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1
Agbasi, Okechukwu E. "Comparison of Electrical Resistivity of Soots Formed by Combustion of Kerosene, Diesel, Aviation Fuel and their Mixtures." BEN Vol:2 Issue:3 2021 2, no. 3 (February 27, 2021): 6–10. http://dx.doi.org/10.36937/ben.2021.003.002.
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This research paper presents analysis of electrical resistivity values of soots formed by combustion of kerosene, diesel fuel, aviation fuel (Jet A.1), that of kerosene -diesel mixtures at different proportions and that of aviation fuel (Jet A.1)-diesel mixtures at various percentages. The results of the analysis reveal that soots formed by combusting kerosene, diesel, aviation fuel (Jet A.1) and their respective mixtures have electrical resistivity values ranging from 3.516 x 10-1Ωm to 1.836 x 10-1 Ωm . Soot from diesel fuel has the lowest value whereas soot from kerosene has the highest value of electrical resistivity. The obtained values are within the range of electrical resistivity values for materials classified as semiconductors. Electrical resistivity varies non-linearly with percentage composition of mixture constituents for soot formed by combusting kerosene-diesel mixture or aviation fuel (Jet A.1)-diesel mixture. Soot produced by combustion of pure diesel fuel has less resistivity value, indicating higher conductivity than soot obtained from the burning of aviation fuel whereas soot got from the combustion of kerosene exhibits higher electrical resistivity value than the former. This work has provided a database on the electrical resistivity values of soot (kerosene, diesel fuel, aviation fuel (Jet A.1)) formed as a result of combustion of some fuels and their mixtures for probable utilization by electrical, electronics and petroleum industries. Such database is being reported for the first time, hence making this research work a novel.
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Gokulakrishnan, P., G. Gaines, J. Currano, M. S. Klassen, and R. J. Roby. "Experimental and Kinetic Modeling of Kerosene-Type Fuels at Gas Turbine Operating Conditions." Journal of Engineering for Gas Turbines and Power 129, no. 3 (May 31, 2006): 655–63. http://dx.doi.org/10.1115/1.2436575.
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Experimental and kinetic modeling of kerosene-type fuels is reported in the present work with special emphasis on the low-temperature oxidation phenomenon relevant to gas turbine premixing conditions. Experiments were performed in an atmospheric pressure, tubular flow reactor to measure ignition delay time of kerosene (fuel–oil No. 1) in order to study the premature autoignition of liquid fuels at gas turbine premixing conditions. The experimental results indicate that the ignition delay time decreases exponentially with the equivalence ratio at fuel-lean conditions. However, for very high equivalence ratios (>2), the ignition delay time approaches an asymptotic value. Equivalence ratio fluctuations in the premixer can create conditions conducive for autoignition of fuel in the premixer, as the gas turbines generally operate under lean conditions during premixed prevaporized combustion. Ignition delay time measurements of stoichiometric fuel–oil No. 1∕air mixture at 1 atm were comparable with that of kerosene type Jet-A fuel available in the literature. A detailed kerosene mechanism with approximately 1400 reactions of 550 species is developed using a surrogate mixture of n-decane, n-propylcyclohexane, n-propylbenzene, and decene to represent the major chemical constituents of kerosene, namely n-alkanes, cyclo-alkanes, aromatics, and olefins, respectively. As the major portion of kerosene-type fuels consists of alkanes, which are relatively more reactive at low temperatures, a detailed kinetic mechanism is developed for n-decane oxidation including low temperature reaction kinetics. With the objective of achieving a more comprehensive kinetic model for n-decane, the mechanism is validated against target data for a wide range of experimental conditions available in the literature. The data include shock tube ignition delay time measurements, jet-stirred reactor reactivity profiles, and plug-flow reactor species time–history profiles. The kerosene model predictions agree fairly well with the ignition delay time measurements obtained in the present work as well as the data available in the literature for Jet A. The kerosene model was able to reproduce the low-temperature preignition reactivity profile of JP-8 obtained in a flow reactor at 12 atm. Also, the kerosene mechanism predicts the species reactivity profiles of Jet A-1 obtained in a jet-stirred reactor fairly well.
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von Langenthal, Thomas, Matthias Martin Sentko, Sebastian Schulz, Björn Stelzner, Dimosthenis Trimis, and Nikolaos Zarzalis. "Experimental Characterization of Flame Structure and Soot Volume Fraction of Premixed Kerosene Jet A-1 and Surrogate Flames." Applied Sciences 11, no. 11 (May 24, 2021): 4796. http://dx.doi.org/10.3390/app11114796.
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Modeling the chemical reactions and soot processes in kerosene flames is important to support the design of future generations of low-emission aircraft engines. To develop and validate these models, detailed experimental data from model flames with well-defined boundary conditions are needed. Currently, only few data from experiments with real aircraft engine fuels are available. This paper presents measurements of temperature, species and soot volume fraction profiles in premixed, flat flames using Jet A-1 kerosene and a two-component surrogate blend. Measurements were performed using a combination of TDLAS, GC and laser extinction. The results show that the flame structure in terms of temperature and species profiles of the kerosene and surrogate flames are very similar but differ greatly in the resulting soot volume fractions. Furthermore, the study shows that the available chemical mechanisms can correctly predict the temperature profiles of the flames but show significant differences from the experimentally observed species profiles. The differences in the sooting tendency of the kerosene and the surrogate are further investigated using detailed chemical mechanisms.
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Chuck, Christopher J., and Joseph Donnelly. "The compatibility of potential bioderived fuels with Jet A-1 aviation kerosene." Applied Energy 118 (April 2014): 83–91. http://dx.doi.org/10.1016/j.apenergy.2013.12.019.
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Dagaut, Philippe. "Kinetics of Jet Fuel Combustion Over Extended Conditions: Experimental and Modeling." Journal of Engineering for Gas Turbines and Power 129, no. 2 (February 1, 2006): 394–403. http://dx.doi.org/10.1115/1.2364196.
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The oxidation of kerosene (Jet-A1) has been studied experimentally in a jet-stirred reactor at 1 to 40atm and constant residence time, over the high temperature range 800-1300K, and for variable equivalence ratio 0.5<φ<2. Concentration profiles of reactants, stable intermediates, and final products have been obtained by probe sampling followed by on-line and off-line GC analyses. The oxidation of kerosene in these conditions was modeled using a detailed kinetic reaction mechanism (209 species and 1673 reactions, most of them reversible). In the kinetic modeling, kerosene was represented by four surrogate model fuels: 100% n-decane, n-decane-n-propylbenzene (74%∕26%mole), n-decane-n-propylcyclohexane (74%∕26%mole), and n-decane-n-propylbenzene-n-propylcyclohexane (74%∕15%∕11%mole). The three-component model fuel was the most appropriate for simulating the JSR experiments. It was also successfully used to simulate the structure of a fuel-rich premixed kerosene-oxygen-nitrogen flame and ignition delays taken from the literature.
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Shapiro, Tatiana, Konstantin Chekanov, Alina Alexandrova, Galina Dolnikova, Ekaterina Ivanova, and Elena Lobakova. "Revealing of Non-Cultivable Bacteria Associated with the Mycelium of Fungi in the Kerosene-Degrading Community Isolated from the Contaminated Jet Fuel." Journal of Fungi 7, no. 1 (January 11, 2021): 43. http://dx.doi.org/10.3390/jof7010043.
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Fuel (especially kerosene) biodamage is a challenge for global industry. In aviation, where kerosene is a widely used type of fuel, its biodeterioration leads to significant damage. Six isolates of micromycetes from the TS-1 aviation kerosene samples were obtained. Their ability to grow on the fuel was studied, and the difference between biodegradation ability was shown. Micromycetes belonged to the Talaromyces, Penicillium, and Aspergillus genera. It was impossible to obtain bacterial isolates associated with their mycelium. However, 16S rRNA metabarcoding and microscopic observations revealed the presence of bacteria in the micromycete isolates. It seems to be that kerosene-degrading fungi were associated with uncultured bacteria. Proteobacteria, Actinobacteria, Bacteroidetes, and Firmicutes were abundant in the fungal cultures isolated from the TS-1 jet fuel samples. Most genera among these phyla are known as hydrocarbon degraders. Only bacteria-containing micromycete isolates were able to grow on the kerosene. Most likely, kerosene degradation mechanisms are based on synergism of bacteria and fungi.
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Shapiro, Tatiana, Konstantin Chekanov, Alina Alexandrova, Galina Dolnikova, Ekaterina Ivanova, and Elena Lobakova. "Revealing of Non-Cultivable Bacteria Associated with the Mycelium of Fungi in the Kerosene-Degrading Community Isolated from the Contaminated Jet Fuel." Journal of Fungi 7, no. 1 (January 11, 2021): 43. http://dx.doi.org/10.3390/jof7010043.
