Except where otherwise noted, data are given for materials in their (at 25 °C 77 °F, 100 kPa).Y ( Y N?)Jet fuel, aviation turbine fuel ( ATF), or avtur, is a type of designed for use in powered. It is colorless to straw-colored in appearance. The most commonly used fuels for commercial aviation are Jet A and Jet A-1, which are produced to a standardized international specification.

• Aviation Fuel Handling Handbook

The only other jet fuel commonly used in civilian turbine-engine powered aviation is Jet B, which is used for its enhanced cold-weather performance.Jet fuel is a mixture of a variety of. Because the exact composition of jet fuel varies widely based on petroleum source, it is impossible to define jet fuel as a ratio of specific hydrocarbons. Jet fuel is therefore defined as a performance specification rather than a chemical compound. Furthermore, the range of molecular mass between hydrocarbons (or different carbon numbers) is defined by the requirements for the product, such as the freezing point or smoke point.type jet fuel (including Jet A and Jet A-1) has a distribution between about 8 and 16 (carbon atoms per molecule); wide-cut or -type jet fuel (including Jet B), between about 5 and 15.Jet fuels are sometimes classified as kerosene or naphtha-type. Kerosene-type fuels include Jet A, Jet A-1, JP-5 and JP-8.

Aviation Fuel Handling Handbook

Naphtha-type jet fuels, sometimes referred to as 'wide-cut' jet fuel, include Jet B and JP-4. Contents.History Fuel for powered aircraft (usually a high- known as ) has a high to improve its characteristics and high to prevent in high compression aircraft engines. Turbine engines (like ) can operate with a wide range of fuels because fuel is injected into the hot combustion chamber. Jet and (, ) aircraft engines typically use lower cost fuels with higher, which are less flammable and therefore safer to transport and handle.The first jet engine in widespread production and combat service, the used on the fighter and the jet recon-bomber, burned either a special synthetic 'J2' fuel or diesel fuel. Gasoline was a third option but unattractive due to high fuel consumption. Other fuels used were kerosene or kerosene and gasoline mixtures.Standards Most jet fuels in use since the end of World War II are kerosene-based. Both British and American standards for jet fuels were first established at the end of World War II.

British standards derived from standards for kerosene use for lamps—known as paraffin in the UK—whereas American standards derived from aviation gasoline practices. Over the subsequent years, details of specifications were adjusted, such as minimum freezing point, to balance performance requirements and availability of fuels. Very low temperature reduce the availability of fuel. Higher products required for use on aircraft carriers are more expensive to produce. In the United States, produces standards for civilian fuel types, and the produces standards for military use. The establishes standards for both civil and military jet fuels.

For reasons of inter-operational ability, British and United States military standards are harmonized to a degree. In Russia and former Soviet Union countries, grades of jet fuels are covered by the State Standard (GOST) number, or a Technical Condition number, with the principal grade available in Russia and members of the CIS being TS-1.Types Jet A.

An being fueled atJet A specification fuel has been used in the United States since the 1950s and is usually not available outside the United States and a few Canadian airports such as and, whereas Jet A-1 is the standard specification fuel used in the rest of the world other than the former Soviet states where TS-1 is the most common standard. Both Jet A and Jet A-1 have a higher than 38 °C (100 °F), with an of 210 °C (410 °F). A sailor inspects a sample of JP-5 jet fuel aboard an amphibious transport dock ship.Military organizations around the world use a different classification system of JP (for 'Jet Propellant') numbers. Some are almost identical to their civilian counterparts and differ only by the amounts of a few additives; Jet A-1 is similar to, Jet B is similar to. Other military fuels are highly specialized products and are developed for very specific applications.JP-1 was an early jet fuel specified in 1944 by the United States government (AN-F-32).

