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Introduction To Airframe Systems II-Student's
Introduction To Airframe Systems II-Student's
The aim of this course is to broaden the knowledge horizon of selected students to the ab initio of airframe systems, their role and system components integration.
2.
What is a System?
Before delving into the course proper, it is pertinent that the student understands the meaning of a System as it relates to the introductory aspects of the basic airframe systems considering the known fact that the term System is used by various fields of endeavor. The Oxford English dictionary defines a System as a complex whole, set of connected things or parts, organized body of either material or immaterial things. In view of the above, we could adduce that a System may be referred to various things depending on the context for which it is used. However, we shall narrow our definition of the subject matter to aviation related topics taken into further consideration that even in aviation; its definition may also vary. A System may be described in the context of this lecture to be a collection of connected parts/items on board an aircraft, present to perform a specific function or sets of functions. It should be noted here that the aforementioned definition is limited to what the aerospace personnel recognizes or perhaps understands as a system, in which case the airframe systems.
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3.
Having considered the meaning of a System as it relates to this course of study, it is essential to identify the various airframe systems that we are concerned with. These systems can be broken down into three (3) useful categories: a. Power Generation, Regulation and Distribution Systems. I. II. III. Pneumatic (Air) Systems. Hydraulic Systems. Electrical Systems.
b.
Power User Systems. I. II. III. IV. Aircraft Environmental Control Systems. Flight Control Actuation Systems. Aircraft Ice Protection Systems. Aircraft Emergency Systems.
c.
However, not all the systems listed above would be treated during the period of the course except for the aircraft fuel system, pneumatic/air system, flight control and actuation system.
4.
Introduction to airframe systems for 200 level ND students shall cover the following topics with its subsequent learning outcomes as follows:
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4.1
This module is aimed at acquainting the student with the basic types and function of a simple aircraft fuel system not excluding the major subsystems and components that make up the system. Furthermore, this module seeks to enhance the students knowledge on the variety of aviation fuels that are commercially available as well as their characteristics.
4.1.1 Learning Outcomes At the end of this module, the student would be expected to explicitly: a. Define in unequivocal terms the function of a simple aircraft fuel system. b. Identify the major subsystems of an aircraft fuel system and be able to briefly explain the functions of at least 3 subsystems. c. Identify the major components of a fuel system as well as their functions. d. Identify the categories of aviation fuels and their peculiar characteristics. e. Differentiate between a Gravity-Feed and Pressure-Feed Fuel System. The student should be able to sketch a simple gravity-feed fuel system. f. Identify the difference between integral fuel tanks and bladder fuel cells or tanks.
4.2
This course module seeks to provide the student with a preliminary description of the aircraft pneumatic system and further offer an appreciation of why they take their present form. By conducting a preliminary run through of the pneumatic system, the student should be
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able to comprehend the basic functions of a pneumatic (air) system and the vital role it plays in the smooth operation of the aircraft.
c. Give a brief explanation of the functions of the major components identified in item (b) above. d. Explain in simple terms the role the pneumatic system plays in providing cabin pressurization, air conditioning and cooling for an aircraft.
4.3
This course module shall provide an introduction to the role and functions of an aircraft flight control actuation system. At the end of the program/module, the student would be able to appreciate the various forms of flight control techniques employed from the early days of the biplanes flown by the pioneers to present day methods due to technological advancement in the aviation industry.
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c. Identify and briefly explain the two (2) major flight control linkage systems used by conventional aircraft. d. Identify the major components essential for flight control function. e. Provide alternate means of controlling flights.
5.
5.1
The basic function of an aircraft fuel system is to provide a reliable supply of fuel to the engines. Another definition states that the primary function of the fuel system is to provide a uniform flow of clean fuel under constant pressure to the carburettor or fuel metering device. This supply of fuel must be sufficient to meet the rigorous demands of the power plant at varying altitudes and attitudes of flight. It is imperative to state here that this function is flight safety critical requiring somewhat complex sub-systems and equipment necessary for the smooth operation of the entire system. This lecture note describes the various types of fuel system and subsystems in conjunction with the major components within each of the sub-system. Aviation fuels are also briefly explained as well as challenges dealing with fuel contamination and its effect on the system as a whole.
5.2
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locating the fuel tank in the wings. Fig 0-1 below gives a brief description of gravity feed system. In this case, the fuel flows by gravity from the tanks of both wings through the fuel feed lines to the fuel selector valve. The fuel then flows through the fuel strainer or filter down to the fuel control component or carburetor/metering device. Also, fuel from the primer is tapped from the main fuel filter. The diagram further depicts a vent line attached to the fuel tank. In subsequent paragraphs, we shall deal with each individual component for clarification purposes.
Figure 0-1: Gravity Feed and Fuel Pump System (courtesy of www.freeonline-private-pilot-ground school.com).
