Artículos de revistas: "The alternative jet fuels"

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Iakovlieva, Anna, Oksana Vovk, Sergii Boichenko, Kazimierz Lejda y Hubert Kuszewski. "Physical-Chemical Properties of Jet Fuel Blends with Components Derived from Rape Oil". Chemistry & Chemical Technology 10, n.º 4 (15 de septiembre de 2016): 485–92. http://dx.doi.org/10.23939/chcht10.04.485.

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The work is devoted to the development of alternative jet fuel blended with rapeseed oil-derived biocomponents and study of their physical-chemical properties. The modification of conventional jet fuel by rapeseed oil esters was chosen for this work among the variety of technologies for alternative jet fuels development. The main characteristics of conventional jet fuel and three kinds of biocomponents were determined and compared to the standards requirements to jet fuel of Jet A-1 grade. The most important or identifying physical-chemical properties of jet fuels were determined for the scope of this study. Among them are: density, viscosity, fractional composition, freezing point and net heat of combustion. The influence of rapeseed oil-derived biocomponents on the mentioned above characteristics of blended jet fuels was studied and explained.

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2

Lander, H. R. y H. E. Reif. "The Production of Jet Fuel From Alternative Sources". Journal of Engineering for Gas Turbines and Power 108, n.º 4 (1 de octubre de 1986): 641–47. http://dx.doi.org/10.1115/1.3239959.

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The most significant potential source of aviation gas turbine fuels in the continental United States is the western oil shale located in the Rocky Mountain States of Colorado, Utah, and Wyoming. Nearly 600 billion barrels of recoverable oil is located in this area. This paper discusses the availability of oil shale and reviews the recovery, upgrading and refining schemes necessary to produce fuel which can be used in present-day aircraft. Other synthetic fuels are discussed with regard to the processing necessary to produce suitable fuels for today’s high-performance aircraft. Heavy oil and tar sand bitumen are likely to be refined in the next decade. Methods for producing suitable fuels are discussed. The chemical structure of these sources, which is basically cyclic, leads to the potential for heavier fuels with more energy per given volume and therefore longer range for certain aircraft. This exciting possibility is reviewed.

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3

Kumar, Manish, Srinibas Karmakar, Sonu Kumar y Saptarshi Basu. "Experimental investigation on spray characteristics of Jet A-1 and alternative aviation fuels". International Journal of Spray and Combustion Dynamics 13, n.º 1-2 (junio de 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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4

Kurzawska, Paula y Remigiusz Jasiński. "Overview of Sustainable Aviation Fuels with Emission Characteristic and Particles Emission of the Turbine Engine Fueled ATJ Blends with Different Percentages of ATJ Fuel". Energies 14, n.º 7 (26 de marzo de 2021): 1858. http://dx.doi.org/10.3390/en14071858.

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The following article focuses on sustainable aviation fuels, which include first and second generation biofuels and other non-biomass fuels that meet most of environmental, operational and physicochemical requirements. Several of the requirements for sustainable aviation fuels are discussed in this article. The main focus was on researching the alcohol-to-jet (ATJ) alternative fuel. The tests covered the emission of harmful gaseous compounds with the Semtech DS analyzer, as well as the number and mass concentration of particles of three fuels: reference fuel Jet A-1, a mixture of Jet A-1 and 30% of ATJ fuel, and mixture of Jet A-1 and 50% of ATJ fuel. The number concentration of particles allowed us to calculate, inter alia, the corresponding particle number index and particle mass index. The analysis of the results made it possible to determine the effect of the content of alternative fuel in a mixture with conventional fuel on the emission of harmful exhaust compounds and the concentration of particles. One of the main conclusion is that by using a 50% blend of ATJ and Jet A-1, the total number and mass of particulate matter at high engine loads can be reduced by almost 18% and 53%, respectively, relative to pure Jet A-1 fuel.

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5

Braun-Unkhoff, Marina, Uwe Riedel y Claus Wahl. "About the emissions of alternative jet fuels". CEAS Aeronautical Journal 8, n.º 1 (19 de diciembre de 2016): 167–80. http://dx.doi.org/10.1007/s13272-016-0230-3.

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6

Anuar, A., V. K. Undavalli, B. Khandelwal y S. Blakey. "Effect of fuels, aromatics and preparation methods on seal swell". Aeronautical Journal 125, n.º 1291 (12 de abril de 2021): 1542–65. http://dx.doi.org/10.1017/aer.2021.25.

