Browse Topic: Kerosene

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Propulsion: Energy Sources14AERP10_0110/1/2014
Flying on Vegetation: Airlines, aircraft companies, and other stakeholders are taking the long view in developing sustainable alternatives to petroleum-based jet fuels. Fuel is expensive for airlines. According to sources interviewed for this article, fuel accounts for 30 to 50% of operating costs, depending on the size of the aircraft. And fuel prices remain volatile. At the same time, there are few alternatives to powering aircraft. While land transport has some available options-think electric vehicles and hydrogen fuel cells-aviation depends on liquid fuels with high energy density. Emissions are another concern. According to the Air Transport Action Group (ATAG), aviation is responsible for 2% of global manmade CO2 emissions.
Morey, Bruce
General Flow-Solver Code for Turbomachinery ApplicationsTBMG-18469/1/2006
Phantom is a computer code intended primarily for real-fluid turbomachinery problems. It is based on Corsair, an ideal-gas turbomachinery code, developed by the same authors, which evolved from the ROTOR codes from NASA Ames. Phantom is applicable to real and ideal fluids, both compressible and incompressible, flowing at subsonic, transonic, and supersonic speeds. It utilizes structured, overset, O- and H-type zonal grids to discretize flow fields and represent relative motions of components. Values on grid boundaries are updated at each time step by bilinear interpolation from adjacent grids. Inviscid fluxes are calculated to thirdorder spatial accuracy using Roe’s scheme. Viscous fluxes are calculated using second-order-accurate central differences. The code is second-order accurate in time. Turbulence is represented by a modified Baldwin-Lomax algebraic model. The code offers two options for determining properties of fluids: One is based on equations of state, thermodynamic departure functions, and corresponding state principles. The other, which is more efficient, is based on splines generated from tables of properties of real fluids. Phantom currently contains fluid-property routines for water, hydrogen, oxygen, nitrogen, kerosene, methane, and carbon monoxide as well as ideal gases.
Cloud Point Depressant Response Effects in Ultra-Low-Sulfur Diesel Fuel2005-01-389810/24/2005
Cloud point depressants (CPD) have been successfully used for many years in low-sulfur diesel fuels. For over ten years, custom-designed, specialty polymer chemistry has enabled refiners to meet cloud point (CP) guidelines with substantially less kerosene. This translates into greater refined yields through cut-point adjustment upgrades and the potential for diverting kerosene to more lucrative market opportunities, such as jet fuel. The practice of cut-point downgrades to gas oil can be costly because diesel fuel generally has greater value. Kerosene dilutions have historically been as high as 30%-40% by volume with low-sulfur diesel fuels [1, 2]. While kerosene addition enables fuels to reach CP guidelines, it may negatively impact the fuel's energy content, cetane number, lubricity, flash point and density. Properly designed CP additives are able to substantially reduce or even eliminate the need for kerosene, thus substantially reducing refinery costs. With ultra-low-sulfur diesel (ULSD) fuels being mandated throughout the mass market distribution system by June 2006, the need for CP control may be greater than ever. However, waxy crude and process limitations may make it difficult for refiners to economically make low cloud point ULSD. Fortunately, CPD can overcome these limitations without negatively impacting fuel characteristics. These additives allow refiners to meet low-temperature objectives while being neutral or beneficial to most other diesel fuel properties.
Pistillo, W. Rocco, Cerda de Groote, Carlos L.
Using Cloud Point Depressants Opportunistically To Reduce No.2 Diesel Fuel Cloud Point Giveaway2001-01-19275/7/2001
Diesel fuel is a blend of various middle distillate components separated at the refinery. The composition and characteristics of the diesel fuel blend changes daily if not hourly because of normal process variation, changing refinery processing conditions, changing crude oil diet or changing diesel fuel and kerosene market conditions. Regardless of the situation going on at the refinery or the market, the resultant diesel fuel must consistently meet established cloud point specifications. To consistently meet the cloud point specifications, refiners are forced to blend their diesel fuels in such a way that the resultant blend is always on the low side of the cloud point specification even when the refining process adversely changes the fuel characteristics. This practice has the effect of producing several degrees of cloud point “giveaway” when the refinery is not experiencing adverse swings in product quality. This designed “giveaway” costs the refinery money by not letting the refinery optimize the value of their blend components. By blending diesel fuel components closer to the cloud point specification or by raising distillation cut points, and only using cloud point depressants opportunistically to remediate over specification fuel blends, refiners can minimize cloud point giveaway, optimize their profit and market a more consistent diesel fuel product. This paper discusses a statistical analysis of “cloud point giveaway”, the economics of cloud point giveaway, and shows how refiners can reduce cloud point giveaway to maximize refinery profit and help produce a more consistent diesel fuel product.
Manka, John S., Lindenfelser, Eric A., Heller, Fred E.
The Effect Of Mixing Diesel Fuels Additized With Kerosene and Cloud Point Depressants2000-01-28846/19/2000
Low temperature flow improvers help refiners meet diesel fuel cold flow specifications and optimize profits. However, some additives, cloud point depressants in particular, are under scrutiny since there have been cases where they interacted with other cold flow improvers and became less effective at depressing the cloud point of the diesel fuel[1]. This second paper in a series of studies[2] examines what effect mixing cloud point depressed diesel fuel with other cloud point depressed diesel fuel or with diesel fuel diluted with kerosene will have on the resultant fuel mixture's cloud point. The data show that cloud point depressants can be used safely and effectively with kerosene blended fuels and in conjunction with other cloud point depressants.
Ziegler, Kim L., Manka, John S.
New Additives for Diesel Fuels: Cloud-Point Depressants86152710/1/1986
In order to achieve the cloud point specification of Diesel Fuels, dilution with kerosene is generally needed. This work examines an alternative approach, additives which irreversibly lower the crystallization temperature by specifically increasing the solubility of the heaviest n-paraffins. Large changes in cloud point with small concentrations of additive are observed. The average optimum additive concentration is 500 ppm for a gain of 3 °C in the cloud point corresponding to an increase of 1.5 % in the diesel fuel yield from crude oil. This is very advantageous for refiners, since it results in increases in the diesel fuel yield or decreases in the amount of kerosene in the diesel fuel pool.
Damin, B., Faure, A., Denis, J., Sillion, B., Claudy, P., Letoffe, J. M.
Kerosene Fuels for Supersonic Transport6402141/1/1964
In order for the supersonic transport to be economically feasible, the cost of the fuel should be essentially equivalent to ASTM type A and type A-1 prices. A survey was conducted to determine the properties of commercial kerosene. Physical and chemical properties of commercial kerosene are presented with special emphasis on thermal stability characteristics. The results of the survey indicated that some of the commercial aviation kerosene fuel being supplied to the commercial subsonic jets of today may be satisfactory for use in the supersonic transport.
Wehner, E. H.
FUELS FOR HIGH SPEED DIESEL ENGINES3700321/1/1937
Rendel, T. B.
GASOLINE VERSUS KEROSENE FOR TRACTOR FUEL 13600161/1/1936
Shawl, R. I.
SURVEY OF GASOLINE AND KEROSENE CARBURETION2300081/1/1923
KEGERREIS, C S, YOUNG, G A
PETROLEUM REFINING1900631/1/1919
A short account of the discovery and early development of the oils in the Appalachian Field is followed by a description of several oil-testing instruments and of modern refinery practice with diagrams and drawings. The utilization of oil-shale rock and its probable value in supplementing the diminishing supply of crude petroleum are commented on. The conservation of all petroleum products is urged.
CUNNINGHAM, R W
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