[Gasification] Aviation's roleinglobalwarming...9/11 aftermathproves theories on H20incontrailsin dramatic fashion.

[Greg and April]

We don't refer to it as diesel or Kero - Kerosene is the stuff people put in 
home heaters, distillates for jet use is referred to by JP ( IIRC it's short 
for Jet Propellant ) by the military, but JP is normally followed by a 
number, which designates a particular formula.    Commercial jet fuels are 
usually based on a couple of particular military formula's that have been 
modified for civilian use.

While it can be kero based, it is also highly variable in nature, and most 
of the time it's not just kero and some times kero is only a minor part.

JP-1    Is the earliest of the US jet fuels - developed in '44.    Is for 
all practical purposes  Kero.

JP-4    A 50 / 50 blend of kero and gasoline.    It was the primary fuel for 
the US Air Force, used it between 1951 and 1995.    Commercial aviation used 
a similar mix, under the name of "Jet-B", which included anti-icing and 
corrosion inhibitors.    It's down side is that it was prone to static 
electric build up.

JP-5    A jet fuel with a high flash point ( developed in 1952 ), it was 
developed for use aboard aircraft carriers, and has a NATO code of F-44, as 
it is used in most navies.    While it starts with a base of kero, it also 
contains a mix of alkanes and naphthenes and other aromatic hydrocarbons. 
Other names for JP-5 include Fuel oil no. 5, Residual oil no. 5 ( the stuff 
that is used for home eating also goes by the name of Fuel Oil No. 4 )

JP-6    Developed for the XB-70 Valkyrie, while similar to JP5, it had a 
lower freezing point and boron added  for higher speed and increased range.

JP-7    A fuel developed for it's high flashpoint and thermal stability. 
Used in the SR-71, it has little < 3% in the way of highly volatile 
components like benzene or toluene and almost no sulfur, oxygen, and 
nitrogen impurities.    This stuff is not kero in anyway shape or form.

According to a guy I know, who used to be a Air Force photographer ( and 
used to work on at the base that was home to SR-71's ) it was thicker and 
had a higher viscosity, than most motor oil that is in the average car. 
JP-7 is so hard to light, that they have to use triethylborane to start the 
engines ( or the afterburners while in flight ).    I believe future 
developments in commercial jet fuel to be in this direction, as they try and 
find more energy dense fuel to make each flight more economic, and safer.

JP-8    The replacement for JP-4.    While based on kero, it is closer to 
JP-5 in physical properties, being more "oily" than a "solvent" in nature. 
Commercial aviation uses a similar mix containing more  icing inhibitors, 
corrosion inhibitors, lubricants, and antistatic agents, under the name of 
"Jet A"

JP-8+100    A version of JP-8, with increased thermal stability by 100* F, 
due to additional additives.

JPTS    A very special jet fuel used by the U-2.    It is temperature stable 
and flows down to temperatures encountered at an elevation of 80,000+ ft, 
which if I have my numbers right, is below the temp for kero to freeze.


Greg H.


----- Original Message ----- 
From: "Ken Basterfield" <ken at basterfield.com>
To: "'Discussion of biomass pyrolysis and gasification'" 
<gasification at listserv.repp.org>
Sent: Saturday, March 22, 2008 13:02
Subject: Re: [Gasification] Aviation's roleinglobalwarming...9/11 
aftermathproves theories on H20incontrailsin dramatic fashion.


> Greg,
> We are divided by a common language.
> Diesel starts at 35 second viscosity, Kero is 28 sec. As you say longer
> chain molecules in Diesel.
> We don't refer to jet aviation fuel as Diesel. It is Kero.
> Perhaps east of the pond only?
> Ken
>
>
>