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AbstractNew alternative jet fuels have provided many advantages in the aviation industry, especially in terms of economics and environment. However, fuel–seal compatibility is one of the major issues that restricts alternative fuel advancement into the market. Thus, to help understand and solve the problem, this study examines the swelling effect of prepared and non-prepared O-rings in different fuels and aromatic species. Stress relaxation experiments were carried out to evaluate seal compatibility under compression, which mimics engine operation conditions. Seals were compressed and immersed in a variety of fuels and their blends for about 90h while maintaining a constant temperature 30°C and constant compression force of 25% seal thickness. The two types of elastomers investigated were fluorosilicone and nitrile O-rings, which are predominantly used in the aviation industry. Meanwhile, three different fuels and aromatic species were utilised as the variables in the experiments. The fuels used were Jet-A1, SPK and SHJFCS, while the aromatic species added were propyl benzene, tetralin and p-xylene. The swelling effects were determined from the P/Po value. Results indicate that Jet-A1 has the highest swelling effect, followed by SHJFCS and SPK. It was observed that the higher the percentage of aromatics in fuel, the higher the rate of swelling. Furthermore, prepared seals had a lower swelling rate than did non-prepared seals. Meanwhile, the intensity of the swelling effect in the Jet-A1-SHJFCS blends was in the order of 60/40, 85/15 and 50/50 blend. The work done in this study will aid in the selection of suitable aromatic species in future fuels. The novelty of this research lies in the determination of the appropriate amount of aromatic content as well as the selection of type of aromatic and its mixture fuel. Moreover, the various proportions of fuel blends with aromatic are investigated. The primary aim of this study is to understand the behaviour of prepared and non-prepared seals, and their compatibility with alternative fuels.

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7

Goodger, E. M. "Jet Fuels Development and Alternatives". Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 209, n.º 2 (abril de 1995): 147–56. http://dx.doi.org/10.1243/pime_proc_1995_209_281_02.

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The jet engine group comprises aero turbines, ramjets and rockets, their level of performance increasing in that order, with fuel requirements showing both similarities and differences. The conventional fuel for aero turbine engines, for example, is aviation kerosine, several variants of which exist for specific applications. Aviation fuel specifications are invariably stringent, and variations with density are shown for typical properties. The dwindling availability of optimal crudes over the last 25 years has resulted in a general degradation in the quality of aviation kerosine, with adverse effects on combustion performance, emissions and engine life except where hardware solutions emerged in parallel. In fact, the reduction of emissions is seen to be more a matter of engine design than fuel technology. In the near term, supplies of kerosine may be supplemented from sources other than crude oil, whereas in the longer term, kerosine may be substituted by liquid methane and/or liquid hydrogen. In comparison with kerosine, liquid hydrogen produces more nitrogen in its combustion products on a fuel mass basis, but less on an energy basis, although the flame temperature is higher giving possibilities of more NOx. The fuel requirements of high energy content and storage stability apply across the board, but additional parameters of concern are heat capacity in the case of ramjets, and combustion-product chemistry with rockets, which demand a range of candidate high-performance fuels.

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8

Vilutienė, Valentina, Gvidonas Labeckas y Stasys Slavinskas. "THE INFLUENCE OF THE CETANE NUMBER AND LUBRICITY IMPROVING ADDITIVES ON THE QUALITY PARAMETERS OF AVIATION-TURBINE FUEL". Aviation 19, n.º 2 (24 de junio de 2015): 72–77. http://dx.doi.org/10.3846/16487788.2015.1057994.

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In order to recommend jet fuel for powering diesel engines the quality parameters of the following fuels were determined: diesel fuel (NATO code F-54) according to standard LST EN 590: 2014, jet fuel (NATO code F-35 and F-34) according to standard ASTM D 1655 and U.S.MIL-DTL-83133E, and jet fuel was treated with additives at the Centre of Quality research laboratory located at “ORLEN Lietuva” Ltd. Basic quality parameters of alternative jet fuels were analysed and compared with the reference parameters of diesel fuel. It was determined that the use of additives in jet fuel improves its parameters up to a level which satisfies the corresponding characteristics of normal diesel fuel: cetane number, lubricating properties, net heating value per unit of mass, sulphur content and, therefore, can be recommended for the use in land-based transport means and power generators.

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9

Chishty, Wajid A., Tak Chan, Pervez Canteenwalla, Craig R. Davison y Jennifer Chalmers. "Benchmarking data from the experience gained in engine performance and emissions testing on alternative fuels for aviation". Journal of the Global Power and Propulsion Society 1 (19 de septiembre de 2017): S5WGLD. http://dx.doi.org/10.22261/s5wgld.

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Abstract Alternative fuel for aviation has been the centre of serious focus for the last decade, owing mostly to the challenges posed by the price of conventional petroleum fuel, energy security and environmental concerns. The downslide in the oil prices in the recent months and the fact that energy security is not considered a major threat in commercial aviation, these factors have worked negatively for the promotion of alternative fuels. However, the continuous commitment to environmental stewardship by Governments and the industry have kept the momentum going towards the transparent integration of renewable alternatives in the aviation market. On the regulatory side, much progress have been made in the same timeframe with five alternative fuels being certified as synthetic blending components for aviation turbine fuels for use in civil aircraft and engines. Another seven alternative fuels are in the various stages of certification protocol. This progress has been made possible because of the extensive performance testing, both at full engine conditions and at engine components level. This article presents the results of engine performance and air pollutant emissions measurements gathered from the alternative fuels qualification testing conducted at the National Research Council Canada over the last seven years. This benchmarking data was collected on various engine platforms at full engine operation at sea level and/or altitude conditions using a variety of aviation alternative fuels and their blends. In order to provide a reference comparison basis, the results collected using the alternative fuels are compared with baseline Jet-A1 or JP-8 conventional fuels.

