Jet A as Diesel Fuel

[SkyPup]

Too cool, thanks skypup.

No problem, it's nice to get ahold of the facts once in awhile!

 

[California]

Also, thanks SkyPup! It is good to read original sources from the manufacturer instead of just opinions.

I went to take a look at it but I don't think that settles the original poster's question - Table 4.6 in Chapter 4 says lubricity additive is Required in JP-8 and Not Allowed in Jet A.

And [just above table 4.6]
"Use of additives is the principal difference between commercial and military jet fuels. U.S. military jet fuels will contain three or more additives. ... Jet A in the United States usually contains no additives at all"

So the question remains - does Jet A have sufficient lubricity for use as diesel fuel?

 

[AlanB]

I think the safe answer would be to add a lubricity additive.

Who's and how much, might be the question.

I think more of an issue will be the power loss.

 

[SkyPup]

Any middle distillate in the kerosene temperature cut range is going to absolutely require additional lubricity additives to be used in any diesel fuel injection system.

 

[psj12]

I do not know what lubricity additives are used but, I do know you should not use Jet A in a Diesel. It will work for a while but the pumps and injectors will gall and sieze eventually.

 

[Podunkadunk]

The 'scoop', and more than you'll ever want to know about military aircraft fuels.

The Primary jet engine fuel for the Navy/Marine Corps (in order of preference): Note that these 3 can be used without restrictions.

JP-5, NATO Code F-44 (High Flash Kerosene)
JP-8, NATO Code F-34 (Kerosene)
JP-4, NATO Code F-40 (WideCut)

"Alternate" fuels
JP-8, NATO Code F-35 (JET A-1)*****(Don't confuse with JP-8/F-34)
Kerosene, No NATO Code for Kerosene, COMMERCIAL CODE JET A
JP-4, (JET B)****(Don't confuse with "normal" JP-4 "widecut", we're talking JET B here)

"Alternate" fuels are those fuels that can be used without operational restrictions, but which can impact durability if used for multiple flights. The alternate fuels listed below are "commercial" fuels. Atlernate fuels are authorized for occasional flights, because they do not always contain the follwing additives, which are included in the Primary Fuels Above:
a. Fuel System Icing Inhibitor (FSII). The additive prevents the formation of ice in the fuel, which can block the engine fuel filter. It also acts as a biostat to prevent the development of microbiological contamination in the aircraft during inactive periods.
b. Corrosion inhibitor/Lubricity Improver. The additive improves the long-term durability of the aircraft and engine fuel systems by increasing fuel lubricity.
c. Multiple flights with fuels that do not contain either of these additives are authorized; however, continuous use of such fuels is not recommended since the life of fuel system components may be compromised.

Note that they don't usually contain all the necessary additives. Alternates are:

Emergency Fuels:
AvGas 80, NATO code F-12
AvGas 100, No NATO code
AvGas 100LL, NATO code F-18

These impose operational restrictions on the aircraft when used and are basically there to "get you home in a pinch, when in a (usually 3rd world) country that doesn't have the primaries or alternates listed above.

Here's another tidbit about Jet A (Kerosene) fuels:
They may solidify if they are chilled to temperatures below -40C as compared to -46C for JP-5 and -47C for JP8.

Finally, I know all this is complicated. This is straight out of my NATOPS manual for the P-3C Orion aircraft (kind of like an owner manual). I referenced the chart this info came from many, many times while overseas in some crappyhole country and needing fuel. Some guy pulls up with a tank being pulled by a couple of goats...you need to know what will work and what won't.

Bottom Line...I think if you put your own additive to it, JET A (Kerosene) should work fine, but still, I would only do it in a "crunch".

Interesting chart on ASTM D 1655 (Spec for JET A):
Jet-A (astmd 1655)


Podunk
Naval Flight Engineer, P-3 Orion, until June 2004.

 

[xlr82v2]

When I worked at St. Louis Lambert International airport, 100% of the diesel powered equipment out there ran on straight Jet-A. During the winter months, a lot of that equipment was only shut down to check and change the oil, so it got a lot of time on it. I don't recall too many (actually, none at all) issues with injector pumps... now dirty injectors, that's another matter. But, I think that stemmed more from the excessive idling than any other factor.

I used to run Jet A in my 2002 VW Golf TDI when I was in my old position with the company. I added 4oz of Powerservice and 4oz of straight 30wt non-detergent motor oil to each 5 gallons... ran it for nearly 100,000 miles on that fuel. No problems whatsoever, but you can sure tell the power difference when burning Jet A. Jet A will get the car down the road, but it has no power. When I would fill up with a tank of #2 Diesel, WOW, the car came alive again!

 

[AlanB]

Doing some light reading today, I stumbled onto this statement in the Mil-Std-3004A ch1 (quality surveilance for fuels and lubes)

5.12.1.3

Commercial Jet fuels are not reccomended for use as a ground fuel unless the fuel is additized with corrosion inhibitor / lubricicty approver additives IAW QPL -25017 concentration levels.

(QPL means Qualified Product List by the way)

The more I read, the smarter I get

Interesting discussion by the way.

 

[bindian]

Doing some light reading today, I stumbled onto this statement in the Mil-Std-3004A ch1 (quality surveilance for fuels and lubes)

5.12.1.3

Commercial Jet fuels are not reccomended for use as a ground fuel unless the fuel is additized with corrosion inhibitor / lubricicty approver additives IAW QPL -25017 concentration levels.

(QPL means Qualified Product List by the way)

The more I read, the smarter I get

Interesting discussion by the way.

I have been an aircraft mechanic for 29 years and 16 of those with a major airline. I have seen a lot of Jet A ran in heavy diesel equipment. It will run, but it needs an additive or oil added. I never have ran it in my tractor, but some guys at work empty our sump barrels and take it home. Injector pumps get lubricated by the diesel fuel, which has more oil and additives in it then Jet A.
hugs, Brandi

 

[WTA]

I don't know a thing about civilian aircraft fuels but I would assume it is similar to the stuff we use in the military. On the ships we carried JP5 for the aircraft and were supposed to use DFM (diesel fuel marine) for the boilers. I am an old school engineer but there are still a few boiler powered ships around.
What always seemed to happen was we'd be in an area of the world where all we could get was jet fuel and we'd fill all the tanks with it. We'd run boilers with it, the diesels, the planes, everything. We never tried to run DFM in the planes but the other way around things ran great. On one ship I was in charge of all the ground support equipment. It was all diesel powered. I know for a fact they ran better on JP5 than DFM. They started better, ran cleaner, and fouled far less fuel filters on it. Jet fuel though in the Navy is handled with a lot more care and tested to assure quality a lot more than boiler diesel.