Fuel is an important point of discussion in the aviation industry, with its varying price affecting airline costs and profits every quarter. But what exactly is this fuel made out of? What are there different types of aviation fuel? Here's a quick guide. Show
Which jet?Today, commercial aircraft use jet fuel or Aviation Turbine Fuel (ATF), a specific power source. The two most common fuels are Jet A and Jet A-1. While the former is used almost exclusively in the US, the latter is used globally. Both are made up of kerosene, a product of extremely refined oil. What differentiates jet fuel is the presence of several additives to ensure the fuel can be used safely without crystallization or ignition.  The difference between Jet A and A-1 is minimal, with the former having a higher freezing point (-40 C v -47 C) and the latter having an additional anti-static additive to the fuel. Their flash point and energy density are almost identical, so both can be used interchangeably on commercial jet aircraft. The last type of jet fuel is Jet B, which is usually used for extremely cold climates. Jet B is made up of 30% kerosene and 70% gasoline, giving it a freezing point of -60 C. However, this type of fuel is extremely flammable and challenging to handle, with most operators eschewing its use except for the military or for specific commercial missions.
Stay informed: Sign up for our daily and weekly aviation news digests. Can it run your car?While jet fuel may seem like it is far removed from your average gas pump fuel, they are remarkably similar. Indeed, you could Jet A or Jet A-1 fuel in your diesel vehicle with little noticeable issues. While over time there will be degradation of key parts, if you ever find yourself in the bizarre situation of having access to jet fuel and not regular diesel, it's not the end of the world. However, don't try this on your petrol or gas car, since the result would be the same as filling it up with diesel. All three are derivatives of crude oil, simply refined to different standards for their usage. However, trying to use anything but jet fuel in a plane can be dangerous. Indeed, ATF is regulated globally to ensure that it has the correct additives and is delivered in the safest possible way before departure. SAF is the future for airlines, but could be a while before it comes into effect. Photo: Getty Images While jet fuel may be similar to regular fuel for many people, it's the quantity required that costs airlines millions every month. An Airbus A321neo can burn nearly 42 liters of fuel every minute, meaning that a two-hour domestic hop requires over 5,000 liters of jet fuel. SustainableIn recent years, the aviation industry has been focusing on moving away from purely crude oil-based fuel to Sustainable Aviation Fuel (SAF). The most promising advancement has been biofuel, which is produced from vegetable oils, plant materials, and more. Today, biofuels are only being used in conjunction with ATF and it will be a few more years before biofuels become the majority source for flight. However, the trend towards SAF has already begun and the fuel we use is set to change for good in the next decades.
Aviation fuel is used to power aircraft for propulsion. Modern aviation fuels are unique for their specific energy, or energy per unit mass. Aviation fuel’s high energy storage capability is what enables long-distance flights. There are many types of aviation fuel with distinct uses, qualities, and specifications. While most of these fuels are fossil-based, new forms of sustainable fuel (such as biofuels and electric batteries) are being researched! Aviation Fuel Types for General UseThere are two main types of aviation fuel used in general aviation: jet fuel and AVGAS. Jet fuel is a refined kerosene-based, clear or straw-colored liquid that is primarily used to power turbine engines, such as turboprop and jet engines. There are several types of jet fuel, with the main ones being:
AVGAS (short for “aviation gasoline”) is used by traditional propellor aircraft and small piston-engine airplanes. Tasks that use AVGAS-based aircraft are typically on a smaller scale and include crop-dusting, private flying, and flight training. AVGAS notably is still produced tetraethyl lead (TEL), which is a toxic additive used to prevent engine knocking. However, there are currently research studies and experiments aimed to reduce and eliminate the usage of TEL. G100UL, the first unleaded AVGAS (produced by General Electric), was FAA approved in mid-2021! Emerging Aviation Fuel TypesBiofuels (also referred to as sustainable aviation fuel) are ecologically friendly alternatives to the conventional fossil-based fuels used in aviation. Sustainable aviation fuel development has been making strides in the industry-wide effort to achieve carbon neutrality by 2050. This new fuel type is notable for its similarity in efficiency to typical aviation fuel, as well as its ability to be almost-seamlessly dropped into existing fuel architecture. Industry leaders have pinpointed the drop-in nature of SAF as a way for the industry to pivot into other renewable or carbon-efficient types of aviation fuel. As a greater emphasis on renewable energy is placed, general aviation may turn to hydrogen power and electric batteries for fueling systems. Aviation batteries in their current state are bulkier and more inefficient than fossil fuels, currently making the fuel type ideal for short-term flights and light cargo transportation. Companies like NASA and DHL have been researching battery-powered aircraft for various uses, such as low passenger count flights and regional cargo movement. Natural gases have potential for widespread aviation use in the future as a short-to-mid-term solution to decarbonization. Many natural gas reservoirs remain untapped, and liquified natural gases emit 25-30% than conventional jet fuel. Interested in learning more about aviation maintenance and pursuing it as a career? Fill out the form below and get connected with National Aviation Academy!