It was a pure kerosene fuel with high (relative to aviation gasoline) and a freezing point of −60 °C (−76 °F). The low freezing point requirement limited availability of the fuel and it was soon superseded by other 'wide cut' jet fuels which were kerosene-naphtha or kerosene-gasoline blends. It was also known as avtur.JP-2 an obsolete type developed during World War II.

JP-2 was intended to be easier to produce than JP-1 since it had a higher freezing point, but was never widely used.JP-3 was an attempt to improve availability of the fuel compared to JP-1 by widening the cut and loosening tolerances on impurities to ensure ready supply. In his book Ignition! An Informal History of Liquid Rocket Propellants, John D. Clark described the specification as, 'remarkably liberal, with a wide cut (range of distillation temperatures) and with such permissive limits on olefins and aromatics that any refinery above the level of Kentucky moonshiner's pot still could convert at least half of any crude to jet fuel'. It was even more volatile than JP-2 and had high evaporation loss in service.was a 50-50 kerosene-gasoline blend. It had lower than JP-1, but was preferred because of its greater availability. It was the primary jet fuel between 1951 and 1995.

Its code is F-40. It is also known as avtag.JP-5 is a yellow kerosene-based jet fuel developed in 1952 for use in aircraft stationed aboard, where the risk from fire is particularly great. JP-5 is a complex mixture of hydrocarbons, containing, and that weighs 6.8 pounds per U.S.

Gallon (0.81 kg/l) and has a high (min. 60 °C or 140 °F).

Because some US, Marine Corps air stations and Coast Guard air stations host both sea and land based naval aircraft, these installations will also typically fuel their shore-based aircraft with JP-5, thus precluding the need to maintain separate fuel facilities for JP-5 and non-JP-5 fuel. In addition, JP-5 may well have been used by other countries for their military aircraft. Its freezing point is −46 °C (−51 °F). It does not contain antistatic agents. JP-5 is also known as NCI-C54784. JP-5's NATO code is F-44. It is also called AVCAT fuel for Aviation Carrier Turbine fuel.

The JP-4 and JP-5 fuels, covered by the MIL-DTL-5624 and meeting the British Specification DEF STAN 91-86 AVCAT/ (formerly DERD 2452), are intended for use in aircraft. These fuels require military-unique additives that are necessary in military, engines, and missions.JP-6:tbd:tbd−65 °Ftemperatures:tbdSpecific Weight:6.55 lb/galMilitary Specification:MIL-J-25656JP-6 is a type of jet fuel developed for the jet engine of the aircraft. JP-6 was ideal for the high altitude bomber, being similar to JP-5 but with a lower freezing point and improved thermal oxidative stability. When the XB-70 program was cancelled, the JP-6 specification, MIL-J-25656, was also cancelled.was developed for the twin / engines of the and has a high to better cope with the heat and stresses of high speed supersonic flight.is a jet fuel, specified and used widely by the. It is specified by MIL-DTL-83133 and British Defence Standard 91-87.

JP-8 is a kerosene-based fuel, projected to remain in use at least until 2025. The United States military uses JP-8 as a 'universal fuel' in both turbine-powered aircraft and diesel-powered ground vehicles.

It was first introduced at NATO bases in 1978. Its NATO code is F-34.is a gas turbine fuel for missiles, specifically the containing the TetraHydroDiMethylCycloPentadiene produced by catalytic hydrogenation of methylpentadiene dimer.is a gas turbine fuel for missiles, specifically the. It contains a mixture of (in decreasing order),.

It is produced by of. It superseded JP-9 fuel, achieving a lower low-temperature service limit of −65 °F (−54 °C). Was developed in 1956 for the spy plane.designates a series of experimental boron-containing 'high energy fuels' intended for long range aircraft. The toxicity and undesirable residues of the fuel made it difficult to use.

The development of the removed the principal application of zip fuel.has been working with the USAF to develop a synthetic jet fuel blend that will help them reduce their dependence on imported petroleum. The USAF, which is the United States military's largest user of fuel, began exploring alternative fuel sources in 1999.

