Ameer Randolph
Jet fuel and diesel are both hydrocarbon-based fuels that are highly combustible, but there are key differences in their properties and applications. Jet fuel, or aviation turbine fuel (ATF), is specifically designed for aircraft with gas-turbine engines and has a higher flash point and auto-ignition temperature compared to gasoline, making it less flammable and safer to transport and handle. Diesel fuel, on the other hand, is commonly used in ground vehicles and has superior lubricating properties compared to jet fuel. This comparison raises an interesting question: Is jet fuel more flammable than diesel?
| Characteristics | Values |
|---|---|
| Flammability of jet fuel | Jet fuel is less flammable than gasoline and only marginally less safe than diesel. |
| Flammability of diesel | Diesel is slightly more flammable than jet fuel. |
| Safety | Jet fuel is almost as safe as chemically possible, with very little room for improvement. |
| Engineering "safety vs expenses target" | Aviation has a higher "safety vs expenses target" than land-rolling vehicles. |
| Fuel properties | Jet fuel has a flash point higher than 38°C (100°F) and an auto-ignition temperature of 210°C (410°F). |
| Fuel injection | Turbine engines (similar to diesel engines) can operate with a wide range of fuels because the fuel is injected into the hot combustion chamber. |
| Lubrication | Jet fuel has poor lubricating ability compared to diesel. |
| Cost | Jet fuel is more expensive than diesel fuel. |
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What You'll Learn
Jet fuel safety
Jet fuel is similar to kerosene and is less flammable than gasoline. It has a higher flash point than gasoline, which is an important safety feature as it reduces the risk of fire during general use and after accidents.
However, jet fuel is still a flammable liquid and can be ignited under certain conditions. For example, a flame can occur when there is a free exchange between air (oxygen) and the vapour of the flammable liquid, and when the concentration of oxygen and flammable liquid is within a certain range.
Jet fuel can be dangerous to human health. It can be absorbed through the skin, inhaled, or accidentally swallowed. Exposure to jet fuel has been linked to negative effects on the nervous system, mental health, respiratory system, and an increased risk of certain cancers. Veterans and members of the armed forces may have been exposed to jet fuel during their service, especially when performing jobs such as fuelling aircraft, transporting jet fuel, maintaining storage tanks, fuelling generators, or tending burn pits.
To ensure the safe use and handling of jet fuel, it is important to follow proper procedures and protocols. This includes wearing appropriate personal protective equipment (PPE), such as gloves and respirators, to minimize direct contact with the fuel. Regular monitoring and maintenance of jet fuel storage tanks and equipment are also crucial to prevent leaks and spills that could lead to environmental contamination and pose risks to human health. Additionally, in the event of a spill, prompt clean-up and remediation procedures should be implemented to mitigate potential hazards.
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Jet fuel composition
Jet fuel is a mixture of various hydrocarbons, including branched and linear paraffins, naphthenes (cycloalkanes), alkylbenzenes, and naphthalenes. The exact composition varies depending on the petroleum source and refinery processes, but it typically consists of C9 to C16 hydrocarbons with boiling points between 145-300°C. Kerosene-type jet fuels, such as Jet A and Jet A-1, have a carbon number distribution between 8 and 16, while wide-cut or naphtha-type jet fuels, like Jet B and JP-4, have a range of 5 to 15. These fuels are used in different regions and for specific purposes, such as enhanced cold-weather performance or meeting military specifications.
The performance and regulatory requirements of jet fuel are prioritized over a specific chemical composition. For example, the freezing and smoke points are considered when defining the range of molecular masses between hydrocarbons. Additives are often used to enhance fuel properties, such as thermal stability, or to meet standards set by organizations like ASTM International and the U.K. Ministry of Defense. Metal deactivators, corrosion inhibitors, and anti-icing additives are some of the additives incorporated into jet fuel formulations.
Jet fuel is defined by its performance specifications rather than a fixed chemical composition. This flexibility in composition allows for optimization in the choice of crudes, the utilization of coal tar sands, and the manufacture of synthetic blend stocks. Turbine engines, including those in jets, helicopters, and turboprops, typically use lower-cost fuels with higher flash points, making them less flammable and safer for transportation and handling.
The first axial compressor jet engine, the Junkers Jumo 004, used in the Messerschmitt Me 262A fighter, burned a special synthetic "J2" fuel or diesel fuel. Kerosene and kerosene-gasoline mixtures were also employed, with most jet fuels post-World War II being kerosene-based. Jet B, a naphtha-kerosene blend, is an example of a specialized fuel used in extremely cold climates for its enhanced performance despite its rarity due to handling concerns.
The specific grades and standards of jet fuel vary across regions. In the United States, ASTM International sets standards for civilian fuel types, while the U.S. Department of Defense governs military fuel specifications. Jet A fuel has been predominantly used in the U.S. since the 1950s, with Jet A-1 being the standard specification fuel in the rest of the world, except for Russia and CIS members, where TS-1 is prevalent.
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Jet fuel vs. gasoline flammability
Jet fuel and gasoline are nowhere near as flammable as they are depicted in Hollywood movies. In reality, they burn very poorly. However, jet fuel is still more flammable than diesel.