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10

Ji, Chungsheng, Yang L. Wang y Fokion N. Egolfopoulos. "Flame Studies of Conventional and Alternative Jet Fuels". Journal of Propulsion and Power 27, n.º 4 (julio de 2011): 856–63. http://dx.doi.org/10.2514/1.b34105.

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11

Trivedi, Parthsarathi, Hakan Olcay, Mark D. Staples, Mitch R. Withers, Robert Malina y Steven R. H. Barrett. "Energy return on investment for alternative jet fuels". Applied Energy 141 (marzo de 2015): 167–74. http://dx.doi.org/10.1016/j.apenergy.2014.12.016.

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12

Khandelwal, B., J. Cronly, I. S. Ahmed, C. J. Wijesinghe y C. Lewis. "The effect of alternative fuels on gaseous and particulate matter (PM) emission performance in an auxiliary power unit (APU)". Aeronautical Journal 123, n.º 1263 (17 de abril de 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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13

Gawron, Bartosz, Tomasz Białecki, Anna Janicka y Tomasz Suchocki. "Combustion and Emissions Characteristics of the Turbine Engine Fueled with HEFA Blends from Different Feedstocks". Energies 13, n.º 5 (10 de marzo de 2020): 1277. http://dx.doi.org/10.3390/en13051277.

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In the next decade, due to the desire for significant reduction in the carbon footprint left by the aviation sector and the development of a sustainable alternatives to petroleum, fuel from renewable sources will play an increasing role as a propellant for turbine aircraft engines. Currently, apart from five types of jet fuel containing synthesized hydrocarbons that are certified by the ASTM D7566 standard, there is yet another synthetic blending component that is at the stage of testing and certification. Hydroprocessed esters and fatty acids enable the production of a synthetic component for jet fuel from any form of native fat or oil. Used feedstock affects the final synthetic blending component composition and consequently the properties of the blend for jet fuel and, as a result, the operation of turbine engines. A specialized laboratory test rig with a miniature turbojet engine was used for research, which is an interesting alternative to complex and expensive tests with full scale turbine engines. The results of this study revealed the differences in the parameters of engine performance and emission characteristics between tested fuels with synthetic blending components and neat jet fuel. The synthetic blending component was obtained from two different feedstock. Noticeable changes were obtained for fuel consumption, CO and NOx emissions. With the addition of the hydroprocessed esters and fatty acids (HEFA) component, the fuel consumption and CO emissions decrease. The opposite trend was observed for NOx emission. The tests presented in this article are a continuation of the authors’ research area related to alternative fuels for aviation.

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14

Saldana, D. A., B. Creton, P. Mougin, N. Jeuland, B. Rousseau y L. Starck. "Rational Formulation of Alternative Fuels using QSPR Methods: Application to Jet Fuels". Oil & Gas Science and Technology – Revue d’IFP Energies nouvelles 68, n.º 4 (6 de junio de 2013): 651–62. http://dx.doi.org/10.2516/ogst/2012034.

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15

Lejda, Kazimierz, Anna Yakovlieva y Sergii Boichenko. "Evaluation of jet engine operation parameters using conventional and alternative jet fuels". International Journal of Sustainable Aviation 5, n.º 3 (2019): 230. http://dx.doi.org/10.1504/ijsa.2019.10025187.

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16

Yakovlieva, Anna, Sergii Boichenko y Kazimierz Lejda. "Evaluation of jet engine operation parameters using conventional and alternative jet fuels". International Journal of Sustainable Aviation 5, n.º 3 (2019): 230. http://dx.doi.org/10.1504/ijsa.2019.103504.

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17

Andoga, Rudolf, Ladislav Főző, Martin Schrötter y Stanislav Szabo. "The Use of Ethanol as an Alternative Fuel for Small Turbojet Engines". Sustainability 13, n.º 5 (26 de febrero de 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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18

Rojo, C., X. Vancassel, P. Mirabel, J. L. Ponche y F. Garnier. "Impact of alternative jet fuels on aircraft-induced aerosols". Fuel 144 (marzo de 2015): 335–41. http://dx.doi.org/10.1016/j.fuel.2014.12.021.

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19

Simons, Emerald y 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, n.º 1 (enero de 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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20

Ribeiro, Daniela F. S., André R. R. Silva y Miguel R. O. Panão. "Insights into Single Droplet Impact Models upon Liquid Films Using Alternative Fuels for Aero-Engines". Applied Sciences 10, n.º 19 (25 de septiembre de 2020): 6698. http://dx.doi.org/10.3390/app10196698.

