航空喷气燃料英文培训课件.ppt

1、JET FUEL,Airline Transition Course,JET FUELS,CIVIL JET FUELSAviation 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

2、: 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-1Jet A-1 is a kerosine grade of fuel suitable for most turbine engined aircraft. It i

3、s produced to a stringent internationally agreed standard, has a flash point above 38C (100F) and a freeze point maximum of -47C. 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 specificatio

4、n 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 (-40C). It is supplied ag

5、ainst the ASTM D1655 (Jet A) specification.,JET B Jet B is a distillate covering the naphtha and kerosene 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 c

6、old weather performance is important. In Canada it is supplied against the Canadian Specification CAN/CGSB 3.23,MILITARYJP-4JP-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

7、-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-5JP-5 is a high flash point kerosine meeting the requirements of the U.S. Military Specification MIL-

8、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.

9、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.,JET FUEL Cell Types,Fuel Tanks,Fuel systems on different aircraft may use several types of fuel tanks The three basic types of fuel tanks

10、 used on aircraft are: Integral Rigid Removable Bladder,Integral Fuel Tanks,Integral Fuel Tanks are commonly located in the aircrafts wings or fuselage These tanks are ones that are built into the structure of the aircraft and generally can not be removed Integral Fuel Tanks are formed by the actual

11、 structure of the aircraft The seams are sealed, usually with synthetic rubber, to produce an area inside the aircraft structure which will contain the fuel This type of tank is used in some light high-performance aircraft and turbine-powered transports,Rigid Removable Fuel Tanks,Rigid removable fue

12、l tanks are often made of aluminum components that are welded together These tanks are installed in compartments specifically made for the tank The tanks may be held in place with padded straps This type of tank is often found on more expensive light aircraft and reciprocating-engine-powered transpo

13、rts,Bladder Type Fuel Tanks,Bladder type fuel tanks are basically a reinforced rubberized bag These tanks are installed in compartments which support the weight of the fuel The tank is held in place with buttons or snaps on the bottom and sides of the tank This type of tank is usually found on light

14、 aircraft and some turboprop and turbine-powered aircraft,Fuel Lines,Fuel lines on aircraft are either made of rigid metal tubing or flexible hose Most of the fuel lines are the rigid type which are usually made of aluminum alloys The flexible hose fuel lines are either made of synthetic rubber or T

15、eflon The diameter of tubing used is decided by the engines fuel requirements,Fuel -Valves,Fuel selector valves are used in aircraft fuel systems to: Shut off fuel flow Cross-feed Transfer fuel Selector valves may be operated manually or electrically depending on the installation,Filters and Straine

16、rs,Fuel is usually strained at three points in the system Through a finger or bootstrap strainer in the bottom of the fuel tank Through a master strainer which is usually located at the lowest point in the system Through a third strainer near the fuel control unit,Quantity Indicators,Mechanical Inve

17、rted float gauge Rotating dial gauge Upright float gauge Sight-glass gauge Resistance Capacitance,Fuel Subsystems,Some aircraft fuel subsystems allow for fuel: Jettison Heating Cross-Feeding,Fuel Jettison,The fuel jettison system comprises a combination of fuel lines, valves, and pumps provided to d

18、ump fuel overboard during an in-flight emergency This will reduce the weight of the aircraft so an emergency landing is possible,Fuel Heating,Fuel heating is necessary for turbine engines to thaw ice particles in the fuel that would otherwise clog the filters Fuel is routed through a heat exchanger

19、that uses either engine oil or compressor bleed air to bring the fuel up to an acceptable temperature,Cross Feeding,Cross feed systems allow the flow of fuel from any of the tanks to any of the engines Some reasons that this system might be used are: Engine failure Problem with one or more fuel tank

20、s Redistribute fuel for weight and balance purposes,FUEL PUMPS DESIGN as indicated above some anti-icing additives appear to possess biocidal properties.8. Thermal Stability Improver additives are sometimes used in military JP-8 fuel, to produce a grade referred to as JP-8+100, to inhibit deposit fo

