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In a diesel-like condition, kerosene behaves differently from that in the aircraft engine. In order to understand the process, large eddy simulations are conducted to predict the high injection pre...

The permeability of thermoplastic polyurethanes of various grades for aviation kerosene is investigated. A model is proposed for predicting the decrease in fuel mass at different temperatures and the duration of storage in tanks. The composition of the used thermoplastic polyurethanes has a minor effect on the duration of tightness preservation, but it determines the rate of reduction of the fuel mass in the diffusion cell.

The use of mathematical experiment planning is proposed to optimize test conditions providing the maximum resolution of the method for assessing the anti-wear properties of aviation kerosene. The absolute difference between the values of the determined indicator “wear-track width” for fuels with different levels of anti-wear properties is selected as the optimization criterion.

Aviation heavy-fuel spark ignition (SI) piston engines have been paid more and more attention in the area of small aviation. Aviation heavy-fuel refers to aviation kerosene or light diesel fuel, which is safer to use and store compared to gasoline fuel. And diesel fuel is more suitable for small aviation application on land. In this study, numerical simulation was performed to evaluate the possibility of switching from gasoline direct injection spark ignition (DISI) to diesel DISI combustion. Diesel was injected into the cylinder by original DI system and ignited by spark. In the simulation, computational models were calibrated by test data from a DI engine. Based on the calibrated models, furthermore, the behavior of diesel DISI combustion was investigated. The results indicate that diesel DISI combustion is slower compared to gasoline, and the knock tendency of diesel in SI combustion is higher. For a diesel/air mixture with an equivalence ratio of 0.6 to 1.4, higher combustion pressure and faster burning rate occur when the equivalence ratios are 1.2 and 1.0, but the latter has a higher possibility of knock. In summary, the SI combustion of diesel fuel with a rich mixture can achieve better combustion performance in the engine.

Hydrogen and five short-chain hydrocarbons are mixed with RP-3 aviation kerosene (RP-3) to study their blending effects on the combustion of RP-3. Seven combustion characteristics, the ignition del...

In this study, a kerosene surrogate model fuel containing 65 mol % n-dodecane, 10% n-tetradecane, and 25% decalin is developed by considering both the physical and chemical characteristics of pract...

This research work studies the impact of the mixture concentration, spark timing, and ignition energy on the knock suppression of a two-stroke spark ignition aviation kerosene-fueled engine. Bench tests on different working conditions were conducted and some related data including in-cylinder pressure, cylinder head temperature, exhaust temperature, engine power, and torque were collected to analyze the influence of different control parameters on the knock characteristics of the engine. The results show that the knock can be suppressed at leaner and richer (than the stoichiometric) mixtures, and the richer mixture has a more obvious effect on suppressing knock. Retarding the ignition advanced angle will reduce the knock intensity but will make the exhausted temperature exceed and the output power decrease. The use of a rich mixture with early spark timing has a better effect on the knock suppression as compared to the use of a lean mixture with late spark timing. Reducing the ignition energy can suppress the knock slightly, but experimental results show that it is not an effective way.

The lean blowout (LBO) limit is crucial for gas turbine combustor in the aero engine. The effect of atomization of liquid fuels on the LBO limit is needed to be further studied. On the other hand, the effects of atomization on the LBO limit can be neglected if gas fuels are utilized in a combustor. Thus, the comparative experiment between liquid fuel and gas fuel can be utilized to study the effects of atomization performance of liquid fuels on the LBO limit. In this paper, the LBO limit for a gas turbine combustor utilizing methane is studied experimentally. Seven kinds of combustor configurations are chosen for the experimental test. The LBO limits are obtained for all the chosen combustors. The variation of the LBO limit with the combustor configuration for both methane and aviation kerosene exhibits the similar tendency, i.e., the LBO limits utilizing methane are slightly larger than those utilizing aviation kerosene for the same combustor. Further, the atomization performance has little effects on the LBO limits for the present combustor configurations at the present operating conditions where the SMD for the fuel atomizer utilizing aviation kerosene is about 10 μm.