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In aero-engines, the introduction of biofuels is among the best alternatives to fossil fuels, and this change is likely to affect the impact of droplets on interposed surfaces. Under this framework, this work reviews the main morphological hydrodynamic structures occurring upon the impact of a liquid droplet on a wetted surface, using jet fuel and biofuel mixtures as alternative fuels. The experiments performed allow investigating the effect of the liquid film thickness on the dynamic behavior of single drop impact, considering the relevancy of these phenomena to the optimization of engine operating parameters. Particular emphasis is given to the occurrence of crown splash, and the morphological differences in the outcomes of drop impact depending on the impact conditions and fluid properties. The four fluids tested included pure water (as reference), 100% Jet A-1, 75%/25%, and 50%/50% mixtures of Jet A-1 and NExBTL (Neste Renewable Diesel)—with the Weber impact number between 103 and 1625; Reynolds values 1411–16,889; and dimensionless film thicknesses of δ = 0.1, 0.5, and 1. The analysis on the secondary atomization for the different fluids evidences the predominance of prompt and crown splash, and jetting for alternative fuels. Finally, besides a systematic review of empirical correlations for the transition to splash, we investigate their universality by extrapolating the validation range to evaluate their ability to predict the outcome of impact accurately. One of the correlations studied show the highest degree of universality for the current experimental conditions, despite its limitation to thin liquid films (δ=0.1).

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21

Reksowardojo, Iman K., Long H. Duong, Rais Zain, Firman Hartono, Septhian Marno, Wawan Rustyawan, Nelliza Putri, Wisasurya Jatiwiramurti y Bayu Prabowo. "Performance and Exhaust Emissions of a Gas-Turbine Engine Fueled with Biojet/Jet A-1 Blends for the Development of Aviation Biofuel in Tropical Regions". Energies 13, n.º 24 (13 de diciembre de 2020): 6570. http://dx.doi.org/10.3390/en13246570.

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Biofuels as alternative fuels in today’s world are becoming increasingly important for the reduction of greenhouse gases. Here, we present and evaluate the potential of a new alternative fuel based on the conversion of medium-chain fatty acids to biojet (MBJ), which was produced from coconut oil using hydrotreated processes. MBJ is produced by using both deoxygenation and isomerization processes. Several blends of this type of biojet fuel with Jet A-1 were run in a gas-turbine engine (Rover 1S/60, ROTAX LTD., London, England) for the purpose of investigating engine performance and emissions. Performance results showed almost the same results as those of Jet A-1 fuel for these fuels in terms of thermal efficiency, brake-specific fuel consumption, turbine-inlet temperature, and exhaust-gas temperature. The results of exhaust-gas emissions also showed no significant effects on carbon monoxide, unburned hydrocarbon, and nitrogen oxides, while a decrease in smoke opacity was found when blending MBJ with Jet A-1. MBJ performed well in both performance and emissions tests when run in this engine. Thus, MBJ brings hope for the development of aviation biofuels in tropical regions that have an abundance of bioresources, but are limited in technology and investment capital.

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22

Przysowa, Radoslaw, Bartosz Gawron, Tomasz Białecki, Anna Łęgowik, Jerzy Merkisz y Remigiusz Jasiński. "Performance and Emissions of a Microturbine and Turbofan Powered by Alternative Fuels". Aerospace 8, n.º 2 (21 de enero de 2021): 25. http://dx.doi.org/10.3390/aerospace8020025.

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Alternative fuels containing biocomponents produced in various technologies are introduced in aviation to reduce its carbon footprint but there is little data describing their impact on the performance and emissions of engines. The purpose of the work is to compare the performance and gas emissions produced from two different jet engines—the GTM-140 microturbine and the full-size DGEN380 turbofan, powered by blends of Jet A-1 and one of two biocomponents: (1) Alcohol-to-Jet (ATJ) and (2) Hydroprocessed Esters and Fatty Acids (HEFA) produced from used cooking oil (UCO) in various concentrations. The acquired data will be used to develop an engine emissivity model to predict gas emissions. Blends of the mineral fuel with synthetic components were prepared in various concentrations, and their physicochemical parameters were examined in the laboratory. Measurements of emissions from both engines were carried out in selected operating points using the Semtech DS gaseous analyzer and the EEPS spectrometer. The impact of tested blends on engine operating parameters is limited, and their use does not carry the risk of a significant decrease in aircraft performance or increase in fuel consumption. Increasing the content of biocomponents causes a noticeable rise in the emission of CO and slight increase for some other gasses (HC and NOx), which should not, however, worsen the working conditions of the ground personnel. This implies that there are no contraindications against using tested blends for fuelling gas-turbine engines.

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23

Kathrotia, Trupti, Patrick Oßwald, Clemens Naumann, Sandra Richter y Markus Köhler. "Combustion kinetics of alternative jet fuels, Part-II: Reaction model for fuel surrogate". Fuel 302 (octubre de 2021): 120736. http://dx.doi.org/10.1016/j.fuel.2021.120736.

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24

Kathrotia, Trupti, Patrick Oßwald, Julia Zinsmeister, Torsten Methling y Markus Köhler. "Combustion kinetics of alternative jet fuels, Part-III: Fuel modeling and surrogate strategy". Fuel 302 (octubre de 2021): 120737. http://dx.doi.org/10.1016/j.fuel.2021.120737.

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25

Hui, Xin, Kamal Kumar, Chih-Jen Sung, Tim Edwards y Dylan Gardner. "Experimental studies on the combustion characteristics of alternative jet fuels". Fuel 98 (agosto de 2012): 176–82. http://dx.doi.org/10.1016/j.fuel.2012.03.040.

