Compression Ignition Engine fuels

[cranetruck]

Hi All.
I keep running into "CIE Fuel" in the TM's, does it refer to kerosene type fuels or what? It also has a mil #, MIL-F-46005. Can't find a good definition anywhere. Reading about it it seems like kerosene and JP4 may be the same thing.
Any insight here would be appreciated.
Thanks,

Bjorn

 

[rmgill]

Ok, I did some searching....
Kerosene and JP fuels are largely the same. It's more or less the additives and blending that changes them. JP5 and JP8 being almost the same, to us on the ground they're exactly the same. JP 4 is a kerosene naptha blend.


From the Single Fuel Forward Compendium

MIL-DTL-5624 describes one grade of aviation turbine engine fuel; JP-5 a kerosene fuel. Previous revisions contained an additional grade, JP-4 which was a wide-cut fuel. Where prevailing low temperatures warrant a fuel with very low temperature operability, use of JP-4 is recommended.


JP-4 is essentially a 50:50 mixture of heavy naphtha fraction (like gasoline) and kerosene. This fuel is not considered to be an acceptable substitute/alternate for diesel fuel. JP-4 is interchanged within NATO under NATO Code Number F-40. JP-4 is mainly procured as ASTM D 975 Jet B (or perhaps as CAN/CGSB 3.22). The chief difference between JP-4 and Jet B is that JP-4 contains the three mandatory additives while Jet B does not unless requested during procurement.

JP-5 is a 100% kerosene blend and is an acceptable substitute/alternate for diesel fuel. JP-5 is interchanged within NATO under NATO Code Number F-44.

MIL-DTL-83133 describes one grade of aviation turbine engine, JP-8.

JP-8 is a 100% kerosene blend and is an acceptable substitute/alternate for diesel fuel. JP-8 is interchanged within NATO under NATO Code Number F-34.

Both JP-5 and JP-8 are essentially the same type of fuel but only differ primarily in their flash point minimum requirements. JP-5 specifies a 60C (140F) minimum requirement. JP-8 specifies a 38C (100F) minimum requirement.

The higher flash point requirement for JP-5 is due to the U.S. Navy's shipboard safety requirements.

Recently completed survey on JP-8 and JP-5 fuels being suggested under contract worldwide provided following averaged properties JP-5 fuels had average flash point of 62C (144F). JP-8 fuels had average flash point of 46C (115F).

This difference in flash point requirements translates to very subtle difference in the physical and chemical characteristics when comparing JP-5 to JP-8; e.g., the average viscosity at 100F is approximately 1.5 cSt as compared to approximately 1.3 cSt for JP-8.

ASTM D1655 JET A-1 is the commercial industry standard for aviation fuel and is available worldwide. JET A-1 is essentially identical to JP-8 except that it does not necessarily contains the three additives required in JP-8. The three additives mandatory for JP-8 are
Fuel System Icing Inhibitor (MIL-DTL-85470)
Corrosion Inhibitor (MIL-PRF-25017)
Static Dissipator Additive

ASTM D1655 also includes a JET A which is the industry standard for commercial aviation turbine fuel used only within the U.S. for domestic flights. The sole difference between JET A-1 vs. JET A is in the freeze point requirement. JET A-1 specifies a -47C (-53F) minimum, whereas JET A specifies a -40C (-40F) minimum.

 

[rmgill]

Now, from what I've seen on my google searching so far, I'm starting to think it's a non-Road use Diesel Fuel of some sort. Let me dig some more.

 

[cranetruck]

So "CIE fuel" (used to calibrate the fuel density compensator) is basically kerosene, then? The viscosity should be about 2 centistokes to fit the curve, which is kero.
Still a bit confused.
Bjorn

 

[rmgill]

I can't find anything related to that off of the below fuel references page and I can only find that specification referred to from a pointer page for a defunct document. IS there an NSN to that fuel?

http://iash.net/resources/fuel_specifications.php

But Diesel differs from JP5 and JP8 in that it has a lot more distillates in it than diesel does. (Edited for clarity of thought). Diesel has a bunch of different distillates, waxes and such that are chemically different from kerosine. It's very similar but isn't the same. (See http://www.exxon.com/USA-English/GFM/Products_Services/Fuels/Diesel_Fuels_FAQ.asp)

The single fuel forwards file has a chart that shows the viscosity for JP5 and JP8 at 40°C to be 1.5 and 1.2 cSt respectively. DL1 (Low sulfur Diesel) has a viscosity of 1.6 and DL2 has one of 2.8. Perhaps it's the old non low sulfur DF grade for off road use.

I'm inclined to think that fuel is either an off road use version of diesel or perhaps the older high sulfur diesel fuel we can't get any more.

 

[cranetruck]

Thanks Ryan, I'll try to digest the info. perhaps someone else has something to add.
Bjorn

 

[ken]

DL2 is high sulfur. Or i should say"normal sulfur". It's still avalible for marine use. Good luck getting some. You have to have a special number issued by the state to buy it now. When you buy it, the wholesaler reports to the state how many gallons you purchase on that number. It's not worth the hassel. The new low sulfur fuels have been stripped of some of the waxes. And has less BTU's than "normal sulfur". I have the BTU ratings in my desk some where. I'll find and post them.

 

[Csm Davis]

Okay found a little more about this fuel, it is call CIE or CITE which stands for compression ignition and turbine engine. The standard seems to have been canceled in 1970 , but reading through some of the references I found indicate it as a all temperature fuel. So maybe a early JP-4?

sent from my decrepit fingers