Today's kerosine jet fuels have been developed from the illuminating kerosine used in the early gas turbine engines. These engines needed a fuel with good combustion characteristics and a high energy content. The kerosine type fuels used in civil aviation nowadays are mainly JET A-1 and Jet A. The latter has a higher freezing point (maximum minus 40 degrees C instead of maximum minus 47 degrees C) and is available only in North America. Summary of Jet Fuel GradesJet A-1Jet A-1 is a kerosine grade of fuel suitable for most turbine engined aircraft. It has a flash point minimum of 38 degrees C (100°F) and a freeze point maximum of -47 degrees C. It is widely available outside the U.S.A. The main specifications for Jet A-1 grade (see below) are the UK specification DEF STAN 91-91 (Jet A-1) Nato code F-35, (formerly DERD 2494) and the ASTM specification D1655 (Jet A-1). To read more about the fuel, download its MSDS now. Jet AJet A is a kerosine grade fuel, normally only available in the U.S.A. It has the same flash point as Jet A-1 but a higher freeze point maximum (-40°C). It is supplied against the ASTM D1655 (Jet A) specification. Jet BJet B is a distillate covering the naphtha and kerosine 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 cold weather performance is important. ASTM have a specification for Jet B but in Canada it is supplied against the Canadian Specification CAN/CGSB 3.23 TS-1TS-1 is the main jet fuel grade available in Russian and CIS states. It is a kerosine type fuel with slightly higher volatility (flash point is 28C minimum) and lower freeze point (<-50C) compared to Jet A-1. American Civil Jet FuelsThe basic civil jet fuel specification used in the United States of America is ASTM Specification for Aviation Turbine Fuels D 1655, which defines the requirements for three grades of fuel:-
Jet A is used within the United States by domestic and international airlines. Jet B is rarely available nowadays except in parts of northern Canada where its lower freeze point and higher volatility is an advantage for handling and cold starting. UK Jet FuelsAlthough developed basically as a military jet fuel, D. Eng RD 2494, issued by the Ministry of Defence, was adopted as the standard UK civil jet fuel. It is now renamed as DEF STAN 91-91 and defines the requirements for a kerosine type fuel (Jet A-1 grade) having a maximum freeze point of -47 degrees C. Jet A-1 according to the DEF STAN 91-91 specification is very similar to Jet A-1 defined by the ASTM D 1655 except for a small number of areas where DEF STAN 91-91 is more stringent. Former Soviet Union and East European Jet FuelsSoviet kerosine type jet fuels are covered by a wide range of specification grades reflecting different crude sources and processing treatments used. The grade designation is T-1 to T-8, TS-1 or RT. The grades are covered either by a State Standard (GOST) number, or a Technical Condition (TU) number. The limiting property values, detailed fuel composition and test methods differ quite considerably in some cases from the Western equivalents. The principle grade available in Russia (and members of the CIS) is TS-1. The main differences in characteristics are that Soviet fuels have a low freeze point (equivalent to about -57 degrees C by Western test methods) but also a low flash point (a minimum of 28 degrees C compared with 38 degrees C for Western fuel). RT fuel (written as PT in Russian script) is the superior grade (a hydrotreated product) but is not produced widely. TS-1 (regular grade) is considered to be on a par with Western Jet A-1 and is approved by most aircraft manufacturers. Eastern European countries have their own national standards with their own nomenclature. Many are very similar to the Russian standards but others reflect the requirements of visiting international airlines and are similar to Western Jet A-1 in properties and test methods. Chinese Jet FuelsFive types of jet fuel are covered by current Chinese specifications. Previously, each grade was numbered with a prefix RP, they are now renamed No 1 Jet Fuel, No 2 Jet Fuel etc. RP-I and RP-2 are kerosines which are similar to Soviet TS-1. They both have low flash point (minimum 28 degrees C). RP-1 freeze point is -60 degrees C and RP-2 is -50 degrees C. RP-3 is basically as Western Jet A-1, produced as an export grade. RP-4 is a wide-cut type fuel similar to Western Jet B and Soviet T-2. RP-5 is a high flash point kerosine similar to that used in the West by naval aircrafl operating on aircraft carriers. Virtually all jet fuel produced in China is now RP-3 (renamed No 3 Jet Fuel). International Specifications - AFQRJOS ChecklistAs jet fuel supply arrangements have become more complex, involving co-mingling of product in joint storage facilities, a number of fuel suppliers developed a document which became known as the Aviation Fuel Quality Requirements for Jointly Operated Systems, or AFQRJOS, Check List. The Check List represents the most stringent requirements of the DEF STAN and ASTM specifications for JET A-1. By definition, any product meeting Check List requirements will also meet either DEF STAN or ASTM specifications. Fuel delivered to the Check List embodies the most stringent requirements of the following specifications: - (a) DEF STAN 91-91 (b) ASTM D1655 Kerosine Type Jet A-1, The Check List is recognised by eight of the major aviation fuel suppliers - Agip, BP, ChevronTexaco, ExxonMobil, Kuwait Petroleum, Shell, Statoil and Total - as the basis of their international supply of virtually all civil aviation fuels outside North America and former Soviet Union. Other National Civil Jet Fuel SpecificationsThere are many individual national specifications. Typcially, these are based on the US, UK or former Soviet specifications with minor differences. There are increasing moves to harmonise the small differences between the ASTM and DEF STAN specifications. This process of harmonisation is also in progress with many national specifications. |
What is Type A jet fuel?
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