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In some advanced fuel systems, the under listed sub-systems are incorporated as follows: f. System Pressurization
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g. h. i.
In order for the student to adequately understand the basic functions of each sub-system, it is essential that knowledge of the major components that play a vital role in each of these fuel sub-systems is grasped. These components are: a. b. c. d. Fuel Storage Compartment/Tanks Pumps Valves Level Sensors and Gauging Probes
6 6.1
Fuel tanks may vary in type and design based on the available technology at the time, the size and shape of the tank area specific to its intended operation. Consequently, fuel tanks may be divided into three (3) basic types; integral, bladder and rigid removable tanks.
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Currently on most transport aircraft (military or civil), most of the fuel is carried in integral wing tanks. However, for military strike aircraft, it may be impracticable to store all the fuel (if any) in the wings. This further compounds the complexity of the fuel tank location in the fuselage of a strike aircraft. Tanks are usually numerous and irregular in shape in order to efficiently utilize the volume within the fuselage due to competition for space with many other structures and system components. This has an advantage of improving survivability of the fuel system due to higher number of tanks and the protective effect of surrounding components. Integral tanks are usually manufactured using the same material as the surrounding aircraft structure, sealed with a fuel proof sealing compound. Access panels in the skin must be provided for tank conditioning and components inspection. Additional tanks may be located in the fin and tail plane. Tanks in the tail surfaces may be used to control the aircraft centre of gravity just as the case of wing tanks. Fig0-2 below gives a brief description of an integral central fuel tank with structural partitions.
Figure 0-2: Schematic of an Integral Central Fuel Tank indicating structural partitions (courtesy of www.tc.engr.wisc.edu).
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Figure 0-3: Rigid Removable Fuel Tank (courtesy of Aircraft Maintenance Engineering-Mechanical; available at www. aviamech.blogspot.com).
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Figure 0-4: Rubber Bladder-type Fuel Cell (courtesy of aero parts and supply incorporated).
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6.2
Pumps
Aircraft fuel pumps are categorized into four main types, namely: a. b. c. d. Transfer pumps. Booster (back-up) pumps. Jet pumps. Engine driven pumps.
It is worthy to note that most fuel pumps are typically powered by either DC or AC electric motors not excluding the fact that they can also be powered hydraulically. Fuel pumps are generally designed to be both cooled and lubricated using fuel itself. Safety measures have been incorporated in most fuel pumps to enable the device run/operate dry for an indefinite period. We shall now briefly describe in preliminary detail the functions of the types of fuel pumps listed above for the sake of clarity.
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Figure 0-6: Aircraft Fuel Booster Pump (courtesy of aircraft systems 2nd edition).
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Figure 0-7: Schematic description of an ejector motive pump (courtesy of www.physicsforum.com). Fig0-8 above gives a schematic diagram of how an ejector motive pump operates using the venturi principle while Fig0-9 below is sample picture of an ejector pump.
Figure 0-8: A pictorial view of a Fuel Ejector Pump (www.gasgoo.com/auto-products/fuel-system) Engine Driven Fuel Pump The purpose of the engine driven fuel pump is to deliver a continuous supply of fuel at the proper pressure at all times during engine operation. The pump widely used at the present time is the positive displacement, rotary vane-type pump.
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a. Check Valves/Non-Return Valves (NRVs). A check valve is a device designed to prevent flow reversal i.e. allow fuel flow in only one direction. They are basically two-port valves allowing fluid to enter one port and leave the other port. These are generally the uncomplicated type of valve in the fuel system being self-actuating as others are a little more complex requiring external power and control signaling. While others may be in an open or closed position, others may require variable provisional control so as to provide rate of flow control (using a metering device). Fig0-10 is schematic view describing how a check valve operates while Fig 0-11 is a simple pictorial view of a fuel pump check valve.
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Figure 0-9: Skeletal view of a simple disc NRV describing how the valve operates in open and close positions (courtesy of engineering products catalogue).
Figure 0-10: Example of a NRV. It is important to note that there are various types of NRVs with different shapes and sizes which is dependent on its function. b. Cross-Feed Valves. Cross feed valves are utilized to convey and control the flow of fuel from one side of the aircraft to the other. Peradventure an engine on the starboard section (right tank) of an aircraft wing is faulty and needs to be shut down, fuel may be transferred from the right section/tank to the port (left tank) for utilization. Fig0-11 below depicts the positioning of a crossfeed valve in a simple fuel system schematic:
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Figure 0-11: Simplified Depiction of an Aircraft Fuel System indicating the location of the cross-feed valve.
The fuel manifolds (a chamber or pipe with several openings for receiving or distributing a fluid or gas) are arranged so that any fuel tank pump can supply either engine. A cross-feed valve isolates the left fuel manifold from the right. This valve is normally closed providing fuel feed from tank to engine. The valve may be opened any time it becomes necessary to feed an engine from an opposite fuel tank. Only one open cross-feed valve is required for successful cross-feed operation.