Jet fuel, or aviation turbine fuel (ATF), is a type of aviation fuel designed for aircraft powered by gas-turbine engines. The most commonly used jet fuels are Jet A and Jet A-1, which are produced according to standardized international specifications. Jet A specification fuel has been used in the United States since the 1950s and is usually not available outside North America. On the other hand, Jet A-1 is the standard specification fuel used in most parts of the world, except Russia and CIS members, where TS-1 fuel is more common. Both Jet A and Jet A-1 have a flash point higher than 38°C (100°F) and an auto-ignition temperature of 210°C (410°F).
Jet fuel is a mixture of various hydrocarbons, and its exact composition varies based on the petroleum source. This makes it impossible to define jet fuel as a ratio of specific hydrocarbons, so it is defined as a performance specification rather than a chemical compound. Jet fuel tends to have poor lubricating abilities compared to diesel, which can increase wear on fuel injection equipment. However, jet fuel contains more sulfur (up to 1000 ppm), improving its lubricity and eliminating the need for a lubricity additive, which is required for all pipeline diesel fuels.
Gasoline, also known as petrol, is a highly volatile fuel commonly used in piston-engine aircraft to improve carburetion characteristics and prevent preignition in high-compression aircraft engines. Gasoline has a higher autoignition temperature than jet fuel, making it less likely to ignite prematurely in aircraft engines. However, gasoline is generally unattractive for jet engines due to its high fuel consumption.
In terms of flammability, jet fuel is considered safer than gasoline. Jet fuel has a higher flash point and a higher autoignition temperature, which means it requires more heat energy to ignite. Additionally, the engineering "safety vs expenses target" in aviation is much higher than in land-rolling vehicles, making passenger jets safer than gasoline-powered cars. While jet fuel is already very safe, there have been experiments with additives like ICI's FM-9, which, when blended with Jet-A fuel, forms antimisting kerosene (AMK). However, the results of using AMK were unsatisfactory, and it was discontinued.
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Jet fuel vs. diesel lubrication
Jet fuel and diesel fuel have more similarities than one might expect, given their different names. They are similar in extraction, production, and composition. Jet fuel is, in fact, an extremely high-quality diesel fuel, and a typical automotive diesel engine is likely to run on jet fuel.
However, jet fuel has poor lubricating ability compared to diesel fuel. Diesel fuel has chemical compounds with lubricating properties that ensure the proper functioning of fuel injectors, pumps, and other mechanical components. Jet fuel's higher chemical purity strips away these lubricating compounds, resulting in more consistent performance and a wider useful temperature range, but poorer mechanical properties. This increases wear in fuel injection equipment, and an additive may be required to restore lubricity.
Jet fuel contains more sulfur, up to 1000 ppm, which means it has better lubricity and does not currently require a lubricity additive, unlike all pipeline diesel fuels. The introduction of Ultra Low Sulfur Diesel (ULSD) meant that lubricity modifiers were needed.
In terms of flammability, jet fuel is not as flammable as Hollywood depictions would suggest. It burns very poorly, and the point of engine fuel is to burn. However, jet fuel is still used in diesel-powered ground-support vehicles at airports, and jet engines can operate with a wide range of fuels. Turbine engines, similar to diesel engines, can operate with a wide range of fuels because the fuel is injected into the hot combustion chamber.
Overall, jet fuel and diesel fuel have many similarities, but jet fuel has poorer lubricating abilities, which can affect the performance of engines over time.
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Jet fuel flash points
The flash point of a material is the "lowest liquid temperature at which, under certain standardized conditions, a liquid gives off vapours in a quantity such as to be capable of forming an ignitable vapour/air mixture". The flash point is used to distinguish between flammable fuels, such as petrol, and combustible fuels, such as diesel. Flammable fuels have a flash point of less than 37.8 °C (100.0 °F), while combustible fuels have a flash point above this temperature.
The flash point is often confused with the autoignition temperature, which is the temperature that causes spontaneous ignition. The fire point is also higher than the flash point because, at the flash point, vapour may not be produced fast enough to sustain combustion. However, neither the flash point nor the fire point depends directly on the ignition source temperature. The ignition source temperature is far higher than either the flash or fire point and can increase the temperature of the fuel to facilitate ignition.
Diesel fuel flash points vary between 52 and 96 °C (126 and 205 °F). Diesel is suitable for use in a compression-ignition engine. Air is compressed until it heats above the autoignition temperature of the fuel, which is then injected as a high-pressure spray, keeping the fuel-air mix within flammable limits.
Jet fuel and gasoline are nowhere near as flammable as they are depicted in Hollywood movies and, in fact, burn very poorly. This is because, in jet engines, you want the fuel to burn at a rate that creates pressure while moving through the engine, rather than all at once at the injection point.
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Frequently asked questions
Jet fuel is less flammable than diesel. It is already almost as safe as chemically possible, with very little room for improvement.
Jet fuel, or aviation turbine fuel, is a type of aviation fuel designed for aircraft powered by gas-turbine engines. It is often used in diesel-powered ground-support vehicles at airports.
Jet fuel is a mixture of a variety of hydrocarbons. The exact composition varies widely based on the petroleum source. Thus, jet fuel is defined as a performance specification rather than a chemical compound.
While jet fuel is less flammable than gasoline, it is still dangerous. The real danger in aviation is nuclear power, not jet fuel.
Yes, jet fuel is more expensive than diesel fuel. However, the logistical advantages of using one fuel can offset the extra expense of its use in certain circumstances.