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Fuel (especially kerosene) biodamage is a challenge for global industry. In aviation, where kerosene is a widely used type of fuel, its biodeterioration leads to significant damage. Six isolates of micromycetes from the TS-1 aviation kerosene samples were obtained. Their ability to grow on the fuel was studied, and the difference between biodegradation ability was shown. Micromycetes belonged to the Talaromyces, Penicillium, and Aspergillus genera. It was impossible to obtain bacterial isolates associated with their mycelium. However, 16S rRNA metabarcoding and microscopic observations revealed the presence of bacteria in the micromycete isolates. It seems to be that kerosene-degrading fungi were associated with uncultured bacteria. Proteobacteria, Actinobacteria, Bacteroidetes, and Firmicutes were abundant in the fungal cultures isolated from the TS-1 jet fuel samples. Most genera among these phyla are known as hydrocarbon degraders. Only bacteria-containing micromycete isolates were able to grow on the kerosene. Most likely, kerosene degradation mechanisms are based on synergism of bacteria and fungi.
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Kumar, Manish, Srinibas Karmakar, Sonu Kumar, and Saptarshi Basu. "Experimental investigation on spray characteristics of Jet A-1 and alternative aviation fuels." International Journal of Spray and Combustion Dynamics 13, no. 1-2 (June 2021): 54–71. http://dx.doi.org/10.1177/17568277211010140.
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Potential alternative fuels that can mitigate environmental pollution from gas turbine engines (due to steep growth in the aviation sector globally) are getting significant attention. Spray behavior plays a significant role in influencing the combustion performance of such alternative fuels. In the present study, spray characteristics of Kerosene-based fuel (Jet A-1) and alternative aviation fuels such as butyl butyrate, butanol, and their blends with Jet A-1 are investigated using an air-blast atomizer under different atomizing air-to-fuel ratios. Phase Doppler Interferometry has been employed to obtain the droplet size and velocity distribution of various fuels. A high-speed shadowgraphy technique has also been adopted to make a comparison of ligament breakup characteristics and droplet formation of these alternative biofuels with that of Jet A-1. An effort is made to understand how the variation in fuel properties (mainly viscosity) influences atomization. Due to the higher viscosity of butanol, the SMD is higher, and the droplet formation seems to be delayed compared to Jet A-1. In contrast, the lower viscosity of butyl butyrate promotes faster droplet formation. The effects of the blending of these biofuels with Jet A-1 on atomization characteristics are also compared with that of Jet A-1.
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SKRZEK, Tomasz. "Duel fuel compression ignition engine fuelled with homogeneous mixtures of propane and kerosene-based fuel." Combustion Engines 178, no. 3 (July 1, 2019): 191–97. http://dx.doi.org/10.19206/ce-2019-333.
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The paper presents some results of examination of DF CI engine fuelled with kerosene-based fuel (Jet A-1) and propane. The aim was to obtain the maximum engine thermal and overall efficiency and checking the engine emissions for the application of significant share of propane as a main source of energy. The fuel which initiates the ignition was Jet A-1 provided by common rail system during the beginning of compression stroke. Propane was provided to inlet manifold in a gas phase. The method of providing of both fuels to the engine cylinder allowed to create nearly homogeneous mixture and realized HCCI process for dual fueling with Jet A-1 and propane. It was possible to compare two combustion strategies PCCI and HCCI for fuelling of CI engine with single fuel (Jet A-1) and dual fuelling with Jet A-1 and propane. The results of experiment show that the NOx and soot emissions are much lower than for standard CI or SI engines. The results also show very interesting potential role of propane in control of HCCI dual fuel combustion process which gives the new perspective of dual fuel engine development. The low levels of toxic components in exhaust gases encourage to test and develop this type of fuelling which could radically confine the negative influence on the environment as well as enable to apply an alternative fuels.
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Ardeshiri, Sh. "The impact of physico-chemical properties of the jet fuel and biofuels on the characteristics of gas-turbine engines." Civil Aviation High Technologies 22, no. 6 (December 26, 2019): 8–16. http://dx.doi.org/10.26467/2079-0619-2019-22-6-8-16.
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The current development trend of global civil aviation is the growth of passenger and freight traffic, which entails the consumption of jet fuel. Under these conditions, increasing the efficiency of jet fuel used is of great importance. Global energy consumption is constantly growing, and, first of all, the question of diversification of oil resources arises, resources from which the bulk of motor fuels is produced. Other types of raw energy sources (natural gas, coal, bio-mass) currently account for only a small part. However, an analysis of the development of jet fuels indicates that work is underway to obtain these from other sources of raw materials, especially bio-fuels. Much attention is given to obtaining bio-fuels from renewable sources – such as algae. The issue of the mass transition of civil aviation to alternative fuels is complex and requires the solution of intricate technical as well as economic issues. One of these is the assessment of the impact of new fuels on GTE performance. It is important to give an objective and quick assessment of the use of various types of fuels on the main characteristics of the engine – i.e., throttle and high-speed characteristics. In this case, it is necessary to take into account chemical processes in the chemical composition of new types of fuel. To assess the effect of fuels on the characteristics of a gas turbine engine, it is proposed to use a mathematical model that would take into account the main characteristics of the fuel itself. Therefore, the work proposes a mathematical model for calculating the characteristics of a gas turbine engine taking into account changes in the properties of the fuel itself. A comparison is made of the percentage of a mixture of biofuels and JetA1 kerosene, as well as pure JetA1 and TC-1 kerosene. The calculations, according to the proposed model, are consistent with the obtained characteristics of a gas turbine engine in operation when using JetA1 and TC-1 kerosene. Especially valuable are the obtained characteristics of a gas turbine engine depending on a mixture of biofuel and kerosene. It was found that a mixture of biofuel and kerosene changes the physicochemical characteristics of fuel and affects the change in engine thrust and specific fuel consumption. It is shown that depending on the obtained physicochemical properties of a mixture of biofuel and kerosene, it is possible to increase the fuel efficiency and environmental friendliness of the gas turbine engines used.
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Gianotti, Elia, Álvaro Reyes-Carmona, Karolina Pearson, Mélanie Taillades-Jacquin, Gerard Kraaij, Antje Wörner, Jacques Rozière, and Deborah J. Jones. "Hydrogen generation by catalytic partial dehydrogenation of low-sulfur fractions produced from kerosene Jet A-1." Applied Catalysis B: Environmental 176-177 (October 2015): 480–85. http://dx.doi.org/10.1016/j.apcatb.2015.04.018.
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Malý, Milan, Marcel Sapík, Jan Jedelský, Lada Janáčková, Miroslav Jícha, Jaroslav Sláma, and Graham Wigley. "Internal flow characteristics in scaled pressure-swirl atomizer." EPJ Web of Conferences 180 (2018): 02059. http://dx.doi.org/10.1051/epjconf/201818002059.
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Pressure-swirl atomizers are used in a wide range of industrial applications, e.g.: combustion, cooling, painting, food processing etc. Their spray characteristics are closely linked to the internal flow which predetermines the parameters of the liquid sheet formed at the discharge orifice. To achieve a better understanding of the spray formation process, the internal flow was characterised using Laser Doppler Anemometry (LDA) and high-speed imaging in a transparent model made of cast PMMA (Poly(methyl methacrylate)). The design of the transparent atomizer was derived from a pressure-swirl atomizer as used in a small gas turbine. Due to the small dimensions, it was manufactured in a scale of 10:1. It has modular concept and consists of three parts which were ground, polished and bolted together. The original kerosene-type jet A-1 fuel had to be replaced due to the necessity of a refractive index match. The new working liquid should also be colourless, non-aggressive to the PMMA and have the appropriate viscosity to achieve the same Reynolds number as in the original atomizer. Several liquids were chosen and tested to satisfy these requirements. P-Cymene was chosen as the suitable working liquid. The internal flow characteristics were consequently examined by LDA and high-speed camera using p-Cymene and Kerosene-type jet A-1 in comparative manner.
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Hu, Jichao, Juntao Chang, and Wen Bao. "Ignition and Flame Stabilization of a Strut-Jet RBCC Combustor with Small Rocket Exhaust." Scientific World Journal 2014 (2014): 1–6. http://dx.doi.org/10.1155/2014/675498.
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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.
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Olšovský, Milan, and Marián Hocko. "THE EFFECT OF BIOFUEL ADDITION TO FLIGHT KEROSENE ON A RUBBER GASKET / BIOKURO PRIEMAIŠŲ, DEDAMŲ Į AVIACINĮ ŽIBALĄ, POVEIKIS GUMINIAMS REAKTYVINIŲ VARIKLIŲ TARPIKLIAMS / ВЛИЯНИЕ ПРИМЕНЕНИЯ ПРИМЕСИ БИОТОПЛИВА В АВИАЦИОННОМ КЕРОСИНЕ НА РЕЗИНОВЫЕ ПРОКЛАДКИ РЕАКТИВНЫХ ДВИГАТЕЛЕЙ." TRANSPORT 26, no. 1 (April 12, 2011): 106–10. http://dx.doi.org/10.3846/16484142.2011.563530.
