Hey guys
- Thread starter brownbear
- Start date
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Nice to have it all together in one section Brown Bear. Thanks! You have to be one of the best mods on the net.
... but bio is the last thing I would put in my tank this time of year. After getting caught with B40 and -10 last year, I have leaned my lesson.
... but bio is the last thing I would put in my tank this time of year. After getting caught with B40 and -10 last year, I have leaned my lesson.
- Thread starter
- #3
Thanks for the kind words 
Mod'n is one of those odd volunteer jobs. But I like it. I thought up the new sub section and Woody made it happen. I'ver been searching for threads to fill in there. Hopefully it grows bigger and becomes a more mainstream source for the alternatre fuels crowd.
Cheers, BB
Mod'n is one of those odd volunteer jobs. But I like it. I thought up the new sub section and Woody made it happen. I'ver been searching for threads to fill in there. Hopefully it grows bigger and becomes a more mainstream source for the alternatre fuels crowd.
Cheers, BB
- Thread starter
- #4
My alternate fuel is Jet A-1
I run it all the time in my Mercedes diesel. I get scrap drums all the time.
Nice work guys! it becomes much easier to find stuff when there are more specified forums like that.
My alternate fuel is Jet A-1
I used to run JetA-1 in my BJ60 when I was working up North- free barrels as well
. I mixed it with some veg as I thought it was a bit less slippery than diesel. That true?
As I understand it, is just Kero and the main difference is it lacks the waxes which diesel has. BB will correct me if I am wrong. The two of you got me thinking that one could use this with say 5% veggie oil and it might be cheaper and unmarked souce of fuel. BTW, does it also have all the sulphur of LSD?
- Thread starter
- #8
It's really close or the same as Arctic diesel. Which IMOP is a much higher in kerosene content. It does look dryer. Less oily. I have no idea on the sulfer content.
As for price.... I pay for the plane about 1.30 a litre. So it's expensive.
I do add a bunch of lubricity additive to it.
As for price.... I pay for the plane about 1.30 a litre. So it's expensive.
I do add a bunch of lubricity additive to it.
How does the cetane rating compare to winter grade diesel?
- Thread starter
- #10
no idea unfortunately. I'm sure I could research it. But the aviation Jet a1 never changes year round. I have used it year round in certain vehicles. And gone from one tank of summer diesel to jet, winter to jet etc....
I never notice a difference.
I never notice a difference.
Okay. Had a chat with my friend google and found the following below on a discussion about diesel aircraft engines. 
WTH??? The first I have heard about a diesel aicraft engine.
http://www.generalaviationnews.com/...o?-token.key=11637&-token.src=column&-nothing
Articles by Ben Visser Cetane ain't octane
Ben Visser
.....
Currently the cetane spec on diesel fuels is a minimum of 40. There is no minimum spec for Jet A.
However, most samples of straight run distillate Jet A I have seen had a cetane rating over 40. The concern is that there is a significant amount of non-straight run distillate Jet A fuel being sold in the U.S. These fuels are perfectly legal and meet all of the requirements of the ASTM D 1655 specification. On the limited amount of testing that I have run, many of these fuels had cetane ratings well below 40.
One of the concerns pointed out by Dr. Gislason is that the two diesel engines currently available were designed and tested in Europe. This is not a problem, except that almost all of the Jet A fuels available in Europe are straight run distillates, which should have cetane ratings well above 40.
You probably think that the solution here is simple — put a minimum cetane limit in the Jet A spec. It sounds simple, but may be almost impossible to do. Part of the problem is that refiners are against any unnecessary tests. But the biggest problem would be for the refiner who has several million galllons of Jet A that doesn't meet the cetane spec, but would work fine in a jet engine. Can the product still be sold to the airlines? Is it off-spec? And how will the products that do not meet the cetane spec be differentiated from the products that do meet the spec?
So what should be done? If the aircraft diesel engine manufacturers have not run a series of tests on some very low cetane rating Jet A fuels, they should consider doing so. They should test for low temperature starting, noise level, engine roughness and max power at a range of temperatures and density/altitudes. They also may want to consider running some long-term durability tests on non-conventional Jet A fuels and thoroughly check out the engine and prop performance and dependability following extended real world service.
In addition, once the number of aero diesel engines becomes significant, it may become feasible to provide a calculated cetane index for each batch purchased by an airport.
Ben Visser is an aviation fuels and lubricants expert who spent 33 years with Shell Oil. He has been a private pilot since 1985. You can contact him at Visser@GeneralAviationNews.com.
WTH??? The first I have heard about a diesel aicraft engine.http://www.generalaviationnews.com/...o?-token.key=11637&-token.src=column&-nothing
Articles by Ben Visser Cetane ain't octane
Ben Visser
.....
Currently the cetane spec on diesel fuels is a minimum of 40. There is no minimum spec for Jet A.
However, most samples of straight run distillate Jet A I have seen had a cetane rating over 40. The concern is that there is a significant amount of non-straight run distillate Jet A fuel being sold in the U.S. These fuels are perfectly legal and meet all of the requirements of the ASTM D 1655 specification. On the limited amount of testing that I have run, many of these fuels had cetane ratings well below 40.
One of the concerns pointed out by Dr. Gislason is that the two diesel engines currently available were designed and tested in Europe. This is not a problem, except that almost all of the Jet A fuels available in Europe are straight run distillates, which should have cetane ratings well above 40.
You probably think that the solution here is simple — put a minimum cetane limit in the Jet A spec. It sounds simple, but may be almost impossible to do. Part of the problem is that refiners are against any unnecessary tests. But the biggest problem would be for the refiner who has several million galllons of Jet A that doesn't meet the cetane spec, but would work fine in a jet engine. Can the product still be sold to the airlines? Is it off-spec? And how will the products that do not meet the cetane spec be differentiated from the products that do meet the spec?
So what should be done? If the aircraft diesel engine manufacturers have not run a series of tests on some very low cetane rating Jet A fuels, they should consider doing so. They should test for low temperature starting, noise level, engine roughness and max power at a range of temperatures and density/altitudes. They also may want to consider running some long-term durability tests on non-conventional Jet A fuels and thoroughly check out the engine and prop performance and dependability following extended real world service.
In addition, once the number of aero diesel engines becomes significant, it may become feasible to provide a calculated cetane index for each batch purchased by an airport.
Ben Visser is an aviation fuels and lubricants expert who spent 33 years with Shell Oil. He has been a private pilot since 1985. You can contact him at Visser@GeneralAviationNews.com.
- Thread starter
- #13
Yah diesel aircraft engines are making an appearance. Seem really good right now too. Old diesel technology never produced enough HP to weight. So diesels were not a choice for light aircraft.
The DA 42 is a Canadian success. Allow pop up and look at this site.
Diamond Aircraft Select Da 42 more info(it's a pop up). I heard one of these crossed the Atlantic with only 200 or so litres of fuel. It holds 70 US gallons capacity. And burns 12.5 per hr.
If I had a bunch of money this is what I would own.
The DA 42 is a Canadian success. Allow pop up and look at this site.
Diamond Aircraft Select Da 42 more info(it's a pop up). I heard one of these crossed the Atlantic with only 200 or so litres of fuel. It holds 70 US gallons capacity. And burns 12.5 per hr.
If I had a bunch of money this is what I would own.