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26

Speth, Raymond L., Carolina Rojo, Robert Malina y Steven R. H. Barrett. "Black carbon emissions reductions from combustion of alternative jet fuels". Atmospheric Environment 105 (marzo de 2015): 37–42. http://dx.doi.org/10.1016/j.atmosenv.2015.01.040.

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27

Naik, Chitralkumar V., Karthik V. Puduppakkam, Abhijit Modak, Ellen Meeks, Yang L. Wang, Qiyao Feng y Theodore T. Tsotsis. "Detailed chemical kinetic mechanism for surrogates of alternative jet fuels". Combustion and Flame 158, n.º 3 (marzo de 2011): 434–45. http://dx.doi.org/10.1016/j.combustflame.2010.09.016.

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28

Saldana, D. A., B. Creton, P. Mougin, N. Jeuland, B. Rousseau y L. Starck. "Erratum to: Rational Formulation of Alternative Fuels using QSPR Methods: Application to Jet Fuels". Oil & Gas Science and Technology – Revue d’IFP Energies nouvelles 69, n.º 3 (mayo de 2014): 499. http://dx.doi.org/10.2516/ogst/2014012.

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29

Schripp, T., F. Herrmann, P. Oßwald, M. Köhler, A. Zschocke, D. Weigelt, M. Mroch y C. Werner-Spatz. "Particle emissions of two unblended alternative jet fuels in a full scale jet engine". Fuel 256 (noviembre de 2019): 115903. http://dx.doi.org/10.1016/j.fuel.2019.115903.

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30

SKRZEK, Tomasz. "Duel fuel compression ignition engine fuelled with homogeneous mixtures of propane and kerosene-based fuel". Combustion Engines 178, n.º 3 (1 de julio de 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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31

Jasiński, Remigiusz, Paula Kurzawska y Radosław Przysowa. "Characterization of Particle Emissions from a DGEN 380 Small Turbofan Fueled with ATJ Blends". Energies 14, n.º 12 (8 de junio de 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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32

Hileman, J. I. y R. W. Stratton. "Alternative jet fuel feasibility". Transport Policy 34 (julio de 2014): 52–62. http://dx.doi.org/10.1016/j.tranpol.2014.02.018.

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Melnyk, V. M., M. M. Liakh y M. M. Synoverskyi. "Investigation of parameters of mixing and heat formation of diesel engines in the process of using alternative fuels". Oil and Gas Power Engineering, n.º 1(33) (3 de septiembre de 2020): 109–23. http://dx.doi.org/10.31471/1993-9868-2020-1(33)-109-123.

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Today in Ukraine and the world there is a growing shortage of commercial fuels for engines. This is due to the tendency to regulate the production of hydrocarbons, which is the main raw material for their production. Therefore, in order to reduce oil imports, alternative fuels for diesel engines based on oils and animal fats are be-coming more widespread today. In this regard, intensive work is underway to convert internal combustion engines to biofuels in countries with limited fuel and energy resources, as well as in highly developed countries that have the ability to purchase liquid energy. Biodiesel fuel (biodiesel, RME, RME, FAME, EMAG, etc.) is an environmentally friendly type of biofuel obtained from vegetable and animal fats and used to replace petroleum diesel fuel. In the process of using RME B100 biodiesel fuel on the Renault 2.5 DCI engine, the average diameter of the fuel droplets is increased and the flare opening angle is reduced. This leads to impaired fuel distribution in the areas of the spray torch. Only 50% of the fuel is in the jet shell, which leads to impaired mixing of fuel with air. In the core of the wall there is 18% of fuel, which will spread along the walls and mix poorly with air. The remaining 36% of the fuel will be in the core of the jet, the front of the free jet and the areas of intersection of the near-wall streams, and will partially participate in the mixing. The use of biodiesel fuel RME B100 leads to a delay of heat by 18-20 degrees of rotation of the crankshaft, which will increase fuel consumption and reduce engine power. Thus, according to studies of the Renault 2.5 DCI engine on commercial and biodiesel RME B100, it is established that the use of biodiesel leads to a deterioration of the mixture due to reduced heat and as a result increases fuel consumption, reducing engine power.

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Stanton, Brian J. y Richard R. Gustafson. "Advanced Hardwood Biofuels Northwest: Commercialization Challenges for the Renewable Aviation Fuel Industry". Applied Sciences 9, n.º 21 (1 de noviembre de 2019): 4644. http://dx.doi.org/10.3390/app9214644.

