[Gasification] Aviation'sroleinglobalwarming...9/11 aftermathprovestheoriesonH20incontrailsin dramatic fashion.

Mon Mar 24 03:29:21 CDT 2008

Hello Greg,
Kero is said to be a suitable fuel for Diesel engines except that it lacks
some of the lubricity that the injection components might need. I have tried
it myself by adding 50:1 ratio 2 stroke oil as the lubricant.
It is not normally allowed under our fuel duty laws as kero comes with
minimal taxation.
Gardner Diesels were recommending Kerosine plus 2% waste engine oil in the
1920's as a suitable fuel for their engines. I'm not sure if you would know
them on your side of the pond, but they have long been famous for the
longevity of the 2,3,5 and 6 cylider engines in the UK. Long ago out of
production, they are still to be seen in Showmen's generators and on boats.
I believe there may have been a revival on their smaller engines for Narrow
boat use.
http://www.gardnermarinediesels.com/
A number of Bedford ( UK GM ) military trucks were multifueled, from petrol
through kerosine  to Diesel. I think there was a timing lever on the
injection pump to accommodate the different ignition characteristics of the
different fuels. It was to give some war condition flexibility to use
whatever fuel was available.
Kero is still considerably dearer that bioDiesel and so I will stick with
the latter.
Ken

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-----Original Message-----
From: gasification-bounces at listserv.repp.org
[mailto:gasification-bounces at listserv.repp.org] On Behalf Of Greg and April
Sent: 23 March 2008 16:18
To: Discussion of biomass pyrolysis and gasification
Subject: Re: [Gasification]Aviation'sroleinglobalwarming...9/11
aftermathprovestheoriesonH20incontrailsin dramatic fashion.

All I can tell you is from personal experience is that when I was in the 
army, I personally watched them fuel 5-6 hummers ( diesel engines ), before 
fueling a dozen M1 Abrams, which has a jet turbine for an engine, and upon 
asking, was told that the fuel was diesel.

I still find it interesting that while JP4 ( Jet B ) and JP8 ( Jet A ) have 
kero, the kero makes up perhaps only half the mix.

A more energy dense fuel, could take care of the price to climb into the 
stratosphere, OTOH, allot of aircraft are wasting fuel by making short hops 
of less than 100 miles - they barley get to cruising altitude and they are 
descending to land.    In this case perhaps a ground based transport like 
high speed train linking cities that close to one major airport, is the 
better solution.

I think that current engine tech and fuel tech have taken us to about the 
best possible level of efficiency, and we are going to have to increase the 
fuel density to go much further - especially as far as aircraft are 
concerned.

Just remember, that as far as fuel efficiency is concerned ( passenger 
miles ), flying is the most inefficient, and taking the train, is better 
than even the bus.

On a semi related side note, I have been playing around with fuel mixes with

my diesel Land Cruiser, and have used up to 50% kero, 45% veggie oil ( 
coconut ) and 5% isopropanol and it has dropped my soot levels down to 
single digits, from the high 20's low 30's.

Greg H.

----- Original Message ----- 
From: "Ken Basterfield" <ken at basterfield.com>
To: "'Discussion of biomass pyrolysis and gasification'" 
<gasification at listserv.repp.org>
Sent: Sunday, March 23, 2008 5:31
Subject: Re: [Gasification]Aviation'sroleinglobalwarming...9/11 
aftermathproves theoriesonH20incontrailsin dramatic fashion.

> Hello Greg,
> We don't get much call for military jet fuel, merely AvTur being sold 
> on
> our
> airfields.
>
> I looked up the NATO definitions which include civilian use jet fuels,
> there
> is no reference to Diesel based fuels:
>
> http://www.nato.int/docu/logi-en/1997/lo-15a.htm
>
> Extract below.
>
>
>
> The notes at the bottom give the rated min. temperatures for the fuel.
>
> Depends where it is and at what time of year but your 80,000 ft high 
> military jet could be in warmer temps, and is possibly not the worst 
> case as I think you implied. The ozonosphere shows a positive lapse 
> rate, i.e increasing temp with altitude.
>
> Since the troposhere is where the weather is, i.e where most of the 
> water is, then jet activity at these altitutes will affect cloud 
> formation. Making jets fly higher into the stratosphere might be the 
> solution to aircraft induced cloud cover. The base of the stratosphere 
> can be anywhere between about 20,000ft and 60,000ft.  There is a price 
> of course- in the extra fuel required for the added climb.
>
> The F40 grade of wide cut is now superceded by F34
>
> Ken
>
>
>
> NATO
> Logistics
> Handbook
> October 1997
> Chapter 15: Fuels, Oils, Lubricants and
> Petroleum Handling Equipment
> Annex A
> Aide Memoire on Fuels in NATO
>
> ----------------------------------------------------------------------
> ------
> ----
>
> AVIATION FUELS
> NATO CODE
>
> F-18
> is an aviation gasoline (low lead) in limited use by certain NATO 
> nations. Also known as AVGAS 100LL. F-34
> is a military kerosene type aviation turbine fuel with Fuel System Icing
> Inhibitor (FSII) (NOTE 1) used by land based military gas turbine engined
> aircraft in all NATO countries. (NOTE 2) Also known as JP-8 or AVTUR/FSII.
> JET A-1 or AVTUR + Additives (NOTE 3) = JP-8 or AVTUR/FSII.
> F-35
> is a military kerosene type aviation turbine fuel equivalent to that used 
> by
> most civil operators of gas turbine engined aircraft. Also known as JET 
> A-1
> or AVTUR.
> JET A-1 or AVTUR; therefore F-34 = F-35 + Additives.
> F-40
> is a military wide cut type aviation turbine fuel with FSII used by land
> based military gas turbine engined aircraft (NOTE 2). Also known as JP-4 
> or
> AVTAG/FSII. Within NATO it is an emergency substitute for F-34/F-35.
> F-44
> is a military high flash point kerosene type aviation turbine fuel with 
> FSII
> used by ship borne military gas turbine engine aircraft in most NATO
> countries. Also known as JP-5 or AVCAT/FSII JET A and JET B (See NOTES 4 
> and
> 5)
>
>
>
> NOTES:
>
>
> FSII NATO Code S-1745. Additive to aviation turbine fuels as system 
> icing inhibitor. Until 1986, F-40 was used by land based gas turbine 
> engined aircraft in all
> NATO countries except France and the United Kingdom which had converted to
> F-34 some 15 years earlier. Following a decision by NATO Defence Ministers
> all nations except Turkey switched from F-40 to F-34. The conversion 
> (known
> as Stage 1 of the Single Fuel Concept) was completed in 1988. Turkey
> completed its conversion from F-40 to F-34 in 1996.
> The term "additives" used in this Aide Memoire can include FSII corrosion
> inhibitor/lubricity improver additive and static-dissipator additive 
> (SDA).
> JET A is a civil grade of kerosene type aviation turbine fuel only 
> supplied
> for operations in the United States. It has a freezing point of -40oC max
> which differs from JET A-1 (-47oC).
> JET B is a civil grade of wide cut type aviation turbine fuel which has a
> different freezing point (-50oC) from F-40 (-58oC) and does not normally
> contain FSII.
> For further details about these fuels, see Annex C to STANAG 1135.
>
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