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c. Fuel Vent Valves. The primary function of a fuel vent valve is to expel air from the fuel tanks during refueling process or vent excess fuel from the tanks in-flight. In situations where the fuel system is designed to be non-pressurized, during fuel utilization/burn or defueling, air is permitted to enter the tanks to replace the volume of fuel burned.
Figure 0-13: A typical fuel vent valve (courtesy of aircraft systems 2nd edition). d. Refuel/Defuel Valves. This type of valve is operated during the refueling process in that the valves allow the fuel to flow from the refueling point/gallery into the fuel tanks. Once the required amount of fuel is reached in the selected tank, the valves are controlled to shut. The valves perform a similar role during defueling except that the fuel flows in the reverse direction (permits flow reversal from a fueling mode to a defueling mode).
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e. Shut-off Valves (SOV). Shut-off valves are used to disallow fuel from flowing from one tank to another or to the engine as the case may be. Shut-off valves perform the obvious function of shutting off fuel flow when required. This might involve stemming the flow of fuel to an engine, or it may involve the prevention of fuel transfer from one tank to another. f. Fuel Dump Valves. Fuel dump valves allow excess fuel to be jettisoned overboard especially during a state of emergency. Due to the critical nature of these valves, it is necessary that they remain in closed position in normal flight operation except when the urgent need to activate the valve is warranted. This is to avoid an inadvertent release of fuel into the atmosphere. Fig0-15 below shows a stripped schematic of a fuel dump valve. The numberings indicating the component piece are as follows: (1). (2). (3). (4). (5). Coupling. Packing, same as (6). Elbow. Lock-nut. Retainer.
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Figure 0-15: A typical fuel dump valve (courtesy of aviation maintenance and misc manuals).
6.2.5.1
Level Sensors
Just as the name implies, level sensors are utilized to accurately indicate the actual level of fuel in tanks especially at critical tank level conditions such as full or empty. The most common types of sensors are: float operated; optical; zener diode; capacitance level sensors; ultrasonic sensors and thermistors. We shall briefly describe the float level and zener sensors for further clarification. a. Float Level Sensors. Float level sensors work under the theory of buoyancy in that as the level of the fuel in the tank varies in position, so also does the position of the float change. Also, it
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may be possible to install the float in conjunction with limit switches to indicate when the tank is at its critical level. Furthermore, the float may be physically or mechanically linked with the refueling valve to activate the close position in the event of the tank being filled to its desired level. As much as the float sensor is a simple device, it may be susceptible to jam since it incorporates moving parts.
Figure 0-16: Typical clayton aircraft fuel float and magnetic float level sensor (courtesy of Gafsusa Aviation & aircraft parts and www.orbitz.com).
b. Zener Diode Level Sensor. Zener diode (a diode is a semiconductor device with two terminals that typically permits the flow of current in only one direction and also controls the flow of electricity) level sensors are solid state electronic devices capable of measuring fuel tank levels to values as accurate up to a couple of millimeters. They work on the principle of the zener diode reference voltage sensitivity to temperature. The sensor comprises two zener diodes assembled in a small cylindrical housing, one operating at a relatively high level current to induce a self heating effect while the other at a lower reference current producing a negligible heating effect. Once these diodes are immersed in the fluid, the fuel tends to cool the heating effect created by the diode with the higher current. Remote signal conditioning electronics monitor the two-diode assembly as it is immersed or uncovered from fuel, to derive a switching signal based on the current change in the heated diode with respect to the reference diode. Some sensors may be positioned to determine when the tank is full while others to detect when
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the tank is empty. The response time when sensing from air to liquid is approximately less than 2 seconds (refueling) while from liquid to air is less than 7 seconds (low level warning). Its major advantage is the high level of accuracy and reliability concerns due to absence of moving parts. Fig0-17 depicts a fuel quantity probe with multiple zener diode level sensors as shown below:
Figure 0-17: Probe with multiple zener diode level sensors (courtesy of GE aviation formerly Smiths Aerospace).
6.2.5.2
The major role of an aircraft fuel gauging probe is to monitor fuel quantity within a given tank on board an aircraft. Fuel quantity measurement may be achieved by incorporating various probes operating under the principle of fuel capacitance measurement at selected locations within the tank. Considering the fact that air and fuel have different dielectric values or constants (a dimensionless constant that indicates how easily a material can be polarized by imposition of an electric field on an insulating material), the amount of fuel left in the tank can be deduced by inferring the capacitance level of the probes. A dielectric material is a substance that is a poor conductor of electricity (electrical insulator) but an efficient supporter of electro-static fields when polarized by an electric field. When a dielectric is placed in an electric field, current does not flow through it as would a conductor. The fundamental principle of capacitance gauging is the difference in the
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dielectric properties/constants of air and fuel. This phenomenon is employed by configuring a capacitor as two concentric tubes arranged vertically or near vertically in a fuel tank. As the fuel level changes, the amount of the probe immersed in fuel changes and subsequently the ratio of air to fuel and therefore the capacitance. These probes are located in pre-determined positions such that in the event of attitude changes due to effect of roll and pitch conditions, its effect is minimized. The probes must be positioned to cope with the changes in the fuel level induced by pitch and roll attitude. Fuel quantity indication systems (FQIS) are utilized to provide adequate tank level warning to both air and ground crew. Figs 0-18 and 0-19 show an example of a gauge probe and level sensor respectively.