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A bioenergy summit was organized by Advanced Hardwood Biofuels Northwest (AHB) to debate the barriers to the commercialization of a hybrid poplar biofuels industry for the alternative jet fuels market from the perspective of five years of AHB research and development and two recent surveys of the North American cellulosic biofuels industry. The summit showed that: (1) Growing and converting poplar feedstock to aviation fuels is technically sound, (2) an adequate land base encompassing 6.03 and 12.86 million respective hectares of croplands and rangelands is potentially available for poplar feedstock production, (3) biofuel production is accompanied by a global warming potential that meets the threshold 60% reduction mandated for advanced renewable fuels but (4) the main obstruction to achieving a workable poplar aviation fuels market is making the price competitive with conventional jet fuels. Returns on investment into biomass farms and biorefineries are therefore insufficient to attract private-sector capital the fact notwithstanding that the demand for a reliable and sustainable supply of environmentally well-graded biofuels for civilian and military aviation is clear. Eleven key findings and recommendations are presented as a guide to a strategic plan for a renewed pathway to poplar alternative jet fuels production based upon co-products, refinery co-location with existing industries, monetization of ecosystem services, public-private financing, and researching more efficient and lower-costs conversion methods such as consolidated bioprocessing.

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Zhang, Ji, Junling Yang, Huafu Zhang, Zhentao Zhang y Yu Zhang. "Research status and future development of biomass liquid fuels". BioResources 16, n.º 2 (8 de abril de 2021): 4523–43. http://dx.doi.org/10.15376/biores.16.2.zhang.

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Due to the combined pressures of energy shortage and environmental degradation, bio-liquid fuels have been widely studied as a green, environmentally friendly, renewable petroleum alternative. This article summarizes the various technologies of three generations of biomass feedstocks (especially the second-generation, biomass lignin, and the third-generation, algae raw materials) used to convert liquid fuels (bioethanol, biodiesel, and bio-jet fuel) and analyzes their advantages and disadvantages. In addition, this article details the latest research progress in biomass liquid fuel production, summarizes the list of raw materials, products and conversion processes, and provides personal opinions on its future development. The aim is to provide a theoretical basis and reference for the optimization of existing technology and future research and development of biomass liquid fuels.

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Mazlan, Nurul Musfirah, Mark Savill y Timos Kipouros. "Evaluating NOx and CO emissions of bio-SPK fuel using a simplified engine combustion model: A preliminary study towards sustainable environment". Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 231, n.º 5 (19 de abril de 2016): 859–65. http://dx.doi.org/10.1177/0954410016643980.

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Awareness of environmental and economic issues associated with fossil fuel has led to the exploration of alternative fuels for aviation. Analysis and measurements of alternative fuel using real aircraft engines are complex and costly. Thus, evaluation only through computation is an option at present. This paper presents an analysis of aircraft engine emissions, particularly NOx and CO, from the blend of bio-synthetic paraffinic kerosene (bio-SPK) fuel with kerosene using a simplified gas emission model. Three different fuels, namely, a conventional aviation fuel Jet-A, Jatropha bio-SPK and Camelina bio-SPK were tested as pure and as blends with Jet-A. Chemical properties of the tested fuels were introduced into HEPHAESTUS, an in-house gas emission software developed in Cranfield University. HEPHAESTUS was developed based on the physics-based approach by incorporating a number of stirred reactors to predict NOx, CO, UHC and soot. Gaseous emissions generated from kerosene were observed to follow the trends provided by the ICAO databank. The capability of HEPHAESTUS in predicting the NOx and CO level from biofuel is yet to be explored. The level of NOx and CO predicted in this study followed the trends shown in the literature, although they quantitatively differed. Compared to Jet-A, NOx decreased and CO increased as the percentage of Jatropha bio-SPK and Camelina bio-SPK in the mixture increased. NOx reduction was consistent with the reduction in flame temperature because NOx generation considered in the model was dominantly based on thermal NOx. In contrast, increases in CO were due to low flame temperature that led to incomplete combustion. The consistency of the results obtained showed that the computational work performed in this study as an initial step toward the prediction of emission level of biofuels was successful. However, further studies on the experimental work or computational fluid dynamic simulation is essential.

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Xu, Bing, Ben W. Kolosz, John M. Andresen, Jamal Ouenniche, Phil Greening, Tsung-Sheng Chang y Mercedes M. Maroto-Valer. "Performance Evaluation of Alternative Jet Fuels using a hybrid MCDA method". Energy Procedia 158 (febrero de 2019): 1110–15. http://dx.doi.org/10.1016/j.egypro.2019.01.275.

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Staples, Mark D., Robert Malina, Pooja Suresh, James I. Hileman y Steven R. H. Barrett. "Aviation CO2 emissions reductions from the use of alternative jet fuels". Energy Policy 114 (marzo de 2018): 342–54. http://dx.doi.org/10.1016/j.enpol.2017.12.007.

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39

Braun-Unkhoff, Marina, Trupti Kathrotia, Bastian Rauch y Uwe Riedel. "About the interaction between composition and performance of alternative jet fuels". CEAS Aeronautical Journal 7, n.º 1 (18 de noviembre de 2015): 83–94. http://dx.doi.org/10.1007/s13272-015-0178-8.

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40

Liu, Yue y Christopher W. Wilson. "Investigation into the Temperature Impact on O-Ring’s Sealing Performance Using Advanced Stress Relaxation Test". Applied Mechanics and Materials 225 (noviembre de 2012): 255–60. http://dx.doi.org/10.4028/www.scientific.net/amm.225.255.

