of the vitiated air flow, at exit of the nozzle are 1505 K and 2.6, respectively. The rocket base is embedded in a fuel injecting strut and mounted in the center of the combustor. The wall of the combustor is flush, without any reward step or cavity, so the strut-jet is used to make sure of the flame stabilization of the second combustion. Mass flow rate of the kerosene and oxygen injected into the rocket is set to be a small value, below 10% of the total fuel when the equivalence ratio of the second combustion is 1. The experiment has generated two different kinds of rocket exhaust: fuel rich and pure oxygen. Experiment result has shown that, with a relative small total mass flow rate of the rocket, the fuel rich rocket plume is not suitable for ignition and flame stabilization, while an oxygen plume condition is suitable. Then the paper conducts a series of experiments to investigate the combustion characteristics under this oxygen pilot method and found that the flame stabilization characteristics are different at different combustion modes. PMID:24578655

Thermally resistant polymers for fuel tank sealants

NASA Technical Reports Server (NTRS)

Webster, J. A.

1972-01-01

Conversion of fluorocarbon dicarboxylic acid to intermediates whose terminal functional groups permit polymerization is discussed. Resulting polymers are used as fuel tank sealers for jet fuels at elevated temperatures. Stability and fuel resistance of the prototype polymers is explained.

Comprehensive Assessment of Composition and Thermochemical Variability by High Resolution GC/QToF-MS and the Advanced Distillation-Curve Method as a Basis of Comparison for Reference Fuel Development.

PubMed

Lovestead, Tara M; Burger, Jessica L; Schneider, Nico; Bruno, Thomas J

2016-12-15

Commercial and military aviation is faced with challenges that include high fuel costs, undesirable emissions, and supply chain insecurity that result from the reliance on petroleum-based feedstocks. The development of alternative gas turbine fuels from renewable resources will likely be part of addressing these issues. The United States has established a target for one billion gallons of renewable fuels to enter the supply chain by 2018. These alternative fuels will have to be very similar in properties, chemistry, and composition to existing fuels. To further this goal, the National Jet Fuel Combustion Program (a collaboration of multiple U.S. agencies under the auspices of the Federal Aviation Administration, FAA) is coordinating measurements on three reference gas turbine fuels to be used as a basis of comparison. These fuels are reference fuels with certain properties that are at the limits of experience. These fuels include a low viscosity, low flash point, high hydrogen content "best case" JP-8 (POSF 10264) fuel, a relatively high viscosity, high flash point, low hydrogen content "worst case" JP-5 (POSF 10259) fuel, and a Jet-A (POSF 10325) fuel with relatively average properties. A comprehensive speciation of these fuels is provided in this paper by use of high resolution gas chromatography/quadrupole time-of-flight - mass spectrometry (GC/QToF-MS), which affords unprecedented resolution and exact molecular formula capabilities. The volatility information as derived from the measurement of the advanced distillation curve temperatures, T k and T h , provides an approximation of the vapor liquid equilibrium and examination of the composition channels provides detailed insight into thermochemical data. A comprehensive understanding of the compositional and thermophysical data of gas turbine fuels is required not only for comparison but also for modeling of such complex mixtures, which will, in turn, aid in the development of new fuels with the goals of diversified feedstocks, decreased pollution, and increased efficiency.

Investigation of air solubility in jet A fuel at high pressures

NASA Technical Reports Server (NTRS)

Rupprecht, S. D.; Faeth, G. M.

1981-01-01

The solubility and density properties of saturated mixtures of fuels and gases were measured. The fuels consisted of Jet A and dodecane, the gases were air and nitrogen. The test range included pressures of 1.03 to 10.34 MPa and temperatures of 298 to 373 K. The results were correlated successfully, using the Soave equation of state. Over this test range, dissolved gas concentrations were roughly proportional to pressure and increased slightly with increasing temperature. Mixture density was relatively independent of dissolved gas concentration.