Replacing gasoline with aviation kerosene for spark-ignition (SI) piston engines applied for aircrafts can get better security and easier logistics, however, this action cannot proceed smoothly by serious knocking combustion. In this study, the in-cylinder combustion for gasoline and aviation kerosene are investigated through computed-fluid-dynamics (CFD) to analyze combustion characteristics, and try to use pre-chamber technology to improve combustion issues. All CFD results demonstrate in-cylinder combustion differences effectively: All injected aviation kerosene cannot be completely evaporated, leading to non-uniformed unburned mixture and slow flame propagation. Some odd test phenomena are caused by unevaporated kerosene. The slower turbulence flame speed, worse equivalence ratio, higher local temperature and lower spontaneous combustion temperature lead to mixture auto-ignition and knocking combustion eventually. After adding a passive pre-chamber, the mixture distribution near spark plugs is more reasonable, higher turbulence kinetic energy (TKE) inside pre-chamber accelerates burning process, the ignition delay period is reduced by about 21.6%. The pre-chamber increases main-chamber's TKE, the whole combustion process is shortened by about 9%, the pre-flame reaction of unburned mixture near cylinder is shortened, contributing to suppress knocking combustion effectively. The passive pre-chamber technology is of great significance to the popularization and application for SI aircraft piston engine fueled with aviation kerosene.

The article analyzes two types of kerosene surrogates: six-component SU1 and four-component SU2. The characteristics of the both differ from the accepted reference values no more than by 1%. It is revealed that multicomponent surrogates are necessary for reproducing the physicochemical properties of the real aviation kerosene. In addition, various classes of hydrocarbons such as alkanes, cyclic alkanes, and aromatic hydrocarbons should be included in order to meet these properties. Other parameters such as density, H/C ratio, and molar mass impose additional and important constraints on the development of surrogates. Several methods for combined reactor prediction of the concentrations of carcinogenic polycyclic aromatic hydrocarbons (PAHs) in aircraft kerosene combustion chambers have been proposed and investigated.

To overcome the difficulty of cold start of a spark-ignition (SI) engine fueled with aviation kerosene, a series of experimental investigations were carried out on a port fuel injection (PF...

The Bio-oil was produced from the pyrolysis of agricultural wastes (Eucalyptus sawdust) and discarded soybean frying oil. The temperature of the pyrolysis system was initiated at 28°C and increased to 850°C. Atmospheric distillation of crude bio-oil was performed and a fraction at a temperature range 160–240°C (pyrolysis oil) was separated and subjected to GC-MS, 1H-NMR, TGA and FTIR analysis to identify the different properties and compounds present in pyrolysis oil. It was noticed that there was an abundance of oxygen and nitrogen containing compounds as well as other reactive species in pyrolysis oil. To reduce the amount of these species, the pyrolysis oil was subjected to hydrogenation in the presence of NiMo as a catalyst. After hydrogenation, the atmospheric distillation of hydrogenated bio-oil was performed and another fraction at temperature range 160–240°C (hydrogenated bio-oil) was separated and analyzed by the same techniques. It was noticed that during hydrogenation, more than 60% oxygenated and other reactive species were converted into hydrocarbons. Hydrogenated bio-oil showed very similar physico-chemical properties such as distillation curve, density, viscosity, freezing point, flash point, the presence of hydrocarbons and enthalpy of combustion as aviation kerosene also known as QAV-1.

According to the mechanism of bubble atomization, the author developed a fully transparent bubble atomizer with quartz glass. Taking the Shenyang metro as the engineering background, the simulation test of comparison and fire suppression of 5 aviation kerosene fire and wood stacking fire in the "limited" space of the carriage, the gas pressure of 1.3Mpa and the water pressure of 0.9Mpa are studied. To begin with, the water droplet quality is replaced by the weighing method into the existing contour map Origin, and the fog flux distribution map of the fog field is obtained. Furthermore, the authenticity of the fog flux distribution is proved in the fire extinguishing test, and the temperature around the flame is introduced by the thermocouple. Last but not least, the smoke was analyzed by using the smoke (gas) tester and the practicability and reliability of the water mist system which would be further verified. The results show that the water mist field is uniform under this condition, the fire temperature and smoke irritation are obviously improved under the action of fine water mist, and it is safe to use nitrogen in practical application.