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Due to the lack of historical data, sealing performance of O-rings in the fuel system of aircraft engines is particularly difficult to study. As great efforts are being made to develop alternative fuels in aviation industry, their compatibility issue with elastomeric O-ring materials has become a major concern. So far, no data has been published on how O-rings would behave in alternative fuel scenario while taking the temperature factor into consideration. The purpose of this paper is to investigate into O-ring’s sealing performance under various temperature conditions, with comparison between Gas-to-Liquid (GtL) synthetic fuel and Jet A-1. Technique used to stimulate the real service scenario for O-rings is the stress relaxation test. Distinguishing from regular relaxation techniques, an advanced stress relaxation rig (Elastocon EB17) with the capability of temperature cycling was employed for this study. Nitrile and fluorosilicone O-ring materials which are commonly found in the fuel system were tested respectively. Three sets of tests were designed to look at how each O-ring material will behave under different temperature conditions. Results obtained so far indicated under extremely low temperature conditions, the relaxation processes of both O-ring materials seem to be ‘frozen’ as the sealing force stops decreasing and maintains a relatively stable level. No fuel preference has shown during the process as O-rings in both GtL and Jet A-1 behaved similarly. Nitrile O-ring showed better relaxation characteristic in Jet A-1 than that in GtL under the 24-hour temperature cycling test; while fluorosilicone presented little differences in these two fuels.

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41

Gryadunov, K. I., A. N. Kozlov, V. M. Samoylenko y Shadi Ardeshiri. "Comparative analysis of quality indicators of aviation kerosine, biofuels and their mixtures". Civil Aviation High Technologies 22, n.º 5 (28 de octubre de 2019): 67–75. http://dx.doi.org/10.26467/2079-0619-2019-22-5-67-75.

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Modern trends of civil aviation development indicate the need to improve fuel efficiency and environmental friendliness of the utilized fuels. The use of conventional jet fuel is meeting to a lesser degree the promising requirements concerning environmental friendliness at a constantly rising price for it. Apart from that, oil reserves are limited. According to many experts, the solution to the growing problems with oil fuels can be application of alternative types of aviation fuel. A number of companies around the world, together with aircraft manufacturers under the significant state support, are actively developing new types of fuel. At the moment the most widespread biofuels consisting of bioethanol are obtained from various plant and animal sources. Alternative fuels should not be inferior to petroleum fuels in its operational properties. A possible transition to them should not require significant costs for the modernization of aircraft and facilities of ground aviation fuel supply. Therefore, an urgent task is to compare the main indicators of the quality of oil fuels, biofuels and their mixtures to assess the possibility of using biofuels on aircraft. A comparative analysis was carried out on some quality indicators. Afterwards the comments were given on the impact of changes of these quality indicators on the performance properties of the fuels. It is shown that according to some quality indicators, biofuels under research have the advantages over oil ones. The relevance of comprehensive study of the performance properties of biofuels is obvious. The improvement of oil fuels and their comprehensive study have been under way for more than 60 years. Biofuels are just beginning their life, so it is reasonable to conduct thorough research on their use in aviation.

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42

Kannaiyan, Kumaran y Reza Sadr. "EFFECT OF FUEL PROPERTIES ON SPRAY CHARACTERISTICS OF ALTERNATIVE JET FUELS USING GLOBAL SIZING VELOCIMETRY". Atomization and Sprays 24, n.º 7 (2014): 575–97. http://dx.doi.org/10.1615/atomizspr.2014008620.

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KULCZYCKI, Andrzej, Wojciech DZIĘGIELEWSKI y Dariusz OZIMINA. "THE INFLUENCE OF THE CHEMICAL STRUCTURE OF SYNTHETIC HYDROCARBONS AND ALCOHOLS ON THE LUBRICITY OF CI ENGINE FUELS AND AVIATION FUELS". Tribologia 273, n.º 3 (30 de junio de 2017): 91–100. http://dx.doi.org/10.5604/01.3001.0010.6140.

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The paper covers the mechanism of lubrication layer formation by fuels containing synthetic hydrocarbons and alcohols. Development of alternative fuels containing FAME, alcohols, and synthetic hydrocarbons has increased the interest in the mechanism of lubrication of fuelling systems parts. Fuel lubricity tests have been conducted using the HFRR and BOCLE testing rigs. Fuels under testing, both for CI engines and for aviation turbine ones, contained synthetic components: saturated hydrocarbons both of even and odd number of carbon atoms, and butanol, isomers. These components have been added to conventional fuels, such as diesel fuel and Jet A-1 fuel at the concentration of 0–20% (V/V). All fuels under testing contained commercially available lubricity improvers (carboxylic acid). Test results were analysed using model αi described in [L. 6, 7]. As a result of the analysis, it has been found that the liquid phase, which is a lubricating film, should contain agglomerates or molecular clusters responsible for the transport of energy introduced into lubricating film by electrons emitted from metal surface. The mechanism enabling a description of the effect of base fuel without lubricity improvers on efficiency of such additives has been suggested.

