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Advanced Jet Fuels E AMEICA SOCIEY O MECAICA EGIEES 35 E 7th St Yr Y 117 The Society shall not be responsible for statements or opinions advanced in papers or discussion at meetings of the Society or of its Divisions or Sections, or printed in its publications. Discussion is printed only if the paper is published 955-GT-223 ^' ® in an ASME Journal. Authorization to photocopy material for internal or personal use under circumstance not falling within the fair use provisions of the Copyright Act is granted by ASME to libraries and other users registered with the Copyright Clearance Center (CCC) Transactional Reporting Service provided that the base fee of $0.30 per page pd drtl t th CCC 7 Cnr Strt Sl MA 197 t fr pl prn r bl rprdtn hld b ddrd t th ASME hnl blhn prtnt Cprht © 1995 b ASME All ht rvd rntd n USA Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1995/78804/V003T06A038/2406184/v003t06a038-95-gt-223.pdf by guest on 26 September 2021 AACE E UES - - OUG - A EYO b W E rrn III WUOS WA O C Mn GE Arrft Enn Cnnnt O nd S nhn nd lll Unvrt f tn tn O ASAC Jet fuel requirements have evolved over the years as a balance OMECAUE of the demands placed by advanced aircraft performance AFTS Aviation Fuel Thermal Stability Test Unit (technological need), fuel cost (economic factors), and fuel All Antioxidant molecule availability (strategic factors). In a modem aircraft, the jet fuel ARSFSS Advanced Reduced Scale Fuel System Simulator is the primary coolant for aircraft and engine subsystems and ASTM American Society for Testing and Materials provides the propulsive energy for flight. To meet the evolving BHT Butylated-hydroxy-toluene challenges, the U.S. Air Force, industry and academia have CFDC Computational Fluid Dynamics with Chemistry teamed to develop new and improved fuels that offer increased CONUS Continental United States heat sink and thermal stability, properties that will enable EDTST Extended Duration Thermal Stability Test improved aircraft design and decrease fuel system maintenance NIFIER Near Isothermal Flowing Test Rig due to fuel fouling/coking. This paper describes the team effort HLPS Hot Liquid Process Simulator to develop improved JP-8, named "JP-8+100", that offers a 55C ICOT Isothermal Corrosion Oxidation Test (100F) improvement in thermal stability and a 50% increase in JFA5 DuPont proprietary jet fuel additive heat sink. JP Jet Fuels The government, industry, and academia team has made JP-TS Jet Propellant - Thermally Stable numerous advances in the development of JP-8+100 with a more k Rate constants complete understanding of the fundamental processes of MCRT Microcarbon Residue Test deposition, new approaches to reducing fouling/coking, and new QCM Quartz Crystal Microbalance tests and models to assist the designers of aircraft and engine RH Fuel hydrocarbon molecule fuel systems. Some of the principal advances are: new R; Rate of radical formation quantitative research devices and fuel system simulators that TAC Total Accumulated Cycles provide thermal stability information that cannot be obtained TS Thermal Stability using the standard JFTOT test; new techniques to measure X . Free radicals (X= A, R, R02, RO, HO) oxygen consumption and fuel degradation pathways; a free 8Q405 Betz proprietary additive rdl thr t xpln bhvr h th nvr relationship between thermal and oxidative stability, advanced IOUCIO CFD models with coupled degradation chemistry, and a new Current environmental and technological demands posed on thermal stability ranking scale for jet fuels. The insight obtained the Air Force and the aircraft and engine manufacturers require has been applied to the development of an additive package for the jet fuel to accomplish a variety of non-combustion related JP-8 that shows thermal stability improvements equal to or tasks. For example, the fuel is the primary coolant for aircraft greater than the stated goal and enables the development of even hydraulic and environmental control subsystems and the primary higher thermal stability fuels such as JP-900. Presented at the International Gas Turbine and Aeroengine Congress & Exposition Houston, Texas - June 5-8, 1995 This paper has been accepted for publication in the Transactions of the ASME Discussion of it will be accepted at ASME Headquarters until September 30, 1995 coolant for the engine. Future high performance, high thermal U.S. (CONUS) uses Jet A and the international commercial efficiency engines will not only produce more excess beat, but airlines use Jet A-1. These fuels are briefly described below: also will have less fuel available with which to manage and transfer that heat. The end result is that jet fuel is exposed to significantly higher temperatures for longer periods of time AACE AM AI/UE IGE causing the