In the case of aviation gasoline, because the vapor pressure is high, the vapor becomes higher than the explosion limit, so it is safe in normal operation without adding antistatic agent. Conversely, in Jet A-1 and JP-4, vapor is likely to enter the explosion limit, so it is considered that an antistatic agent is necessary. Conductivity of aviation gasoline, but it seems that it is almost zero because there is no antistatic agent.
There are several types of aviation fuels, but the flash point is below minus 40 degrees Celsius if aviation gasoline, and above plus 38 degrees Celsius for JET A-1. In the case of aviation gasoline, it seems that there is not much meaning because it is less than 0 ° C, it does not appear in the property table. Although the ignition point of aviation fuel seems to have been tried in past various ways, it seems that sufficient reproducibility is not obtained and it is not included in the fuel standard. Therefore, although it is only an example, there are records of AVG about 450 ° C and JET about 250 ° C. It is strange that aviation gasoline has higher ignition point than kerosene type JET, but it seems to be because the number of carbon atoms is larger than that of JET.
Aviation fuels include gasoline and kerosene (also known as kerosene in Japan), and the difference in on-board engines is the difference in fuel systems used. Large commercial passenger transport aircraft, commonly referred to as passenger aircraft, uses kerosene JET fuel. It seems that JET A – 1 is used in Japan, and JET A is used in the US, but the difference is the difference in precipitation point (freezing temperature).
I could not find a research institution for “airborne fuel contamination by bacteria” in Japan. I would be pleased if you read this QA and tell me if you know someone who knows. If you think about separating petroleum fuel bacterial contamination research, aviation fuel research etc., or if you have any specific questions such as “What kind of bacteria are there?” … something will come out Is not it?
We do not handle drums and tanks that can fly to the aircraft. Shipment on the packing drum is used in places without oil stations, such as the use of mountains of firecrackers for fire fighting fire, and the capacity is 200 L. Although I do not understand whether the thing of the maker SB street can be obtained, since there seems to be a case that the aviation maintenance company stocks tanks when it has carried out to air to Japan, please try to inquire there.
I can not say anything because the source is not clear, but the NATO symbol seems to be F – number attached to fuel system. I tried the F – 76 on the Internet but like a ship fuel. It is uncertain because there is no material. By the way, there was F – 18 (AVG). F – 40 (JET) etc according to the manual of the aviation fuel.
The main ingredient of kerosene used for JET A – 1 and for heating is the same kerosene fraction. Depending on the purpose of use, there are differences, it is the presence or absence of additives and the cost by the storage management method. Kerosene burned at low temperature and often used indoors has no additives such as smoke, but because of its high consumption, JET fuel with a high flow rate of the fuel itself has safety concerns such as antistatic agent Additives are contained. However, these additives are impurities only for fuels and may remain as soot if burned at low temperature, so it is not a good thing for the engine. Also, in the case of an airplane, even a slight breakdown of the airplane will cause a lot of damage, so we keep strict regulations regarding fuel storage and management, which is also a cause of high cost. I can not recommend it because of the reasons mentioned above. By the way, JET engine for ground test is often tested with kerosene.
JET A – 1 falls under the taxable property of volatile oil tax, but we do not process tax exemption after we do the procedure of kerosene duty exemption at factories etc. If you use it for aircraft, you will be charged separately for aviation fuel tax.
JET A – 1 seems to have some additives added to the hydrotreated kerosene fraction. Additives are antioxidants, metal deactivators, antistatic agents, etc. Also, in order to satisfy the required performance of JET A-1, there are few aromatic hydrocarbons due to carbon accumulation, and important folding points are important for flying high altitude, and there are various regulations and it satisfies it It is manufactured as such. Heating kerosene contains a large amount of paraffinic hydrocarbons to increase combustibility, sulfur content to generate harmful sulfur dioxide gas is specified to be small. JET A – 1 is refined from the same kerosene fraction as kerosene, but after that it will be different depending on each application.
Both products are the same as being high quality gasoline tailored to the purpose of use. Compared to gasoline for automobiles, aviation gasoline has more stringent conditions such as antiknock property, lead vapor pressure, oxidation stability. Therefore, aviation gasoline is manufactured with light gasoline based on high octane number alkylate. Gasoline for automobiles is made by preparing contact reformate gasoline, catalytically cracked gasoline, light straight run gasoline etc. Also, as main additives, 4-lead lead for aviation gasoline and MTBA for automotive gasoline are improving anti-knock performance.