Thermal Stability of Jet-Fuel/Paraffin Blends

and, Lori M. Balster; Balster, W. J.; Jones, E. G.

doi:10.1021/ef960061b

Cited by 23 publications

(29 citation statements)

References 12 publications

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“…Jet fuels play two important roles in advanced aircraft, propellant and coolant [9][10][11][12][13][14][15][16]. En route to the combustion chamber, the fuel exchanges heat with various subsystems of the aircraft.…”

Section: Thermal Stressing Of Aviation Fuelmentioning

confidence: 99%

Comparison of Vibrations and Emissions of Conventional Jet Fuel with Stressed 100% SPK and Fully Formulated Synthetic Jet Fuel

et al. 2014

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Abstract:The rapid growth of the aviation sector around the globe has witnessed an overwhelming impact on fossil fuel resources. With the implementation of stricter environmental laws over emissions by conventional jet fuels, growing demand for research on alternative fuels has become imperative. One-hundred percent Synthetic Paraffinic Kerosene (SPK) and Fully Formulated Synthetic Jet Fuel have surfaced as viable alternatives for gas turbine engines due to their similar properties as that of Jet Fuel. This paper presents results from an experimental study performed on a small gas turbine engine, comparing emissions performance and vibrations for conventional Jet A-1 Fuel, thermally stressed 100% SPK and Fully Formulated Synthetic Jet Fuel. Different vibration frequencies, power spectra were observed for different fuels. Gaseous emissions observed were nearly the same, whereas, significant changes in particulates emissions were observed.

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Section: Thermal Stressing Of Aviation Fuelmentioning

confidence: 99%

Comparison of Vibrations and Emissions of Conventional Jet Fuel with Stressed 100% SPK and Fully Formulated Synthetic Jet Fuel

et al. 2014

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“…This is consistent with previous observations concerning the presence of many natural antioxidants in straight-run fuels of lower thermal stability. 1,2,4,8 The amount of antioxidant present is determined by the extent of dilution. In sufficiently dilute blends, the relative effect of each fuel in delaying oxidation should be maintained.…”

Section: Resultsmentioning

confidence: 99%

Autoxidation of Dilute Jet-Fuel Blends

and

Balster

1999

Energy Fuels

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The depletion of dissolved O2 has been measured at 185 °C for a series of 12 jet fuels diluted 10-fold in a paraffinic solvent. Reaction is limited by the fixed amount of O2 present in air-saturated fuel. Because of dilution, aromatics, olefins, and also species such as dissolved metals and natural secondary antioxidants that influence oxidation by collision with hydroperoxides are less important. Under such dilute conditions, autoxidation is simplified, being governed mainly by the residual natural primary antioxidants acting as retarders or inhibitors to slow oxidation of the diluent. Oxidation of diluted fuels is, therefore, characterized by a time delay, followed by reaction acceleration. The time required to achieve 50% conversion of O2 has been used as a measure of the efficiency and concentration of primary antioxidants present in the diluted fuel. In turn, it is proposed that this time is an indirect measure of primary antioxidants originally present in the neat fuel. Similarity in the observed oxidation behavior of diluted fuels and hydrotreated fuels and the parallel of removing polar species either by dilution or by hydrotreatment lead to classification of such diluted fuels as surrogate hydrotreated fuels. Improved thermal stability following dilution, differences in the response of the neat and the diluted fuel to several additives, the effect of increased inital dissolved O2, and the measured concentration of hydroperoxides further support the analogy between dilution and hydrotreatment.

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“…Several other experimental rigs with single-tube heat-exchanger configurations have been reported in the literature, for example, the Shell Development Company Heat Transfer Test Rig, the NASA Glenn Research Center Heated Tube Facility, the Phoenix rig of the U.S. Air Force (USAF), − the near-isothermal flowing test rig (NIFTR), − the Australian Defence Science and Technology Organisation (DSTO) Thermal Stability Rig, , the flow reactor of the Pennsylvania State University (PSU) Energy Institute, , various designs from United Technology Research Center (UTRC), ,, and the single-tube heat-exchanger apparatus of the University of Toronto Institute for Aerospace Studies (UTIAS). ,, The test sections of these test rigs employ different methods for heating. For example, the Phoenix, NIFTR, and UTRC rigs embed the test section into a copper block and conductively heat it with an external electrical heater to achieve isothermal heating. ,,− Test sections are also heated directly by flowing electrical current through them to achieve pyrolytic temperatures and constant heat flux in the Shell Heat Transfer Test Rig and others. − A fluidized sand bath is used to heat the submerged test section in the DSTO rig, , whereas the PSU and UTIAS rigs use radiative heating of the test section by electrical tube furnaces. ,, …”

Section: Review Of Existing Test Rigsmentioning

confidence: 99%

Novel Experimental Approach to Studying the Thermal Stability and Coking Propensity of Jet Fuel

et al. 2017

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An experimental apparatus was designed and built to conduct studies on the thermal stability and carbon deposition leading to coking in the fuel injection nozzles of small gas turbine engines. The apparatus is a simplified but controlled representation of an aircraft fuel system consisting of a preheating section and a test section. The preheating section simulates the heating of the fuel when it is used as a coolant on board an aircraft, and the test section simulates the geometry, temperature, pressure, and flow rates of the fuel injection nozzles. Proof-of-principle experiments were performed to verify the functionality of the apparatus and the repeatability of measurements. The pressure drop across the test section was used during experiments to monitor deposit buildup, and the effective reduction in the test-section diameter due to deposit blockage was calculated. The deposition rate was validated further using a carbon-burnoff apparatus. The experimental results showed that the pressure drop increased significantly with increasing testing time, as expected, and that measuring the pressure drop is an effective method of monitoring and quantifying deposit buildup.

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Thermal Stability of Jet-Fuel/Paraffin Blends

Cited by 23 publications

References 12 publications

Comparison of Vibrations and Emissions of Conventional Jet Fuel with Stressed 100% SPK and Fully Formulated Synthetic Jet Fuel

Comparison of Vibrations and Emissions of Conventional Jet Fuel with Stressed 100% SPK and Fully Formulated Synthetic Jet Fuel

Autoxidation of Dilute Jet-Fuel Blends

Novel Experimental Approach to Studying the Thermal Stability and Coking Propensity of Jet Fuel

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