On December 15, 2006, a took off from for the first time powered solely by a 50–50 blend of JP-8 and Syntroleum's FT fuel. The seven-hour flight test was considered a success. The goal of the flight test program was to qualify the fuel blend for fleet use on the service's B-52s, and then flight test and qualification on other aircraft. Piston engine use. This section may be to readers. Please help us.

There might be a discussion about this on. ( July 2014) Jet fuel is very similar to, and in some cases, may be burned in.

The possibility of environmental legislation banning the use of avgas, and the lack of a replacement fuel with similar performance, has left aircraft designers and pilot's organizations searching for alternative engines for use in small aircraft. As a result, a few aircraft engine manufacturers, most notably and, have begun offering which run on jet fuel. This technology has potential to simplify airport logistics by reducing the number of fuel types required. Jet fuel is available in most places in the world, whereas avgas is only widely available in a few countries which have a large number of aircraft.

A diesel engine may also potentially be more environmentally friendly and fuel-efficient than an avgas engine. However, very few diesel aircraft engines have been certified by aviation authorities.

Diesel aircraft engines are uncommon today, even though opposed-piston aviation diesel powerplants such as the family had been used during the Second World War.Jet fuel is often used in ground support vehicles at airports, instead of diesel. The United States military makes heavy use of JP-8, for instance. However, jet fuel tends to have poor lubricating ability in comparison to diesel, thereby increasing wear on fuel pumps and other related engine parts. Civilian vehicles tend to disallow its use, or require that an additive be mixed with the jet fuel to restore its. Jet fuel is more expensive than diesel fuel but the logistical advantages of using one fuel can offset the extra expense of its use in certain circumstances.Jet fuel contains more sulfur, up to 1,000 ppm, which therefore means it is more lubricative and does not currently require a lubricity additive as all pipeline diesel fuels require.

The introduction of Ultra Low Sulfur Diesel or ULSD brought with it the need for lubricity modifiers. Pipeline diesels before ULSD were able to contain up to 500 ppm of sulfur and were called Low Sulfur Diesel or LSD.

In the United States LSD is now only available to the off-road construction, locomotive and marine markets. As more EPA regulations are introduced, more refineries are hydrotreating their jet fuel production, thus limiting the lubricating abilities of jet fuel, as determined by ASTM Standard D445.Synthetic jet fuel. Main article:(FT) (SPK) synthetic fuels are certified for use in United States and international aviation fleets at up to 50% in a blend with conventional jet fuel.

As of the end of 2017, four other pathways to SPK are certified, with their designations and maximum blend percentage in brackets: Hydroprocessed Esters and Fatty Acids (HEFA SPK, 50%); synthesized iso-paraffins from hydroprocessed fermented sugars (SIP, 10%); synthesized paraffinic kerosene plus aromatics (SPK/A, 50%); alcohol-to-jet SPK (ATJ-SPK, 30%). Both FT and HEFA based SPKs blended with JP-8 are specified in MIL-DTL-83133H.Some synthetic jet fuels show a reduction in pollutants such as SOx, NOx, particulate matter, and sometimes carbon emissions. It is envisaged that usage of synthetic jet fuels will increase air quality around airports which will be particularly advantageous at inner city airports. became the first airline to operate a commercial flight on a 50:50 blend of synthetic Gas to Liquid (GTL) jet fuel and conventional jet fuel. The natural gas derived synthetic kerosene for the six-hour flight from London to Doha came from Shell's GTL plant in Bintulu, Malaysia.

The world's first passenger aircraft flight to use only synthetic jet fuel was from to on September 22, 2010. The fuel was developed by.Chemist is leading a team of researchers at the who are developing a process to make jet fuel from seawater.