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This paper solves a problem of using unconventional fuels for driving jet engines. The carried out experiments were aimed at assessing the possibilities of using various contributions of MERO (methyl esters of rapseed oil) biofuel mixed with Jet A-1 aircraft fuel and for analyzing the influences of using an alternative fuel exerted upon the selected parts of the jet engine. The authors of the article compare the effect of adding bio-ingredients (MERO) to Jet A-1 aircraft fuel on the properties of rubber sealings used in the aircraft engine. The physical properties of MERO bio-ingredients and Jet A-1 aircraft fuel are very similar. The conducted research has discovered additional options of mixing MERO biofuel and Jet A-1 aircraft fuel and demonstrated that the total concentration (0–100%) of MERO biofuel in Jet A-1 aircraft fuel reaches a process of creating of a homogeneous mixture without sediments or coagulants. The evaluated results indicate that the appendage of the methyl esters of rapseed oil in Jet A-1 aircraft fuel give out a relatively large slump in physical-mechanical properties within the period of a few days. The raising content of MERO in aircraft fuel is bulking samples and makes itself felt by increasing the weight of the samples. Santrauka Straipsnyje nagrinėjama netradicinių kuro rūšių naudojimo reaktyviniuose varikliuose problema. Atlikti bandymai įvertino galimybes naudoti Jet A-1 aviacinį žibalą su RME (rapsų metilo esterių) biokuru. Analizuojama alternatyvaus kuro įtaka pasirinktoms reaktyvinio variklio dalims. Autoriai lygina Jet A-1aviacinio žibalo su RME biokuru, poveikį guminių tarpiklių, naudojamų reaktyviniuose varikliuose, savybėms. Fizinės RME biokuro ir Jet A-1 aviacinio žibalo savybės yra labai panašios. Atlikti tyrimai atskleidė papildomų galimybių, derinant RME biokurą ir Jet A-1 aviacinį žibalą, bei parodė, kad bendra RME biokuro koncentracija (0÷100%) Jet A-1 aviaciniame žibale sudaro vientisą mišinį be nuosėdų ir koaguliantų. Rezultatai rodo, kad per kelias dienas RME biokuro priedai, esantys Jet A-1 aviaciniame žibale, santykiškai pablogina reaktyvinių variklių guminių tarpiklių fizines ir mechanines savybes. Резюме В статье решается проблема использования нестандартных видов топлива для тяги авиационных реактивных двигателей. Целью проведённых экспериментов являлось обсуждение возможности использования смеси авиационного керосина Jet A-1 и биотоплива MERO (methylester of Rapsol Oil) в качестве альтернативного топлива, а также анализ ее влияния на определенные элементы реактивных двигателей. Авторы исследовали влияние концентрации биотоплива MERO в авиационном керосине Jet A-1 на свойства резиновых прокладок, применяемых в реактивных двигателях. Физические свойства этого биотоплива и авиационного керосина аналогичны. В течение исследования выяснилось, что при всех концентрациях биотоплива MERO (0÷100 %) и керосина Jet A-1возникает однородная смесь без осадков и коагулятов. Результаты исследований (измерений) показали, что примесь биотоплива MERO в авиационный керосин Jet A-1 повлекла за собой относительно большое изменение физико-механических свойств резиновых прокладок реактивных двигателей уже в течение нескольких дней. С увеличением доли биотоплива MERO в смеси повышается также интенсивность негативного влияния на резиновые прокладки.
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Jasiński, Remigiusz, Paula Kurzawska, and Radosław Przysowa. "Characterization of Particle Emissions from a DGEN 380 Small Turbofan Fueled with ATJ Blends." Energies 14, no. 12 (June 8, 2021): 3368. http://dx.doi.org/10.3390/en14123368.
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The fine particulate matter (PM) emitted from jet aircraft poses a serious threat to the environment and human health which can be mitigated by using biofuels. This paper aims to quantify PM emissions from a small turbofan fueled with the alcohol to jet (ATJ) synthetic kerosene and its various blends (5%, 20%, and 30% of ATJ) with Jet A-1 fuel. Emissions from a turbofan engine (DGEN 380) with a high bypass ratio, applicable in small private jets, were studied. Among the four fuels tested, the PM-number emission index (EIN) was the lowest for the ATJ 30% blend. EIN for ATJ 30% dropped from 1.1 × 1017 to 4.7 × 1016 particles/kg of fuel. Burning alternative fuel blends reduced the particle mass emissions over the entire range of fuel flow by at least 117 mg/kg of fuel. The particles formed in the nucleation mechanism dominate PM emission, which is characteristic of jet engines. Thus, number-based particle size distributions (PSDs) exhibit a single mode log-normal distribution. The highest values of EIN were found for Jet A-1 neat compared to other fuels. The use of the ATJ additive did not cause significant changes in the size of the particles from nucleation mode. However, a magnitude reduction of nucleation mode was found with the increase in the ATJ ratio.
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Harvey, Benjamin G., Walter W. Merriman, and Thomas A. Koontz. "High-Density Renewable Diesel and Jet Fuels Prepared from Multicyclic Sesquiterpanes and a 1-Hexene-Derived Synthetic Paraffinic Kerosene." Energy & Fuels 29, no. 4 (March 12, 2015): 2431–36. http://dx.doi.org/10.1021/ef5027746.
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Wu, Yi, Vincent Modica, Xilong Yu, and Frédéric Grisch. "Experimental Investigation of Laminar Flame Speed Measurement for Kerosene Fuels: Jet A-1, Surrogate Fuel, and Its Pure Components." Energy & Fuels 32, no. 2 (January 23, 2018): 2332–43. http://dx.doi.org/10.1021/acs.energyfuels.7b02731.
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Sarnecki, Jarosław, Tomasz Białecki, Bartosz Gawron, Jadwiga Głąb, Jarosław Kamiński, Andrzej Kulczycki, and Katarzyna Romanyk. "Thermal Degradation Process of Semi-Synthetic Fuels for Gas Turbine Engines in Non-Aeronautical Applications." Polish Maritime Research 26, no. 1 (March 1, 2019): 65–71. http://dx.doi.org/10.2478/pomr-2019-0008.
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Abstract This article concerns the issue of thermal degradation process of fuels, important from the perspective of the operation of turbine engines, especially in the context of new fuels/bio-fuels and their implementation. The studies of the kerosene-based jet fuel (Jet A-1) and its blends with synthetic components manufactured according to HEFA and ATJ technology, were presented. Both technologies are currently approved by ASTM D7566 to produce components to be added to turbine fuels. Test rig investigations were carried out according to specific methodology which reflects the phenomena taking place in fuel systems of turbine engines. The mechanism of thermal degradation process was assessed on the basis of test results for selected properties, IR spectroscopy and calculation of activation energy. The results show that with the increase of the applied temperature there is an increment of the content of solid contaminants, water and acid for all tested fuels. Thermal degradation process is different for conventional jet fuel when compared to blends, but also semi-synthetic fuels distinguished by different thermal stability depending on a given manufacturing technology.
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Khandelwal, B., J. Cronly, I. S. Ahmed, C. J. Wijesinghe, and C. Lewis. "The effect of alternative fuels on gaseous and particulate matter (PM) emission performance in an auxiliary power unit (APU)." Aeronautical Journal 123, no. 1263 (April 17, 2019): 617–34. http://dx.doi.org/10.1017/aer.2019.16.
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ABSTRACTThere is a growing interest in the use of alternative fuels in gas turbine engines to reduce emissions. Testing of alternative fuels is expensive when done on a large-scale gas turbine engine. In this study, a re-commissioned small gas turbine auxiliary power unit (APU) has been used to test various blends of Jet A-1, synthetic paraffinic kerosene (SPK) and diesel with as well as eight other novel fuels. A detailed analysis of performance, gaseous emissions and particulate emissions has been presented in this study. It is observed that aromatic content in general as well as the particular chemical composition of the aromatic compound plays a vital role in particulate emissions generation. SPK fuel shows substantially lower particulate emissions with respect to Jet A. However, not all the species of aromatics negatively impact particulate emissions. Gaseous emissions measured are comparable for all the fuels tested in this study.
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Koegl, Matthias, Christopher Mull, Kevin Baderschneider, Jan Wislicenus, Stefan Will, and Lars Zigan. "Characterization of Nile Red as a Tracer for Laser-Induced Fluorescence Spectroscopy of Gasoline and Kerosene and Their Mixture with Biofuels." Sensors 19, no. 12 (June 24, 2019): 2822. http://dx.doi.org/10.3390/s19122822.