fuel to degrade and foul aircraft and engine EA components. In 1990, an Aircraft Thermal Management ECAGE 3A Working Group of Wright Research and Development Center Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1995/78804/V003T06A038/2406184/v003t06a038-95-gt-223.pdf by guest on 26 September 2021 (WRDC) investigated the cooling requirements for current, next EGIE CURRENTgeneration, and future aircraft (Harrison, 1990). Fig. 1 illustrate AM AI/UE SYSEM EA the maximum estimated heat loads and Fig. 2 provides the worst ECAGE case temperatures, pressures, and residence times experienced A by fuel in various engine and airframe components. The WRDC working group reached an alarming conclusion: "aircraft development in the near future will suffer performance penalties OE ACUAO UE as tremendous quantities of ram air or excess fuel will be AKS required to meet the heat sink requirements." To resolve the ECAGE BOOSTproblem, the WRDC working group recommended the 2 MAI UM UE development of high thermal stability fuels, such as (i) a high UM temperature thermally stable JP-8+100 fuel which provides a 50% improvement in heat sink capability over conventional JP-8 fuel, and (ii) a new fuel JP-900 that has a 482C (900F) thermal 1 2 2A 3 3A 4 5 6 stability and could eliminate the need to recirculate fuel onboard T <60 5 <20 3 35 2+ 5+ 35 an aircraft. P 5 <80 <80 200 <80 <40# <40# 15 (p t t 2000 4000 Advanced Time min <15 <2 < <2 <2 n <20 Fighter t sec sec sec sec sec* n hrs F 15E ® Engine *Time: <100 msec 0 Electrical #Pressure: 200-2000 p F-15C/D D ECS 0 Hydraulics 2: Wrt tprtr prr nd rdn t xprnd b fl n vr rfr F-4 nd nn pnnt 0 10 20 30 (1 - Since 1951 this gasoline/kerosene blend fuel has Heat Loads (Thousands BTU/min) been the main fuel used by the military. Its high volatility allowed the fuel to be easily ignitable and allowed for refiners to : Mx ttd x ht ld fr produce large quantities of fuel. The fuel vapor pressure was vr rrft restricted to 0.14 to 0.2 atm. to decrease fuel boil-off losses and to reduce vapor lock problems at high altitude. In addition the This paper reviews a brief history of jet fuel development; gasoline portion of the fuel allowed the fuel to have a very low describes the challenges faced by the Air Force, industry and freeze point. academia to develop the JP-8+100 thermally stable fuel; ( -: Since JP-4 was highly volatile and the Navy was discusses recent findings and fundamental understanding of the concerned about fires on aircraft carriers, the Navy adopted the fuel degradation process; and outlines the potential technological use of a high flashpoint kerosene fuel JP-5 (60C flash point). benefits of developing future generations of high heat sink fuels. This fuel is used on all aircraft carriers and aircraft capable ships. COEIOA E UES (ll t A nd t A-: The commercial airlines recognized in the 1950's the advantages of kerosene fuels from a Martel (1987) described the history of military jet fuels, their safety standpoint. Both fuels have a minimum flashpoint development and detailed specifications. Today the three requirement of 37.7C. Jet A and Jet A-1 are similar. The only standard U.S. (NATO) military jet fuels are JP-4 (F-40), JP-5 difference is in minim um freeze point temperature, with Jet A (F-44) and JP-8 (F-34). The Air Force also uses two specialty specification requiring -40C and the Jet A-1 specification fuels JPTS and JP-7. The commercial sector in the continental 2 AE : SUMMAY O EMA SAIIY ES IGS A COIIOS Test Temperature Range Reference Miscellaneous Static Tests QCM 140 Zabarnick, 1994 Closed system - measure surfacedeposits ICOT 180 Grinstead, 1994 Bubbling air - measures bulk deposits MCRT 225 Grinstead, 1994 Distillation - measures residual deposits Flowing Tests Gravimetric JFTOT 260 Beal et al., 1992 Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1995/78804/V003T06A038/2406184/v003t06a038-95-gt-223.pdf by guest on 26 September 2021 180-380 Marteney and Spadaccini, 1986 Constant heat flux system Augmentor up to 1000C Edwards, 1992 Vaporization flow system - simulates afterburner and nozzle soak back Phoenix 200-300 Heneghan et al., 1993b Constant wall temperature with on-line dissolved 02 measurement Isothermal flow system with on-line dissolved 02 measurement NIFI.ERt 140-210 Jones et al., 1993 HLPS 335 Biddle et al.,1994 JFFOT flow System Engineering Tests AFIS* 180-230 Dagget and Veninger, 1994 Chin and Lefebvre, 1992 Recirculating system Establishes fuel bulk and wetted wall temperatures EDTST* 160-200 Dieterle et al., 1994 eRCFCC** Morris and Binns. 1994 Confisured to simulate F-22 T-.w R;.. * A.dat;r.n P,. l Th-. Rt,,hility Test TTnit Extended Duration Thermal Stability Test **Advanced Reduced Scale Fuel System Simulator requiring -47C.
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