The carbon emissions of airlines are growing rapidly, so if we intend to evaluate the airlines’ environmental efficiency, carbon emissions should be a kind of undesirable output. Five disposability approaches for undesirable output have been proposed, but no data-based empirical study has been done to compare them. In this paper, we define Greenhouse gas emission as the undesirable output and select Number of Employees, Fleet Size, Sales Costs, and Aviation Kerosene as the inputs, the desirable outputs are Revenue Passenger Kilometers and Total Revenue. The data of 29 international airlines from 2008 to 2014 are applied to compare the disposability approaches in airline environmental efficiency. The main findings are: 1. By-production model has the best performance in distinguishing airline environmental efficiency. 2. Unified natural disposability & managerial disposability does well in deciding efficient airlines and in deciding the airlines with the lowest efficiency. 3. The undesirable output related indices have a more important role in the efficiency change of by-production model.

We present the dependence of the mass of commercial oil and petroleum products on the measured parameters – density, volume, measured fluid counter, pressure and temperature in operating and laboratory conditions, the volumetric expansion coefficient under atmospheric and gauge pressures in operating conditions at 15°C. We obtain an expression for the estimation of the relative error of indirect mass measurements of petroleum products. We present results of mass measurements for kerosene, aviation kerosene, and light diesel fuel.

The paper deals with the influence of the selected type of biofuel on the reliability of the operation of aircraft engines. The use of the alternative fuels becomes an indispensable part of all types of transport. However, the different chemical composition of the biofuels can cause undesirable defects in the fuel systems of older transport vehicles. Especially the aviation is very sensible area to any types of defects determining operational safety. Based on the results of the experiments conducted with different concentrations of the FAME (Fatty Acid methyl ester) biofuels with Jet A-1 aviation kerosene, the degradation effect of FAME biofuel on the rubber seals used in the fuel systems of the aviation turbocompressor engines was clearly demonstrated. The degradation of the rubber seals in the fuel system of the experimental small jet engine MPM-20 resulted in a malfunction of the engine control system and fuel leakage, which immediately threatened the fire safety of the laboratory.

The “Carbon Neutral Growth from 2020″ strategy (CNG2020 strategy) has predicted the total emission reduction amount but has not arranged the special emission reduction proportion for an individual airline. In this paper, we build a DEA model to calculate the emission reduction allocation proportion and explore the impacts of a different carbon price. We select Number of Employees, Fleet Size, and Aviation Kerosene as then inputs, and set Total Revenue as the output. Then we apply BP neural network to predict the data from 2021 to 2023 based on the actual data of 27 global airlines from 2008 to 2018. We discuss the allocation proportions when the price is 8 dollars/ton, when the price is 14 dollars/ton and when the price is 20 dollars/ton. We have some findings: 1. Skyteam will have the largest average reduction allocation proportion in 2021 and 2023, while Oneworld will have the largest allocation proportion in 2022.2. The largest average ERAP in 2021 and 2023 is from Delta Air Lines, and the largest average ERAP in 2022 is from Air France-KLM.

The history of oil-contaminated subsurface investigation at one area is considered. It is shown that an insufficient volume of field works can lead to an incorrect estimation of forming conditions of the contaminated zone., Рассматривается история проведения и результаты исследований одного из участков геологической среды, загрязненной авиационным керосином. Показано, что недостаточная детальность полевых работ может привести к неверной оценке условий формирования зоны загрязнения., Розглядається історія проведення і результати досліджень однієї з ділянок геологічного середовища, забрудненого авіаційним гасом. Показано, що недостатня детальність польових робіт може призвести до невірної оцінки умов формування зони забруднення.

The microbial contamination of Bulgarian aviation kerosene of type RT (Bulgarian State Standard 15636–83) is studied. The presence of bacteria, actinomycetes, yeasts and fungi is detected in the fuel storage tanks. The total level of microbial contamination varied as follows: (104−103)—» (103−102)—» (102) colony forming units per liter kerosene over the technological scheme: production in the oil refinery (Bourgas, Bulgaria) - storage tanks—transportation to the consumer.

Subsurface contamination with oil poses a threat to groundwater quality on the whole territory of Ukraine. The methods of search and prospecting of contaminated plums were analyzed. Oil behaviour in the subsurface and the methods of remediation were studied. The effectiveness of aviation kerosene removal was examined in a sandy column. Nonhazardous distances from a contamination source to water-supply wells for different hydrogeological conditions were determined by mathematical modelling. The case of drinking groundwater contamination with oil in Kherson City is examined.