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Suitable fluorescence tracers (“dyes”) are needed for the planar measurement of droplet sizes by using a combination of laser-induced fluorescence (LIF) and Mie scattering. Currently, no suitable tracers have been characterized for application in planar droplet sizing in gasoline and kerosene fuels, as well as biofuel blends. One promising tracer is nile red, which belongs to the fluorophore group. For its utilization for droplet size measurements, preliminary characterization of the fluorescence of the respective fuel tracer mixtures are mandatory. For this purpose, the fluorescence and absorption behavior of nile red dissolved in the surrogate fuels Toliso and Jet A-1 as well as in biofuel blends was investigated. The fluorescence signal for nile red that was dissolved in the two base fuels Toliso and Jet A-1 showed a linear behavior as a function of dye concentration. The temperature effect on spectral absorption and emission of nile red was investigated in a specially designed test cell. An ethanol admixture to Toliso led to a spectral shift towards higher wavelengths. The absorption and emission bands were shifted towards lower wavelengths with increasing temperature for all fuels. Both absorption and fluorescence decreased with increasing temperature for all fuels, except for E20, which showed an increased fluorescence signal with increasing temperature. Jet A-1 and its blends with hydroprocessed esters and fatty acids (HEFA) and farnesane did not exhibit explicit variations in spectral absorption or emission, but these blends showed a more distinct temperature dependence compared to the Toliso-ethanol-blends. The effect of photo-dissociation of the LIF signal of the fuel tracer mixtures was studied, and all fuel mixtures besides Toliso showed a more or less distinct decay in the fluorescence signal with time. In summary, all investigated fuel-tracer mixtures are suitable for LIF/Mie ratio droplet sizing in combination with nile red at moderate temperatures and low evaporation cooling rates.
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Vukadinovic, V., P. Habisreuther, and N. Zarzalis. "Influence of pressure and temperature on laminar burning velocity and Markstein number of kerosene Jet A-1: Experimental and numerical study." Fuel 111 (September 2013): 401–10. http://dx.doi.org/10.1016/j.fuel.2013.03.076.
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Cican, Grigore, Marius Deaconu, Radu Mirea, Laurentiu Ceatra, Mihaiella Cretu, and Tănase Dobre. "Investigating the Use of Recycled Pork Fat-Based Biodiesel in Aviation Turbo Engines." Processes 8, no. 9 (September 21, 2020): 1196. http://dx.doi.org/10.3390/pr8091196.
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This paper presents an analysis of the possibility of using recycled pork fat-based biodiesel as fuel for aviation turbo-engines. The analysis consists of the assessment of four blends of Jet A kerosene with 10%, 30%, 50%, and 100% biodiesel and pure Jet A that was used as reference in the study. The first part of the paper presents the physical-chemical properties of the blends: density, viscosity, flash point, freezing point, and calorific power. Through Fourier transform infrared spectroscopy (FTIR) analysis, a benchmark was performed on the mixtures of Jet A with 10%, 20%, 30%, 50%, and 100% biodiesel compared with Jet A. The second part of the paper presents the test results of these blends used for fuelling a Jet Cat P80 turbo engine at the Turbo Engines Laboratory of the Aerospace Engineering Faculty of Polyethnic University of Bucharest. These functional tests were performed using different operating regimes as follows: idle, cruise, intermediate, and maximum. For each regime, a testing period of around 1 min was selected and the engine parameters were monitored during the test execution. The burning efficiency was calculated for the maximum regime for all mixtures. To evaluate the functioning stability of the turbo engine using biodiesel, two accelerometers were mounted on the engine support that recorded the radial and axial vibrations. Moreover, to assess the burning stability and to identify other acoustic spectral components when biodiesel is used, two microphones were placed near the jet region. A comparative analysis between blends was made by taking the Jet A fuel as reference.
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Ong, Mei Yin, Saifuddin Nomanbhay, Fitranto Kusumo, Raja Mohamad Hafriz Raja Shahruzzaman, and Abd Halim Shamsuddin. "Modeling and Optimization of Microwave-Based Bio-Jet Fuel from Coconut Oil: Investigation of Response Surface Methodology (RSM) and Artificial Neural Network Methodology (ANN)." Energies 14, no. 2 (January 7, 2021): 295. http://dx.doi.org/10.3390/en14020295.
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In this study, coconut oils have been transesterified with ethanol using microwave technology. The product obtained (biodiesel and FAEE) was then fractional distillated under vacuum to collect bio-kerosene or bio-jet fuel, which is a renewable fuel to operate a gas turbine engine. This process was modeled using RSM and ANN for optimization purposes. The developed models were proved to be reliable and accurate through different statistical tests and the results showed that ANN modeling was better than RSM. Based on the study, the optimum bio-jet fuel production yield of 74.45 wt% could be achieved with an ethanol–oil molar ratio of 9.25:1 under microwave irradiation with a power of 163.69 W for 12.66 min. This predicted value was obtained from the ANN model that has been optimized with ACO. Besides that, the sensitivity analysis indicated that microwave power offers a dominant impact on the results, followed by the reaction time and lastly ethanol–oil molar ratio. The properties of the bio-jet fuel obtained in this work was also measured and compared with American Society for Testing and Materials (ASTM) D1655 standard.
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Ong, Mei Yin, Saifuddin Nomanbhay, Fitranto Kusumo, Raja Mohamad Hafriz Raja Shahruzzaman, and Abd Halim Shamsuddin. "Modeling and Optimization of Microwave-Based Bio-Jet Fuel from Coconut Oil: Investigation of Response Surface Methodology (RSM) and Artificial Neural Network Methodology (ANN)." Energies 14, no. 2 (January 7, 2021): 295. http://dx.doi.org/10.3390/en14020295.
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In this study, coconut oils have been transesterified with ethanol using microwave technology. The product obtained (biodiesel and FAEE) was then fractional distillated under vacuum to collect bio-kerosene or bio-jet fuel, which is a renewable fuel to operate a gas turbine engine. This process was modeled using RSM and ANN for optimization purposes. The developed models were proved to be reliable and accurate through different statistical tests and the results showed that ANN modeling was better than RSM. Based on the study, the optimum bio-jet fuel production yield of 74.45 wt% could be achieved with an ethanol–oil molar ratio of 9.25:1 under microwave irradiation with a power of 163.69 W for 12.66 min. This predicted value was obtained from the ANN model that has been optimized with ACO. Besides that, the sensitivity analysis indicated that microwave power offers a dominant impact on the results, followed by the reaction time and lastly ethanol–oil molar ratio. The properties of the bio-jet fuel obtained in this work was also measured and compared with American Society for Testing and Materials (ASTM) D1655 standard.
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Becker, J., and C. Hassa. "Liquid Fuel Placement and Mixing of Generic Aeroengine Premix Module at Different Operating Conditions." Journal of Engineering for Gas Turbines and Power 125, no. 4 (October 1, 2003): 901–8. http://dx.doi.org/10.1115/1.1587741.
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Fuel placement and air-fuel mixing in a generic aeroengine premix module employing plain jet liquid fuel injection into a counter-swirling double-annular crossflow were investigated at different values of air inlet pressure (6 bar, 700 K and 12 bar, 700 K) and liquid-to-air momentum flux ratio, both parameters being a function of engine power. Kerosene Jet A-1 was used as liquid fuel. Measurement techniques included LDA for investigation of the airflow and Mie-scattering laser light sheets and PDA for investigation of the two-phase flow. Measurements were taken at various axial distances from the fuel nozzle equivalent to mean residence times of up to 0.47 ms. It was found that the initial fuel placement reacts very sensitively to a variation of liquid-to-air momentum flux ratio. Susceptibility of the spray to dispersion due to centrifugal forces and to turbulent mixing is primarily a function of the fuel droplet diameters, which in turn depend on operating pressure. The data are interpreted by evaluation of the corresponding Stokes numbers.
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Dzięgielewski, Wojciech, Bartosz Gawron, and Andrzej Kulczycki. "Low Temperature Properties Of Fuel Mixtures Of Kerosene And Fame Type Used To Supply Turbine Engines In Marine And Other Non-Aeronautical Applications." Polish Maritime Research 22, no. 2 (April 1, 2015): 101–5. http://dx.doi.org/10.1515/pomr-2015-0023.
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Abstract A worldwide trend to popularise gradually increasing use of biofuels in various applications was a motivation for gaining interest in FAME as a commonly available biocomponent to fuels combusted in turbine engines. These engines are mainly used in aeronautics, but many of them are also used in other, non-aeronautical areas, including marine navigation. Specific conditions in which fuels are combusted in turbine engines used in these applications are the reason why fuel mixtures of kerosene and FAME type should reveal relevant low temperature characteristics. The article presents results of tests of low temperature properties of mixtures of the jet fuel Jet A-1 and methyl esters of higher fatty acids (FAME). The prepared mixtures contained different contents of FAME. The obtained results present changes of: viscosity, cloud point, pour point, crystallising point, and cold filter plugging point, depending on the percentage by volume of FAME. They also prove that the course of changes of low temperature properties of these mixtures is affected by chemical structure of the biocomponent.
