i have heard jet fuel is basicazlly #1 diesel. would it cause any harmto run it in a 3rd gen diesel? is it ok straight, or should it be mixed with #2? would you need additives for lubricity?

 

The AF run this allot over in sand land. I have changed too many injector pumps on generators due to the lack of lubrication. Personally I would not run it in my truck.

 

what if you added a lubricant, like MMO or some 2 stroke oil? would it be ok then?

 

Additives will help but I still don't trust it. Another thing to remember is that it burns hot so you will have to watch your temp.

 

Another thing to think about is what type of "JET FUEL" you get. I miscalculated my milage one night and ran out of fuel on my way to the station from work. I had one of the guy from work sump 5 gal from a plane and bring it to me. It worked fine to get me to the pumps (6 miles) but I would not run it on a regular basis.

Amusing side note to that night is I hand carried about 250 gallons from a plane to a bowser in five gallon buckets to do some repairs.


AVIATION TURBINE FUEL (JET FUEL)

CIVIL JET FUELS

Aviation turbine fuels are used for powering jet and turbo-prop engined aircraft and are not to be confused with Avgas. Outside former communist areas, there are currently two main grades of turbine fuel in use in civil commercial aviation : Jet A-1 and Jet A, both are kerosine type fuels. There is another grade of jet fuel, Jet B which is a wide cut kerosine (a blend of gasoline and kerosine) but it is rarely used except in very cold climates.

JET A-1

Jet A-1 is a kerosine grade of fuel suitable for most turbine engined aircraft. It is produced to a stringent internationally agreed standard, has a flash point above 38°C (100°F) and a freeze point maximum of -47°C. It is widely available outside the U.S.A. Jet A-1 meets the requirements of British specification DEF STAN 91-91 (Jet A-1), (formerly DERD 2494 (AVTUR)), ASTM specification D1655 (Jet A-1) and IATA Guidance Material (Kerosine Type), NATO Code F-35.

JET A

Jet A is a similar kerosine type of fuel, produced to an ASTM specification and normally only available in the U.S.A. It has the same flash point as Jet A-1 but a higher freeze point maximum (-40°C). It is supplied against the ASTM D1655 (Jet A) specification.

JET B

Jet B is a distillate covering the naphtha and kerosine fractions. It can be used as an alternative to Jet A-1 but because it is more difficult to handle (higher flammability), there is only significant demand in very cold climates where its better cold weather performance is important. In Canada it is supplied against the Canadian Specification CAN/CGSB 3.23

MILITARY

JP-4

JP-4 is the military equivalent of Jet B with the addition of corrosion inhibitor and anti-icing additives; it meets the requirements of the U.S. Military Specification MIL-PRF-5624S Grade JP-4. JP-4 also meets the requirements of the British Specification DEF STAN 91-88 AVTAG/FSII (formerly DERD 2454),where FSII stands for Fuel Systems Icing Inhibitor. NATO Code F-40.

JP-5

JP-5 is a high flash point kerosine meeting the requirements of the U.S. Military Specification MIL-PRF-5624S Grade JP-5. JP-5 also meets the requirements of the British Specification DEF STAN 91-86 AVCAT/FSII (formerly DERD 2452). NATO Code F-44.

JP-8

JP-8 is the military equivalent of Jet A-1 with the addition of corrosion inhibitor and anti-icing additives; it meets the requirements of the U.S. Military Specification MIL-T-83188D. JP-8 also meets the requirements of the British Specification DEF STAN 91-87 AVTUR/FSII (formerly DERD 2453). NATO Code F-34.

INFORMATION TAKEN FROM http://www.csgnetwork.com/jetfuel.html


Injection pumps in aircraft are designed to operate on the low sulfur levels of current Jet A fuels. The lower the level of sulfur in a fuel, the poorer the lubricating properties. Most modern ground-based units are also designed for the lower sulfur fuels; however, some of the older engines use the fuel to lubricate the pump and these units have poor durability on low sulfur fuels.

TAKEN FROM http://www.generalaviationnews.com/e...olumn&-nothing


Randy

 

....And then you get into the subject of running fuel in your on-road vehicle that hasn't had the road taxes paid.
Might be harder to see the difference than running "Red" fuel, but the same moral problem.

 

In AZ they charge you as you buy it as opposed to what your carrying. If your running sump fuel that someone gives you I'm not sure they can tax you. I'll have to look into that.

Randy

 

yeah, as you may have guessed, its a freebie deal. Its out of civilian aircraft that are being repaired and the fuel must be drained and is not re-useable (in the aircraft). I figured if i cut it with some #2 and possibly some straight 30 weight, it might be ok. but was interested in what y'all think. as for the on road/off road, i think itd be harder to tell, but, i could run it in the tractor as plan B. free fuel is free fuel.....

 

Here is about the only page that I found that shows both fuels ratings on the same page. These numbers agree with the other pages I found. Even at the current sulfur levels Jet A has a lot high amount.



By Rodney Spitler and Alberto Pasquale
Low sulfur fuel specifications are presenting tremendous challenges to the refining industry.

Distribution of low sulfur motor fuels by pipelines presents yet another set of challenges.

Ultra low sulfur diesel (ULSD) will be limited to 15 parts-per-million sulfur (ppm S) by weight (wt/wt) by mid 2006. ULSD will travel through a common pipeline system with 1,000 to 3,000 ppm S (wt/wt) distillates, such as jet fuel.

The opportunity for sulfur contamination of the ULSD diesel is enormous. Rapid, precise, and online determination of total sulfur will provide a means for sulfur contamination detection in the fuel distribution system.

http://www.isa.org/InTechTemplate.cf...ontentID=44478


Randy

 

I ran jet A-1 in my Delta 88 for years with absolutley zero problems. Never cut it or added any lub.

 

I read a complete article on this problem in Diesel Progress magazine.
Another big problem in the pipelines will be additives that will have to be used to increase the lubricity in ULSD mixing with jet fuel. Apparently this is undesirable. The solution proposed currently is adding the lubricity additive at the end of the pipelines. This creates concern that someone might "forget" the additive and cause mucho engine problems.

 

Cummins has a calibration for 24 valve VP44 engines running on Jet A fuel

 

I ran a HAZMAT site when I first bought my truck. One reason I bought the diesel was so I could take the 30 gallons a week we generated from fuel samples from the aircraft and use it. Then, after doing some research, I found that the military was looking to use JP-5 (a.k.a. Jet A) in all their diesel motors. It was a cost savings thing. Anyway, the JP-5 has NO lubrication in it, and would need oil added to it. Something like Marvel Mystery oil at 10%, or 1 gallon per 10 gallons of diesel. Back then diesel was $1.96 a gallon - yup, the good ole days - and well, the oil was $19 a gallon (Hawaii), so it wasn't worth it. Now it may be, 4 gallons of oil to a tank of JP would cost about $45. No longer running the site. Just remember to add the oil!

 

I noticed in the Parker AZ area that it was the most expensive fuel in the stations and was sold for the boats racing on the river

 

Another option is to run at least 2% biodiesel. Testing has shown it to bring the lubricity of low sulfur #2, #1/Kerosene, and jet fuels well into the acceptable range.

Check this out: Evaluation of the Lubricity of Soybean Oil-based Additives in Diesel Fuel

And here (JP-8): Evaluation of Biodiesel Samples as Fuel-Lubricity Enhancers

FYI - Mark