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The Tupolev Tu-155 was an alternative fuel testbed which was fuelled on LNG.
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Studies have been done on the feasibility of using natural gas and include the "SUGAR Freeze" aircraft under NASA's N+4 Advanced Concept Development program (made by Boeing's Subsonic Ultra Green Aircraft Research (SUGAR) team). Main article: Natural_gas § TransportationĬompressed natural gas (CNG) and liquified natural gas (LNG) are fuel feedstocks that aircraft may use in the future. Compressed natural gas and liquified natural gas They are, however, not being used heavily, because they still face political, technological, and economic barriers, such as currently being more expensive than conventionally produced aviation fuels by a wide margin. Sustainable aviation fuel and blends of fossil and sustainably-sourced alternative fuels yield lower emissions of particles and GHGs. įuels such as sustainable aviation fuel have the advantage that few or no modifications are necessary on the aircraft itself, provided that the fuel characteristics meet specifications for lubricity and density as well as adequately swelling elastomer seals in current aircraft fuel systems. Although it comes in many different grades, its octane rating is higher than that for "regular" motor gasoline.Įmerging aviation fuels Biofuels Īlternatives to conventional fossil-based aviation fuels, new fuels made via the biomass to liquid method (like sustainable aviation fuel) and certain straight vegetable oils can also be used. Its formulation is distinct from the conventional gasoline (UK: petrol, or "aviation spirit" in this context) used in motor vehicles which is commonly called mogas or autogas in aviation context. These fuels are collectively referred to as "Sustainable Aviation Fuel" (SAF).Īvgas ( aviation gasoline) is used by small aircraft, light helicopters and vintage piston-engined aircraft. Alternatives to conventional aviation fuel available in the near term include aviation biofuel and synthetically created fuel (aka "e-jet"). Hydrogen has a severe volumetric disadvantage relative to hydrocarbon fuels, but future blended wing body aircraft designs might be able to accommodate this extra volume without greatly expanding the wetted area.Įven if finally practical, the industry timeline for adopting hydrogen is fairly lengthy. With materials available in the 2020s, the mass of tanks strong enough to withstand this kind of high pressure will greatly outweigh the hydrogen fuel itself, largely negating the weight to energy advantage of hydrogen fuel over hydrocarbon fuels. Gaseous hydrogen involves pressurized tanks at 250–350 bar. Cryogenic hydrogen can be used as a liquid at temperatures below 20 K. However, hydrogen combustion does produce NO x emissions. Hydrogen fuel cells do not produce CO 2 or other emissions (besides water). The much higher energy storage capability of hydrocarbon fuels compared to batteries has so far prevented electric aircraft using electric batteries as the main propulsion energy store becoming viable for even small personal aircraft.Īs aviation moves into the renewables era, hydrogen-powered aircraft might enter common use. Specific energy is an important criterion in selecting fuel for an aircraft. Air Force had been certified to use a 50-50 blend of kerosene and synthetic fuel derived from coal or natural gas as a way of stabilizing the cost of fuel. By 2012 all aircraft operated by the U.S. Piston-engined aircraft use leaded gasoline and those with diesel engines may use jet fuel (kerosene). They are kerosene-based ( JP-8 and Jet A-1) for gas turbine-powered aircraft. They have more stringent requirements than fuels used for ground use, such as heating and road transport, and contain additives to enhance or maintain properties important to fuel performance or handling. Trucks carry the necessary hoses and pumping equipment, but no fuel.Īviation fuels are petroleum-based fuels, or petroleum and synthetic fuel blends, used to power aircraft. At some airports, underground fuel pipes allow refueling without the need for tank trucks.
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