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Dzięgielewski, Wojciech, and Bartosz Gawron. "Investigations to check applicability of 1st generation biocomponents to fuels for turbine aircraft engines." Research Works of Air Force Institute of Technology 30, no. 1 (October 1, 2012): 235–48. http://dx.doi.org/10.2478/v10041-012-0014-0.
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The study outlines results from the studies on applicability of 1st generation biocomponent, namely long-chain fatty acid methyl esters (FAME) of vegetable origin, as an ingredient to fuels used to supply turbine aircraft engines. The presented analysis refers to both physical and chemical properties of developed fuel mixtures of Jet A-1 pure kerosene fuel with various amounts of the FAME additive and is based on own results obtained from tests of turbine engines on workbenches. The experiment results indicate that there are virtually no chances to apply the 1st generation biocomponents of the FAME type to aircrafts, however it is possible to seek for application opportunities of such biocomponents to other turbine engines, different from the aviation engineering.
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Andoga, Rudolf, Ladislav Főző, Martin Schrötter, and Stanislav Szabo. "The Use of Ethanol as an Alternative Fuel for Small Turbojet Engines." Sustainability 13, no. 5 (February 26, 2021): 2541. http://dx.doi.org/10.3390/su13052541.
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The use of alternative fuels to traditional kerosene-based ones in turbo-jet engines is currently being widely explored and researched. However, the application of alternative fuels in the area of small turbojet engines with thrust ratings up to 2 kilo-newtons, which are used as auxiliary power units or to propel small aircraft or drones, is not as well researched. This paper explores the use of ethanol as a sustainable fuel and its effects on the operation of a small turbojet engine under laboratory conditions. Several concentrations of ethanol and JET A-1 mixtures are explored to study the effects of this fuel on the basic parameters of a small turbojet engine. The influence of the different concentrations of the mixture on the start-up process, speed of the engine, exhaust gas temperature, and compressor pressure are evaluated. The measurements shown in the article represent a pilot study, the results of which show that ethanol can be reliably used as an alternative fuel only when its concentration in a mixture with traditional fuel is lower than 40%, yielding positive effects on the operating temperatures and small negative effects on the speed or thrust of the engine.
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Saffaripour, Meghdad, Armin Veshkini, Mohammadreza Kholghy, and Murray J. Thomson. "Experimental investigation and detailed modeling of soot aggregate formation and size distribution in laminar coflow diffusion flames of Jet A-1, a synthetic kerosene, and n-decane." Combustion and Flame 161, no. 3 (March 2014): 848–63. http://dx.doi.org/10.1016/j.combustflame.2013.10.016.
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Hooper, Peter. "Experimental experience of cold starting a spark ignition UAV engine using low volatility fuel." Aircraft Engineering and Aerospace Technology 89, no. 1 (January 3, 2017): 106–11. http://dx.doi.org/10.1108/aeat-09-2014-0137.
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Purpose The purpose of this paper is to present results of practical experience of cold starting a gasoline engine on low volatility fuel suitable for unmanned aerial vehicle (UAV) deployment. Design/methodology/approach Experimental research and development is carried out via dynamometer testing of systems capable of achieving cold start of a spark ignition UAV engine on kerosene JET A-1 fuel. Findings Repeatable cold starts have been satisfactorily achieved at ambient temperatures of 5°C. The approximate threshold for warm engine restart has also been established. Practical implications For safety and supply logistical reasons, the elimination of the use of gasoline fuel offers major advantages not only for UAVs but also for other internal combustion engine-powered equipment to be operated in military theatres of operation. For gasoline crankcase-scavenged two-stroke cycle engines, this presents development challenges in terms of modification of the lubrication strategy, achieving acceptable performance characteristics and the ability to successfully secure repeatable engine cold start. Originality/value The majority of UAVs still operate on gasoline-based fuels. Successful modification to allow low volatility fuel operation would address single fuel policy objectives.
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Gianotti, Elia, Álvaro Reyes-Carmona, Mélanie Taillades-Jacquin, Gilles Taillades, Jacques Rozière, and Deborah J. Jones. "Study of the effect of addition of In to Pt-Sn/γ-Al2O3 catalysts for high purity hydrogen production via partial dehydrogenation of kerosene jet A-1." Applied Catalysis B: Environmental 160-161 (November 2014): 574–81. http://dx.doi.org/10.1016/j.apcatb.2014.06.003.
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Taillades-Jacquin, Mélanie, Carlo Resini, Kan-Ern Liew, Gilles Taillades, Ilenia Gabellini, David Wails, Jacques Rozière, and Deborah Jones. "Effect of the nature of the support on the activity of Pt-Sn based catalysts for hydrogen production by dehydrogenation of Ultra Low Sulfur Kerosene Jet A-1." Applied Catalysis B: Environmental 142-143 (October 2013): 112–18. http://dx.doi.org/10.1016/j.apcatb.2013.02.037.
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Azad, Abdul-Majeed, and Desikan Sundararajan. "A Phenomenological Study on the Synergistic Role of Precious Metals in the Steam Reforming of Logistic Fuels on Trimetal-Supported Catalysts." Advances in Materials Science and Engineering 2010 (2010): 1–12. http://dx.doi.org/10.1155/2010/325683.
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Fuel processors are required to convert sulfur-laden logistic fuels (jet fuels, diesel, and coal) into fuel cell quality hydrogen-rich reformate with little or no sulfur for extended periods. Sulfur poisons and deactivates the reforming catalyst, therefore, sulfur-tolerant catalysts ought to be developed. In this paper, the development, characterization, and evaluation of a series of nanoscale ceria-supported reforming catalysts containing three noble metals in low concentration (1 wt% ≤ total metal loading ≤ 1.33 wt%) for the steam-reforming of kerosene (a JP-8 surrogate) are reported. Their performance is quantified in terms of H2yield, tolerance towards sulfur in the fuel, and the on-stream stability and compared with that of monometal and bimetal analogs under identical conditions. Due to the inherent cooperative synergy, a trimetal catalyst was found far superior to its mono- and bimetallic analog containing same amount of the precious metal loading in terms of quality of the reformate (measured by H2level in steady-state) as well as the catalyst longevity on-stream prior to deactivation. At the same time a mechanistic correlation between the distinct role of a given precious metal and the extent of its loading in each of the formulations and quality of the corresponding desulfurized H2-rich reformate was discovered.
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Müller-Langer, Franziska, Katja Oehmichen, Sebastian Dietrich, Konstantin M. Zech, Matthias Reichmuth, and Werner Weindorf. "PTG-HEFA Hybrid Refinery as Example of a SynBioPTx Concept—Results of a Feasibility Analysis." Applied Sciences 9, no. 19 (September 27, 2019): 4047. http://dx.doi.org/10.3390/app9194047.
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Limited alternative fuels for a CO2-neutral aviation sector have already been ASTM certified; synthetic paraffinic kerosene from hydrotreated esters and fatty acids (HEFA-SPK) is one of these—a sustainable aviation fuel. With the hypothesis to improve the greenhouse gas (GHG) balance of a HEFA plant by realizing the required hydrogen supply via electrolysis—power to gas (PTG)—an exemplary SynBioPTx approach is investigated in a comprehensive feasibility study, which is, regarding this comparatively new approach, a novelty in its extent. About 10 scenarios are analysed by technical, environmental, and economic aspects. Within the alternative scenarios on feedstocks, electricity supply, necessary hydrogen supply, and different main products are analysed. For different plant designs of the hybrid refinery, mass and energy balances are elaborated, along with the results of the technical assessment. As a result of this environmental assessment, the attainment of at least 50% GHG mitigation might be possible. GHG highly depends on the renewability grade of the hydrogen provision as well as on the used feedstock. One important conclusion of this economic assessment is that total fuel production costs of 1295 to 1800 EUR t−1 are much higher than current market prices for jet fuel. The scenario in which hydrogen is produced by steam reforming of internally produced naphtha proves to be the best combination of highly reduced GHG emissions and low HEFA-SPK production costs.
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Karczewski, Mirosław, Leszek Szczęch, and Filip Polak. "Energy Balance of a Vehicle Equipped with Hybrid Propulsion System Fuelled with Alternative Fuels." Journal of KONES 26, no. 4 (December 1, 2019): 91–96. http://dx.doi.org/10.2478/kones-2019-0094.