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44

Karczewski, Mirosław, Leszek Szczęch y Filip Polak. "Energy Balance of a Vehicle Equipped with Hybrid Propulsion System Fuelled with Alternative Fuels". Journal of KONES 26, n.º 4 (1 de diciembre de 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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Corporan, Edwin, Tim Edwards, Linda Shafer, Matthew J. DeWitt, Christopher Klingshirn, Steven Zabarnick, Zachary West, Richard Striebich, John Graham y Jim Klein. "Chemical, Thermal Stability, Seal Swell, and Emissions Studies of Alternative Jet Fuels". Energy & Fuels 25, n.º 3 (17 de marzo de 2011): 955–66. http://dx.doi.org/10.1021/ef101520v.

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46

Kumar, Kamal, Chih-Jen Sung y Xin Hui. "Laminar flame speeds and extinction limits of conventional and alternative jet fuels". Fuel 90, n.º 3 (marzo de 2011): 1004–11. http://dx.doi.org/10.1016/j.fuel.2010.11.022.

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Oßwald, Patrick, Julia Zinsmeister, Trupti Kathrotia, Maíra Alves-Fortunato, Victor Burger, Rina van der Westhuizen, Carl Viljoen et al. "Combustion kinetics of alternative jet fuels, Part-I: Experimental flow reactor study". Fuel 302 (octubre de 2021): 120735. http://dx.doi.org/10.1016/j.fuel.2021.120735.

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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, n.º 6 (26 de diciembre de 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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Mónico Muñoz, Luisa Fernanda, Juan José Sandoval Sotelo y Andrés Felipe Rodríguez Chaparro. "Estudio Teórico de la Influencia del Uso de Mezclas de Biodiesel de Aceite de Palma con JET a-1 en Motores a Reacción". Ingeniería 22, n.º 1 (21 de febrero de 2017): 98. http://dx.doi.org/10.14483/udistrital.jour.reving.2017.1.a06.

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Context: like many others, today the aeronautical industry has been forced to implement methods to mitigate the damage produced to the environment due to the emission of polluting gases and in doing so, confront the problem of global warming. In this context, research on the use of alternative fuels is of paramount importance, in particular the study of engine performance when using blends of Colombian Biodiesel based on palm oil with Jet A1.Method: as a starting point, we made a review of the state of the art so as to select which engine to study and then the alternative fuels to be used. Simultaneously, Colombian biodiesel based on palm oil was selected, as it has been shown to be a fuel with good performance when it is blended in percentages of 10%, 20% and 50%. Each of the blends were tested in the laboratory to obtain their viscosity, density and calorific values. A spreadsheet program was developed to conduct the analysis, which contemplated the physical properties of mixtures and engine parameters, as well as emissions of nitrous oxides (NOx), atomization and combustion produced by the use of mixtures. The results were compared against those of the Gasturbine simulation softwareResults: CFM 56-5B was chosen as the appropriate engine for the study, because it is currently the most used in the Colombian aeronautical industry. On the other hand, none of the alternative fuel blends generates the same engine performance when using Jet A1. The blends E10 and E20 have a similar behavior, with the novelty of generating less amount of NOx emissions and improving the atomization of the fuel.Conclusions: When the engine’s performance with conventional fuel is comparing with Biodiesel mixtures, a decrease of the thrust is produced as the percentage of Biodiesel in the mixture increases. Because the mixtures of alternative fuel have a lower calorific value fuel consumption in these cases is always greater. However, when comparing the NOx levels produced, a decrease of this pollutant is observed when using Biodiesel blends. It is worth noting that it is of great interest for future work to evaluate other pollutant emissions and, in turn, the behavior of other types of Biodiesel in jet engines.Language: Spanish.

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Osigwe, Emmanuel O., Arnold Gad-Briggs, Theoklis Nikolaidis, Soheil Jafari, Bobby Sethi y Pericles Pilidis. "Thermodynamic Performance and Creep Life Assessment Comparing Hydrogen- and Jet-Fueled Turbofan Aero Engine". Applied Sciences 11, n.º 9 (25 de abril de 2021): 3873. http://dx.doi.org/10.3390/app11093873.

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There is renewed interest in hydrogen as an alternative fuel for aero engines, due to their perceived environmental and performance benefits compared to jet fuel. This paper presents a cycle, thermal performance, energy and creep life assessment of hydrogen compared with jet fuel, using a turbofan aero engine. The turbofan cycle performance was simulated using a code developed by the authors that allows hydrogen and jet fuel to be selected as fuel input. The exergy assessment uses both conservations of energy and mass and the second law of thermodynamics to understand the impact of the fuels on the exergy destruction, exergy efficiency, waste factor ratio, environmental effect factor and sustainability index for a turbofan aero engine. Finally, the study looks at a top-level creep life assessment on the high-pressure turbine hot section influenced by the fuel heating values. This study shows performance (64% reduced fuel flow rate, better SFC) and more extended blade life (15% increase) benefits using liquefied hydrogen fuel, which corresponds with other literary work on the benefits of LH2 over jet fuel. This paper also highlights some drawbacks of hydrogen fuel based on previous research work, and gives recommendations for future work, aimed at maturing the hydrogen fuel concept in aviation.

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