• Journal of the Korean Society of Propulsion Engineers
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• v.23 no.2
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• pp.13-20
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• 2019

In this study, the ignition delay time of blended aviation fuels was measured and analyzed to confirm the characteristic of ignition delay according to the blending ratio of bio-aviation fuel to petroleum-based aviation fuel. The ignition delay time of bio-aviation fuel(Bio-6308) was shorter than that of petroleum-based aviation fuel(Jet A-1) at all measured temperatures; further, the ignition delay time of the blended aviation fuels shortened as the ratio of Bio-6308 increased. It was confirmed that the aromatic compounds constituting the Jet A-1 affect these results; this was done by comparing the obtained ignition delay time with that of n-heptane/Toluene.

• Korean Chemical Engineering Research
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• v.57 no.5
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• pp.620-627
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• 2019

In this study, ignition delay characteristics of various bio aviation fuels (Bio-ADD, Bio-6308, Bio-7720) produced by HEFA process using different raw materials were compared and analyzed. In order to confirm the feasibility of applying bio aviation fuel to actual system, ignition delay characteristics of petroleum-based aviation fuel (Jet A-1) and blended aviation fuel (50:50, v:v) also analyzed. Ignition delay time of each aviation fuel was measured by using CRU, surface tension measurement and GC/MS and GC/FID analysis were performed to interpret the results. As a result, ignition delay time of Jet A-1 was the longest at all temperature because it contains aromatic compounds about 22.8%. The aromatic compounds can produce benzyl radical which is thermally stable and has low reactivity with oxygen during decomposition process. In the case of bio aviation fuels, ignition delay times were measured similarly because the ratio of n-paraffin/iso-paraffin constituting each aviation fuel is similar (about 0.12) and the composition ratio of cycloparaffin also has no difference. In addition, ignition delay times of blended aviation fuels (50:50, v:v) were measured close to the mean value those of each fuel so it was confirmed that it can be applied without any changing or improving of existing system.

• Clean Technology
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• v.25 no.3
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• pp.238-244
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• 2019

In this study, the ignition characteristics of petroleum-based aviation fuel (Jet A-1), bio aviation fuel (Bio-6308), and blended aviation fuel (50:50, v:v) were analyzed in accordance with change of temperature and pressure. The ignition delay time of each aviation fuel was measured by combustion research unit (CRU) and the compositions of the fuels were analyzed by GC/MS and GC/FID for qualitative and quantitative results. From the results, it was confirmed that the ignition delay times of all aviation fuels were shortened with increasing temperature and pressure. In particular, the effect of temperature was larger than the effect of pressure. Also, the ignition delay time of Jet A-1 was the longest at all measurement conditions, and it was judged that this result is because of the structurally stable characteristics of the benzyl radical generated during the oxidation reaction of the aromatic compound (about 22.48%) in Jet A-1. Also, it was confirmed that Jet A-1 had no section where the degree of shortening of ignition delay time was decreased by increasing temperature, which was because the benzyl radical inhibits the response that can affect the negative temperature coefficient (NTC). The ignition characteristics of blended aviation fuel (50:50, v:v) showed a similar tendency to those of Jet A-1, rather than to those of Bio-6308, so that the blended aviation fuel (50:50, v:v) can be applied to the existing system without any change.

• Journal of the Korean Society of Propulsion Engineers
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• v.22 no.6
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• pp.118-125
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• 2018

This study aimed to obtain data for a comparative analysis of the properties of bio aviation fuel to be developed in the future by measuring and comparing the ignition delay times of various presently used aviation fuels. In the case of petroleum-based aviation fuel, the ignition delay time of exo-THDCP was 4.92 ms, which was 3.42 times longer than 1.44 ms of Jet A-1 at $590^{\circ}C$ / 55 bar. In the case of foreign bio aviation fuel, the ignition delay time of 11POSF7629 was the longest (1.16 ms), while the ignition delay time of 10POSF6308 (1.06 ms), 12POSF7720 (1.07 ms), and 07POSF5172 (1.05 ms) were similar.

• Transactions of the Korean hydrogen and new energy society
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• v.26 no.6
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• pp.609-628
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• 2015

Thie study presents the biomass-derived jet (bio-jet) fuel production technologies for greenhouse gas (GHG) reduction in aviation sector. The aviation sector is responsible for the 2% of the world anthropogenic $CO_2$ emissions and the 10% of the fuel consumption: airlines' costs for fuel reach 30% of operating costs. In addition, the aviation traffic is expected to double within 15 years from 2012, while fuel consumption and $CO_2$ emissions should double in 25 years. Biojet fuels have been claimed to be one of the most promising and strategic solutions to mitigate aviation emissions. This jet fuel, additionally, must meet ASTM International specifications and potentially be a100% drop-in replacement for current petroleum jet fuel. In this study, the current technologies for producing renewable jet fuels, categorized by alcohols-to-jet, oil-to-jet, syngas-to-jet, and sugar-to-jet pathways are reviewed for process, economic analysis and life cycle assessment (LCA) on conversion pathways to bio-jet fuel.

• Applied Chemistry for Engineering
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• v.34 no.5
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• pp.472-478
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• 2023

The usage of jet fuel has been increasing with increasing passenger and logistics movements under globalization. CO₂, which is the main global warming gas from aircraft, was charged about 3.5% of total global CO₂ emissions and 12% of transportation fuel emissions. For these reasons, a lot of governments and the international civil aviation organization (ICAO) are trying to reduce CO₂ emissions via the introduction of bio-jet fuel. In this paper, we showed the jet fuel properties, specifications, and presentative production methods of bio-jet fuel such as alcohol to jet (ATJ), oil to jet (OTJ), gas to jet (GTJ) and sugar to jet (STJ). Also, we described the status of global and domestic bio-jet fuel usage and the policy plan for efficient distribution.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.21 no.1
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• pp.39-44
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• 2013

The amount of greenhouse gas (GHG) emissions has been increasing steadily over the last 4 years, averaging 6.8 percent a year, due to the growth of low cost carriers and the increased demand for air transportations. For the aviation GHG reduction, various fuel saving activities are implemented in many areas such as high-efficiency aircraft and bio-fuel development in the technical part and low carbon flight procedures, short cut route development in the operational approach. Among the various reduction technologies, we focused on low carbon flight procedures that are crucial to GHG reduciton and suggested a reduction effect according to target implementation rate using by fuel saving estimation data in each aircraft type.