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AbstractArticle presents the energetic balance of small-unmanned vehicle hybrid power transmission. The vehicle equipped with serial hybrid transmission consisted of electric engines connected to the battery pack and small Diesel power generator. In mentioned construction, battery is used as energy buffer and combustion engine is used more as emergency power supply, and is turned on when battery is depleted. In other condition, power generator can be turned off, without reducing power of transmission parameters, except its range. Vehicles with hybrid drive are very common chosen vehicles by users. More and more often, we also talk about searching for replacement fuels for internal combustion engines, so also for those with hybrid drive. The research was carried out on an unmanned land platform equipped with a hybrid propulsion system supplied as standard with Diesel oil. The article presents the problems of comparing the efficiency of a hybrid vehicle fuelled with Diesel oil, but also with alternative fuels based on kerosene and other components. For test, three types of fuels were used, standard Diesel oil, F-34 and with experimental mixture of Jet A-1 fuel with 10% of 2-ethylhexanol. Energy used for charging of the battery, from tank-to-wheel, was calculated. This also enables to calculate total efficiency of such hybrid power transmission, powered with different fuels.
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McWhorter, Chester G., William L. Barrentine, and James E. Hanks. "Postemergence Grass Control with Herbicides Applied at ULV in Paraffinic Oil." Weed Technology 6, no. 2 (June 1992): 262–68. http://dx.doi.org/10.1017/s0890037x00034709.
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Variables affecting ultra-low-volume (ULV) application of herbicides for postemergence grass control in soybeans were evaluated in field experiments from 1988 to 1990. Air-assist applications of clethodim at 2.3 and 4.7 L ha–1were compared with 94 and 187 L ha–1applications with a conventional hydraulic sprayer. Rate of herbicide, volume of diluent, type of diluent, air pressure, and four other herbicides were evaluated. Clethodim at 28, 56, and 112 g ha–1applied in paraffinic oil at 2.3 L ha–1controlled johnsongrass better 10 wk after treatment than equivalent rates applied at 2.3 or 187 L ha–1in water. At 2.3 L ha–1, barnyardgrass control was improved by applying clethodim in paraffinic oil rather than water. Johnsongrass control 10 wk after treatment was better with clethodim at 28 g ha–1applied in paraffinic oil than when applied in soybean oil, cottonseed oil, No. 2 diesel fuel, kerosene, or jet A fuel. Low air pressures of 14 or 28 kPa resulted in better control of johnsongrass and barnyardgrass than higher pressures of 56 and 112 kPa. Clethodim, fluazifop-P, haloxyfop, quizalofop, or sethoxydim were more effective on johnsongrass and barnyardgrass when applied in paraffinic oil than in water at 2.3 and 4.7 L ha–1with an air-assist sprayer.
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Simons, Emerald, and Valentin Soloiu. "Reduction of Aircraft Gas Turbine Noise with New Synthetic Fuels and Sound Insulation Materials." Transportation Research Record: Journal of the Transportation Research Board 2603, no. 1 (January 2017): 50–64. http://dx.doi.org/10.3141/2603-06.
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The need to reduce the sound and vibration characteristics in the aerospace industry is continuously increasing because of the need to meet FAA regulations, to reduce noise pollution, and to improve customer satisfaction. To improve customer satisfaction, aircraft and engine manufacturers must work to control sound and vibration levels so that passengers do not experience discomfort during a flight. Sound and vibration characteristics of a fixed-wing aircraft with jet engines are composed of complex-frequency contents that challenge engineers in the development of quiet engine designs, aerodynamic bodies, and advanced sound- and vibration-attenuating materials. One of the noisiest parts of an aircraft, the gas turbine, was analyzed in this research. In Part 1 of this project, the use of alternative fuels in a gas turbine engine was investigated to determine whether those fuels have negative effects on sound and vibration levels. Three types of fuels were used: Jet A as the reference fuel, natural gas–derived S-8, and coal-derived isoparaffinic kerosene (IPK). The alternative fuels, S-8 and IPK, are Fischer–Tropsch process fuels. Overall sound and vibration characteristics of the alternative fuels presented a similar pattern across the frequency spectrum to those of the reference fuel, with the alternative fuels being slightly quieter. In Part 2, the sound path was treated by introducing sound-absorbing materials and investigating their acoustic performance. A melamine-based foam and soy-based foam were used in this research. Melamine is very lightweight, has excellent thermal endurance, and is hydrophobic. The soy-based foam was selected for its potential application in the aerospace industry to work toward a greener aircraft, in an effort to promote environmental sustainability. The soy-based material reduced the sound level by more than 20 dB(A) and presented better performance than the melamine at high frequencies.
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Попов, Олексій Денисович, Анатолій Іванович Долматов, and Володимир Федорович Сорокін. "Вплив промислових очищувальних рідин на анодно-окисне захисно-декоративне покриття отримане у розчині хромового ангідриду." Aerospace technic and technology, no. 4sup1 (August 27, 2021): 117–24. http://dx.doi.org/10.32620/aktt.2021.4sup1.16.
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The subject of research in this article is the anode-oxide coating of aluminum parts of the hull type of aircraft engine units and aircraft units under the influence of cleaning fluids of different nature and chemical compositions. The purpose of this work is to experimentally test, the effect of different cleaning fluids, under different operating conditions and on different equipment for the stability of the anode-oxide protective coating. Many experiments have been performed on three types of washing machines: jet and immersion washing machine, which works on all types of water-soluble detergents, washing machine cleaning in vacuum or low-pressure environment, uses modified alcohols or hydrocarbon solvents as a washing liquid, and specialized stand for cleaning parts with aviation kerosene, aviation fuel TS-1 or jet A-1. Flushing modes were, covered throughout the range of operation of this equipment. The operating conditions of engines and units and the need to use an anode-oxide coating of parts are determined. The main types of liquids for washing parts are considered. For each of the experiments a special technology of these studies was determined, as technological parameters, parameters that can change and affect the stability of the coating, were set the following temperature, detergent concentration, operating time, operating pressure in the detergent supply system. The change of each of these parameters was, carried out with the fixation of other technological parameters to determine the direct indicators of the impact of each of the parameters and to establish the growth of their impact on the anode-oxide coating. The conditions under which the coating is destroyed and the percentage of its damage from the total surface of the part are determined, and the quality of cleaning the part by particle size distribution and visual method was, also determined. It is determined that the greatest negative effects on the anodic oxide coating in the solution of chromic anhydride are acidic and alkaline water-soluble pore cleaning liquids, so they have the best quality of cleaning from contaminants, for which a range of indicators is determined at which the coating does not deteriorate.
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Kumar, Nikeel, Ronald R. Kumar, and Peter J. Stauvermann. "Energy Consumption and Economic Growth in Small Island Economies." Mechanism of an Economic Regulation, no. 2 (2019): 42–65. http://dx.doi.org/10.21272/mer.2019.84.04.
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Petroleum is the primary source of energy used in transportation and electricity generation for many small Pacific island economies. Noting the growing demand for transportation and infrastructure services, we investigate the long-run association between petroleum consumption and output per worker in Fiji, a small island economy in the Pacific. We use a Cobb-Douglas framework and the ARDL bounds procedure with sample periods from 1980 to 2013. The results show that a 1 % increase in petroleum consumption results in 0.08 % increase in the long run economic growth. The granger non-causality results show that energy consumption causes economic growth, thus confirming energy-led growth hypothesis. The overall results underscore the need for efficient use of energy in general with the impetus to focusing on renewable energy as an important source of economic growth. We argue that energy in whichever form (renewable or non-renewable) is an integral input for economic growth for small island countries in the Pacific. Furthermore, the country is an importer and redistributor of petroleum to other neighbouring islands. The petroleum products comprise of motor gasoline, jet fuel, kerosene, distillate fuel oil, residual fuel oil, and liquefied petroleum gases (LPG). The operations of airlines, ferries, cruise liners and other types of transportation are linked with tourism industry and heavily rely on petroleum. Also, petroleum is used for generating electricity, and the usage increases during the hot and dry season to support the hydro power plants. Considering Fiji as a reference and petroleum as a major type of energy, the study examines the relationship between energy and economic growth, whilst accounting for capital and labour stock, and structural breaks. This study aims to provide impetus to efficient use and management of energy in the Pacific with the overarching aim to promote economic growth and fostering policies to gradually phase out non-renewable energy sources. Key words: petroleum consumption, growth, ARDL bounds approach, causality, structural break, Fiji.
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Mansour, S. A., and R. Scholz. "Transmission Electron Microscopy study of lead sulfide whiskers." Proceedings, annual meeting, Electron Microscopy Society of America 47 (August 6, 1989): 444–45. http://dx.doi.org/10.1017/s0424820100154196.
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This paper describes a transmission electron microscopy (TEM) study of the structure and growth mechanism of lead sulfide (PbS) whiskers. PbS whiskers were grown inside the stainless steel nozzle of a kerosene burner. The nozzle had a 0.5 mm aperture, and was fitted with an Al-spiral coil to filter kerosene impurities. The burner was operated continuously for four weeks at a kerosene pressure of 2-3 bars and a flame temperature of about 350°C before the nozzle clogged. A thick black deposit of fine PbS whiskers was found inside the nozzle.TEM specimens were prepared by ultrasonically suspending the fine black powder in alcohol. The suspended particles were deposited on a perforated carbon film supported on a copper grid, and examined with a JEM-1200EX transmission electron microscope operated at 120kV accelerating voltage. A JEM-4000EX transmission electron microscope was used for high resolution electron microscopy.Fig. 1. shows an EM micrograph of typical PbS whiskers. Each appears to have a high-contrast core encapsulated in a lower contrast shell. The electron diffraction pattern of a single whisker protruding over a hole in the carbon film is shown in Fig. 2.