The technology requires an input of electrical energy to separate (O 2) and Hydrogen (H 2) gas from seawater using an iron-based catalyst, followed by an step wherein carbon monoxide (CO) and hydrogen are recombined into long-chain hydrocarbons, using as the catalyst. The technology is expected to be deployed in the 2020s by U.S. Navy warships, especially nuclear-powered aircraft carriers. USAF synthetic fuel trials On August 8, 2007, certified the B-52H as fully approved to use the FT blend, marking the formal conclusion of the test program. The USAF C-17 Globemaster III was built to perform development testing.This program is part of the Department of Defense Assured Fuel Initiative, an effort to develop secure domestic sources for the military energy needs. The Pentagon hopes to reduce its use of crude oil from foreign producers and obtain about half of its aviation fuel from alternative sources by 2016.

With the B-52 now approved to use the FT blend, the USAF will use the test protocols developed during the program to certify the and then the to use the fuel. To test these two aircraft, the USAF has ordered 281,000 US gal (1,060,000 l) of FT fuel. The USAF intends to test and certify every airframe in its inventory to use the fuel by 2011. They will also supply over 9,000 US gal (34,000 l; 7,500 imp gal) to for testing in various aircraft and engines.

The USAF has certified the B-1B, B-52H, C-17, (as QF-4 ), and to use the synthetic fuel blend.The U.S. Air Force's C-17 Globemaster III, and F-15 are certified for use of hydrotreated renewable jet fuels. The USAF plans to certify over 40 models for fuels derived from waste oils and plants by 2013.

The is considered one of the few customers of large enough to potentially bring biofuels up to the volume production needed to reduce costs. The has also flown a dubbed the 'Green Hornet' at 1.7 times the speed of sound using a biofuel blend. The (DARPA) funded a $6.7 million project with to develop technologies to create jet fuels from biofeedstocks for use by the United States and NATO militaries. Jet biofuels.

Main articles: andThe air transport industry is responsible for 2–3 percent of man-made emitted. Estimates that biofuels could reduce flight-related emissions by 60 to 80 percent. One possible solution which has received more media coverage than others would be blending synthetic with existing jet fuel:. Green Flight International became the first airline to fly jet aircraft on 100% biofuel. The flight from in Stead, Nevada was in an piloted by Carol Sugars and Douglas Rodante. Boeing and are collaborating with Tecbio Aquaflow Bionomic and other jet biofuel developers around the world.

successfully tested a biofuel blend consisting of 20 percent and coconut and 80 percent conventional jet fuel, which was fed to a single engine on a flight from to. A consortium consisting of Boeing, NASA's, (Germany), and the U.S. Is working on development of jet fuel blends containing a substantial percentage of biofuel.

and Velocys have entered into a partnership in the UK to design a series of plants that convert household waste into jet fuel. 24 commercial and military biofuel flights have taken place using “Green Jet Fuel,” including a Navy F/A-18 Hornet. In 2011, was the first United States airline to fly passengers on a commercial flight using a blend of sustainable, advanced biofuels and traditional petroleum-derived jet fuel. Developed the algae oil, which was refined utilizing Honeywell's UOP process technology, into jet fuel to power the commercial flight.produced the world's first 100 percent algae-derived jet fuel, Solajet, for both commercial and military applications.from 2003 to 2008, raising fears that world petroleum production is becoming. The fact that there are few alternatives to for aviation fuel adds urgency to the. Twenty-five airlines were bankrupted or stopped operations in the first six months of 2008, largely due to fuel costs.In 2015 ASTM approved a modification to Specification D1655 Standard Specification for Aviation Turbine Fuels to permit up to 50 ppm (50 mg/kg) of FAME in jet fuel to allow higher cross-contamination from biofuel production.

Worldwide consumption of jet fuel Worldwide demand of jet fuel has been steadily increasing since 1980. Consumption more than tripled in 30 years from 1,837,000 barrels/day in 1980, to 5,220,000 in 2010.

Around 30% of the worldwide consumption of jet fuel is in the US (1,398,130 barrels/day in 2012).See also.