21、rmation in the high temperature areas of the aircraft fuel system.,POWER BOOSTING FLUIDS,POWER BOOSTING FLUIDS It used to be commonplace for large piston engines to require special fluids to increase their take-off power. Similar injection systems are also incorporated in some turbo-jet and turbo-pr

22、op engines. The power increase is achieved by cooling the air consumed, to raise its density and thereby increase the weight of air available for combustion. This effect can be obtained by using water alone but it is usual to inject a mixture of methanol and water to produce a greater degree of evap

23、orative cooling and also to provide additional fuel energy.,For piston engines, methanol/water mixtures are used and these may have 1 percent of a corrosion inhibiting oil added. The injection system may be used to compensate for the power lost when operating under high temperature and/or high altit

24、ude conditions (i.e. with low air densities) or to obtain increased take-off power under normal atmospheric conditions, by permitting higher boost pressure for a short period.Both water alone and methanol/water mixtures are used in gas turbine engines, principally to restore the take-off power (or t

25、hrust) lost when operating under low air density conditions. Use of a corrosion inhibitor in power boost fluids supplied for these engines is not permitted.,The methanol and water used must be of very high quality to avoid formation of engine deposits. The water must be either demineralised or disti

26、lled and the only adulterant permitted in the methanol is up to 0.5 per cent of pyridine if required by local regulations as a de-naturant. In the past there were several different grades of water/methanol mixtures, e.g. 45/55/0 for turbine engines, 50/50/0 for piston engines (this was also availabl

27、e with 1% corrosion inhibiting oil and was designated 50/50/1) and 60/40/0, however, with decreasing demand Shell now only supplies 45/55/0. The table shows the principal characteristics of Shell demineralised water and of the commonly used methanol/water blend.,JET FUEL FLASH POINTS,Jet A-1 is a ke

28、rosene grade of fuel suitable for most turbine engined aircraft. It is produced to a stringent internationally agreed standard, has a flash point above 38C (100F) and a freeze point maximum of -47C Jet- A has a flash point above 38C (100F) and a higher freeze point maximum (-40C).,Prior to 1 976, JP

29、-4 was the primary fuel used in by DoD. JP-4 was linked to many aircraft exploding in battle due to small arms fire. Hence, the DoD transitioned from JP-4 to JP-8 fuel (occurred over a twenty year period from 1976-1996) since the risk of aircraft explosions would be less. JP-8 has a much higher flas

30、h point than JP-4 (100 o F compared to -28 o F).,JET FUEL Health Issues,Prolonged exposure to jet vapors has lead to skin irritation (itching, burning, redness, rash); dermatitis; headache, fatigue, anorexia; dizziness, difficulty concentrating; poor coordination, vomiting, diarrhea, cramps; drowsin

31、ess, restlessness, irritability, loss of consciousness; death; pneumonitis (from aspiration).,The Occupational Safety and Health Administration (OSHA) and the Air Force Office of Safety and Health (AFOSH) regulate levels of petroleum products in the workplace. The maximum allowable amount of petrole

32、um distillates in workroom air during an 8-hour workday, 40-hour workweek, is 500 parts per million (ppm).,Studies have shown that similar products produce skin cancer or skin tumors in laboratory animals following repeated applications without washing or removal. The significance of this finding to

33、 human exposure has not been determined. Other studies with active skin carcinogens have shown that washing the animals skin with soap and water between applications reduced tumor formation,JET FUEL - SPILLAGE,Any spill or release of this product to navigable waters (essentially any surface water, i

34、ncluding certain wetlands) or adjoining shorelines sufficient to cause a visible sheen or deposit of a sludge or emulsion must be reported immediately to the National Response Center (1-800-424-8802) or, if not practical, the U.S. Coast Guard with follow-up to the National Response Center, as required by U.S. Federal Law. Also contact appropriate state and local regulatory agencies as required,APPROVED CONTAINMENT DEVICES,Portable Containment,Absorbent Pads,JET FUEL - GROUNDING,Organizations involved