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Müller‐Langer, Franziska, Niels Dögnitz, Christian Marquardt, Alexander Zschocke, Tobias Schripp, Katja Oehmichen, Stefan Majer, et al. "Multiblend JET A‐1 in Practice: Results of an R&D Project on Synthetic Paraffinic Kerosenes." Chemical Engineering & Technology 43, no. 8 (June 16, 2020): 1514–21. http://dx.doi.org/10.1002/ceat.202000024.
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Yildiz, Ibrahim, and Hakan Caliskan. "Energy and exergy prices of the jet kerosene fuel with carbon emission equivalents for the air transport sector in Turkey." Aircraft Engineering and Aerospace Technology ahead-of-print, ahead-of-print (October 20, 2020). http://dx.doi.org/10.1108/aeat-08-2020-0191.
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Purpose The purpose of this study is to evaluate the energy and exergy prices and carbon emission equivalents of the jet kerosene (Jet A-1) fuel considering 12 months data for the air transport sector in Turkey. Design/methodology/approach In the selection of the energy resources, one of the most important factors besides the need is the price of the energy resources. To use and save the energy resources efficiently, the prices should be evaluated in terms of exergy too. In this context, the exergy prices and carbon emission equivalents of the jet kerosene fuel have been examined. Findings According to analysis results, after January 2020, a steady decline in energy prices has been obtained until April 2020. In this regard, directly proportional changes have been obtained in exergy prices. The minimum exergy price of the fuel is calculated as 74.36 US cents/kWh for April 2020, while the maximum exergy price of the fuel is calculated as 150.02 US cents/kWh for September 2019. The minimum exergy price based carbon emission equivalents for the jet kerosene fuel is determined as 1,099.98 US cents/kg for April 2020, while the maximum exergy price based carbon emission equivalents for the jet kerosene fuel is found to be 2,219.29 US cents/kg for September 2019. Originality/value The new contribution has been made to the open literature by examining the energy and exergy prices of the jet kerosene fuel. In addition, the carbon emission equivalents of the jet kerosene fuel have been determined not only energy but also exergy methods.
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Riebl, Sebastian, Marina Braun-Unkhoff, and Uwe Riedel. "A Study on the Emissions of Alternative Aviation Fuels." Journal of Engineering for Gas Turbines and Power 139, no. 8 (March 21, 2017). http://dx.doi.org/10.1115/1.4035816.
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Currently, the aviation sector is seeking for alternatives to kerosene from crude oil, as part of the efforts combating climate change by reducing greenhouse gas (GHG) emissions, in particular carbon dioxide (CO2), and ensuring security of supply at affordable prices. Several synthetic jet fuels have been developed including sustainable biokerosene, a low-carbon fuel. Over the last years, the technical feasibility as well as the compatibility of alternative jet fuels with today's planes has been proven However, when burning a jet fuel, the exhaust gases are a mixture of many species, going beyond CO2 and water (H2O) emissions, with nitrogen oxides (NOx), carbon monoxide (CO), unburned hydrocarbons (UHC) including aromatic species and further precursors of particles and soot among them. These emissions have an impact on the local air quality as well as on the climate (particles, soot, contrails). Therefore, a detailed knowledge and understanding of the emission patterns when burning synthetic aviation fuels are inevitable. In the present paper, these issues are addressed by studying numerically the combustion of four synthetic jet fuels (Fischer–Tropsch fuels). For reference, two types of crude-oil-based kerosene (Jet A-1 and Jet A) are considered, too. Plug flow calculations were performed by using a detailed chemical-kinetic model validated previously. The composition of the multicomponent jet fuels was imaged by using the surrogate approach. Calculations were done for relevant temperatures, pressures, residence times, and fuel equivalence ratios φ. Results are discussed for NOx, CO as well as for benzene and acetylene as major soot precursors. According to the predictions, the NOx and CO emissions are within about ±10% for all fuels considered, within the parameter range studied: T = 1800 K, T = 2200 K; 0.25 ≤ φ ≤ 1.8; p = 40 bar; t = 3 ms. The aromatics free GtL (gas to liquid) fuel displayed higher NOx values compared to Jet A-1/A. In addition, synthetic fuels show slightly lower (better) CO emission data than Jet A-1/A. The antagonist role of CO and NOx is apparent. Major differences were predicted for benzene emissions, depending strongly on the aromatics content in the specific fuel, with lower levels predicted for the synthetic aviation fuels. Acetylene levels show a similar, but less pronounced, effect.
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Sivakumar, D., R. Sakthikumar, B. N. Raghunandan, John T. C. Hu, S. K. Puri, and A. K. Jain. "Atomization Characteristics of Camelina-Based Alternative Aviation Fuels Discharging From Dual-Orifice Injector." Journal of Engineering for Gas Turbines and Power 137, no. 8 (August 1, 2015). http://dx.doi.org/10.1115/1.4029426.
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The atomization characteristics of blends of bioderived camelina hydrogenated renewable jet (HRJ) alternative fuel with conventional aviation kerosene (Jet A-1) discharging into ambient atmospheric air from a dual-orifice atomizer used in aircraft engines are described. The spray tests are conducted in a spray test facility at six different test flow conditions to compare the atomization of alternative fuels with that of Jet A-1. The fuel sprays are characterized in terms of fuel discharge, spray cone angle, drop size distribution, and spray patternation. The measurements of spray drop size distribution are obtained using laser diffraction based Spraytec equipment. The characteristics of fuel discharge and cone angle of alternative fuel sprays do not show any changes from that of Jet A-1 sprays. The characteristics of spray drop size, evaluated in terms of the variation of mean drop size along the spray axis, for the alternative fuel sprays remain unaffected by the variation in fuel properties between the alternative fuels and Jet A-1. The measurements on spray patternation, obtained using a mechanical patternator at a distance 5.1 cm from the atomizer exit, show an enhanced fuel concentration in the vicinity of spray axis region for the alternative fuel sprays discharging from the dual-orifice atomizer.
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El-Araby, R., E. Abdelkader, G. El Diwani, and S. I. Hawash. "Bio-aviation fuel via catalytic hydrocracking of waste cooking oils." Bulletin of the National Research Centre 44, no. 1 (October 12, 2020). http://dx.doi.org/10.1186/s42269-020-00425-6.
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Abstract Background Biomass fuels (bio-jet fuel) have recently attracted considerable attention as alternatives to conventional jet fuel. They have become the focus of aircraft manufacturers, engines, oil companies, governments and researchers alike. This study is concerned with the production of biojet fuel using waste cooking oil (WCO). Batch reactor is used for running the experimental study. The catalytic cracking products are investigated by GC mass spectra. Final products from different reaction conditions are subjected to fractional distillation. The (Bio kerosene) fraction was compared with the conventional jet A-1 and showed that it met the basic jet fuel specifications. Optimum reaction conditions are obtained at (450 °C), pressure of (120 bars), catalyst dose (2.5% w/v), reaction time (60 min) and hydrogen pressure 4 atmosphere. The aim of this study is to produce bio aviation fuel according to specifications and with a low freezing point from waste cooking oil in one step using a laboratory prepared catalyst and with a low percentage of hydrogen to complete the process of cracking and deoxygenation in one reactor, which is naturally reflected positively on the price of the final product of bio aviation fuel. Results The results indicated that the product obtained from WCO shows promising potential bio aviation fuels, having a low freezing point (− 55 °C) and that all bio kerosene’s specifications obtained at these conditions follow the international standard specifications of aviation turbine fuel. Conclusion Biojet fuel obtained from WCO has fairly acceptable physico-chemical properties compared to those of petroleum-based fuel. Adjustment of the hydro catalytic cracking reaction conditions was used to control quantities and characteristics of produced bio aviation fuel. Taking into consideration the economic evaluation WCO is preferable as raw material for bio aviation fuel production due to its low cost and its contribution in environmental pollution abatement. Blend of 5% bio aviation with jet A-1 (by volume) can be used in the engine without any modifications and a successful test of blended aviation fuel with 10% bio aviation has been achieved on Jet-Cat 80/120 engine.
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"Velocity and size characteristics of liquid-fuelled flames stabilized by a swirl burner." Proceedings of the Royal Society of London. A. Mathematical and Physical Sciences 428, no. 1874 (March 8, 1990): 129–55. http://dx.doi.org/10.1098/rspa.1990.0028.
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Velocity and droplet size characteristics of an unconfined quarl burner, of 16 mm quarl inlet diameter, have been measured with a phase-Doppler anemometer at a swirl number of about 0.29: the Reynolds number of the flow was 30000, based on the cold bulk velocity of 30.4 m s -1 and the hydraulic diameter. The atomization was achieved by shear between the swirling air and six radial kerosene jets and the resulting Sauter and arithmetic mean diameters were about 70 and 50 μm respectively after injection: velocity characteristics are presented for three 5 μm-wide size classes, 10, 30 and 60 μm. The flows correspond to no combustion and combustion of natural gas with a heat release of 8 kW supplemented by liquid kerosene flow rates sufficient to generate 21.6 and 37.2 kW : the gas equivalence ratio was 0.45 and atomized kerosene at two flow rates increased the overall ratios to 1.64 and 2.53. In non-reacting flow, droplets 30 μm and smaller are sufficiently small to be entrained by the mean air velocity towards the central part of the flow and into the swirl-induced recirculating air bubble. The 60 μm droplets are able to travel through the bubble uninfluenced by turbulent fluctuations in the air and are ‘centrifuged’ away from the centreline, through acquisition of a mean swirl velocity component, so that a large proportion of the kerosene volume flow rate lies at the edge of the swirling jet. Because larger droplets are centrifuged to the outer part of the flow, whereas the smaller are entrained towards the centreline, the Sauter and arithmetic mean diameters are, by 1.22 quarl exit diameters downstream of the quarl, approximately 65 and 36 μm at the outer part of the flow and 35 and 12 μm near the centreline in the inert flow. In reacting flow, droplets evaporate rapidly in regions of elevated temperatures and hence no droplets are found within the flame brush and recirculation region. The aerodynamic response of each size class to the air velocity is similar to inert flow so that the majority of the kerosene flow is centrifuged away from the flame. On exit from the quarl, the evaporation and burning rates cause the Sauter and arithmetic mean diameters to be about 70 and 50 μm and 60 and 30 μm at the inner and outer edges of the spray respectively. By 1.22 quarl exit-diameters from the exit of the quarl, the air motion entrains droplets smaller than about 30 μm towards the flame, at the inner edge of the spray, so that the Sauter and arithmetic mean diameters are 60 and 40 μm at the outer edge of the jet. There is comparatively little effect of changing the flow rate of kerosene because the combustion is controlled by the low available number of smaller droplets, although the Group combustion number corresponds to ‘cloud’ burning. The relative response of droplets to the mean and turbulent components of air motion, including the ‘centrifuging’ effect, can be scaled to other flows through dimensionless numbers defined in the text.
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Meier, Ulrich, Johannes Heinze, Stefan Freitag, and Christoph Hassa. "Spray and Flame Structure of a Generic Injector at Aeroengine Conditions." Journal of Engineering for Gas Turbines and Power 134, no. 3 (December 30, 2011). http://dx.doi.org/10.1115/1.4004262.
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In support of the development of CFD for aeroengine combustion, quantitative measurements of spray properties and temperature were made. A generic swirling air blast injector was designed and built to produce well defined inlet conditions and for ease of numerical description for the CFD development. The measurements were performed in an optically accessible single sector combustor at pressures of 4 and 10 bar and preheat temperatures of 550 and 650 K, respectively. Jet A-1 was used as fuel. The burner air to fuel ratio was 20 and the pressure loss was set to 3%. Sauter mean diameter profiles and liquid mass flux distributions were generated from the phase Doppler anemometry measurements of the evaporating spray drop sizes and velocities. With planar measurements of Mie scattering and kerosene-LIF, the distribution of kerosene (liquid and vapor phase) was imaged. Temperatures were measured with OH-LIF. The burner was designed with a straight outlet to exhibit lifted flames. Hence initial distributions of size, velocity and density of the spray were measured before it entered the flame. Almost complete prevaporization was seen at least for the four bar flame. Compared with atmospheric investigations, the smaller diameters of the droplets and the small streamline curvature of the configuration led to a more uniform behavior of the spray.
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Dagaut, Philippe, Yuri Bedjanian, Guillaume Dayma, Fabrice Foucher, Benoît Grosselin, Manolis Romanias, and Roya Shahla. "Emission of Carbonyl and Polyaromatic Hydrocarbon Pollutants From the Combustion of Liquid Fuels: Impact of Biofuel Blending." Journal of Engineering for Gas Turbines and Power 141, no. 3 (November 14, 2018). http://dx.doi.org/10.1115/1.4040712.
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The combustion of conventional fuels (diesel and Jet A-1) with 10–20% vol oxygenated biofuels (ethanol, 1-butanol, methyl octanoate, rapeseed oil methyl ester (RME), diethyl carbonate, tri(propylene glycol)methyl ether, i.e., CH3(OC3H6)3OH, and 2,5-dimethylfuran (2,5-DMF)) and a synthetic paraffinic kerosene (SPK) was studied. The experiments were performed using an atmospheric pressure laboratory premixed flame and a four-cylinder four-stroke diesel engine operating at 1500 rpm. Soot samples from kerosene blends were collected above a premixed flame for analysis. Polyaromatic hydrocarbons (PAHs) were extracted from the soot samples. After fractioning, they were analyzed by high-pressure liquid chromatography (HPLC) with UV and fluorescence detectors. C1 to C8 carbonyl compounds (CBCs) were collected at the diesel engine exhaust on 2,4-dinitrophenylhydrazine coated cartridges (DNPH) and analyzed by HPLC with UV detection. The data indicated that blending conventional fuels with biofuels has a significant impact on the emission of both CBCs and PAHs adsorbed on soot. The global concentration of 18 PAHs (1-methyl-naphthalene, 2-methyl-naphthalene, and the 16 U.S. priority EPA PAHs) on soot was considerably lowered using oxygenated fuels, except 2,5-DMF. Conversely, the total carbonyl emission increased by oxygenated biofuels blending. Among them, ethanol and 1-butanol were found to increase considerably the emissions of CBCs.
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Chan, Tak W., Wajid A. Chishty, Pervez Canteenwalla, David Buote, and Craig R. Davison. "Characterization of Emissions From the Use of Alternative Aviation Fuels." Journal of Engineering for Gas Turbines and Power 138, no. 1 (September 2, 2015). http://dx.doi.org/10.1115/1.4031226.
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Alternative fuels for aviation are now a reality. These fuels not only reduce reliance on conventional petroleum-based fuels as the primary propulsion source, but also offer promise for environmental sustainability. While these alternative fuels meet the aviation fuels standards and their overall properties resemble those of the conventional fuel, they are expected to demonstrate different exhaust emissions characteristics because of the inherent variations in their chemical composition resulting from the variations involved in the processing of these fuels. This paper presents the results of back-to-back comparison of emissions characterization tests that were performed using three alternative aviation fuels in a GE CF-700-2D-2 engine core. The fuels used were an unblended synthetic kerosene fuel with aromatics (SKA), an unblended Fischer–Tropsch (FT) synthetic paraffinic kerosene (SPK) and a semisynthetic 50–50 blend of Jet A-1 and hydroprocessed SPK. Results indicate that while there is little dissimilarity in the gaseous emissions profiles from these alternative fuels, there is however a significant difference in the particulate matter emissions from these fuels. These differences are primarily attributed to the variations in the aromatic and hydrogen contents in the fuels with some contributions from the hydrogen-to-carbon ratio of the fuels.
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Gebel, Gregor C., Thomas Mosbach, Wolfgang Meier, Manfred Aigner, and Stéphane Le Brun. "An Experimental Investigation of Kerosene Droplet Breakup by Laser-Induced Blast Waves." Journal of Engineering for Gas Turbines and Power 135, no. 2 (January 10, 2013). http://dx.doi.org/10.1115/1.4007776.
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The work presented in this paper intends to deepen our understanding of the mechanisms involved in the spark ignition of liquid fuel sprays. An experimental study is presented regarding the ignition of monodisperse droplet chains of Jet A-1 aviation kerosene in a generic model combustor under well-defined boundary conditions. Breakdowns created by focused laser radiation were used as ignition sparks. They featured rapid spatial expansion, resulting in the formation of spherical blast waves in the surrounding air. The focus of this study lay on the effect of the blast waves on the fuel droplets. Blast wave trajectories were investigated by Schlieren imaging. Their interaction with kerosene droplets was observed with a high speed camera via a long distance microscope; the droplets were visualized by laser-induced Mie scattering. Droplets within a distance of 10 mm from the breakdown position were deformed and disintegrated by the aerodynamic forces of the postshock flow field. Different breakup modes were observed, depending on the distance from the breakdown position: Catastrophic breakup was observed at a 5 mm distance, resonant breakup was observed at a 10 mm distance. Breakup by blast waves from ignition sparks is expected to be a crucial mechanism for spray ignition because it supports evaporation. Weber number calculations revealed that the breakup modes observed under lab conditions will also appear in aviation gas turbines at high altitude relight conditions.