Figure 0-18: Types of Fuel Probe Units (courtesy of aircraft systems 2nd edition).
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Figure 0-19: Solid State Level Sensors (courtesy of aircraft systems 2nd edition).
6.2.5.3
Capacitance Gauging
The industry has more or less universally acknowledged this method of gauging as the way to gauge fuel quantity more precisely. Although capacitance gauging dates back to a 1924 French Patent, it has progressively improved and advanced as new technology and materials have become accessible over the successive 80 years. While the sensors are relatively unsophisticated, the long success of capacitance gauging systems is directly related to their compatibility and prolonged existence in the relative aggressive environment of the fuel tank.
6.2.5.4
Capacitance Principles
Capacitance is the physical property of an item to accumulate charge and is developed by applying a potential difference (voltage) across a non-conducting medium (dielectric). A capacitive component (capacitor) is formed by placing a non-conducting medium between two conducting plates. The charge is configured as lines of electrical field across the
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dielectric. Fig0-20 is a schematic diagram illustrating the capacitance probe concept as shown below:
Figure 0-20: Capacitance Probe Concept (courtesy of aircraft fuel systems 1st edition)
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Consequently, when the centre pump stops, fuel is fed from the wing tanks. The A321 being a simplified version of the A320 varies slightly in that fuel is transferred to the wing tanks instead of flowing directly to the engines. When the transfer valves are opened, fuel tapped from the wing pumps is transmitted into the centre tank through jet pumps. This further creates a depressurization which sucks in fuel from the centre tank into the wing tanks. A transfer valve automatically closes when the affected wing tank is overfilled or when the centre tank is empty. Fig0-20 below are detailed schematics of an engine feed system showing the main feed tank, pumps, lines and control valves in their appropriate locations. The inboard section of the tank is where the feed system equipment is located and this section is bounded by a semisealed rib with flapper check valves that allow fuel to migrate inboard only. This has the effect of trapping fuel inboard which is desirable. The fuel boost pumps are located together on the lower skin of the collector cell. Two boost pumps are typically installed to allow dispatch of the aircraft with only one boost pump operative. There is also a suction feed check valve in the collector cell to allow the engine to suck fuel from the tank in the unlikely event of loss of both feed pumps. In this situation the suction capability of the engine fuel system will be limited to altitudes of about 20,000 ft or lower. The actual value of this operational limit will be established during flight testing of the aircraft as part of the certification process. A scavenge ejector pump is shown in the figure which is used to charge the collector cell.
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Figure 0-21: Engine feed system detailed schematics (courtesy of aircraft fuel systems 1st edition).
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fuselage or centre tanks. These pumps are normally activated by the level of fuel in the tanks they supply i.e. once the fuel reaches a certain level as measured by the fuel gauging system or level sensors, the transfer pumps begin to run until a pre-defined fuel level within the tank is attained. Transfer pumps are electrically operated at 115VAC 3phase electrical power driving an induction motor. As discussed in earlier sessions, the duty cycle of transfer pumps is not continuous as compared to booster pumps since it activates only at fuel tank level demand requirements. Figure0-21 shows a schematic of a typical override transfer system in a traditional three tank aircraft. Here centre tank fuel is consumed first by employing centre tank transfer pumps that produce significantly higher feed line pressures than the main feed boost pumps are capable of. So while the feed tank boost pumps operate continuously their outlet check valves are maintained closed by the override pump pressure so that all of the feed flow to the engine comes from the centre tank. Once the centre tank fuel has been depleted, the centre tank boost pumps are switched off allowing feed flow to be provided from the main feed tank boost pumps that automatically take over the engine feed task.
Figure 0-22: Override Transfer System Schematic (courtesy of aircraft fuel systems 1st edition).
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aircraft, ram air is not totally sufficient to pressurize the fuel system; hence pressure reduced bleed air is used to pressurize the system to an acceptable level by means of a pressure reducing valve (PRV). In many large transport aircraft, excess air is vented by means of pressure relief vent valves located at the top of the tanks. Also, air and fuel may be expelled via pipes into the surge tank. Float valves are situated at the pipe inlets in the main tanks to prevent large quantities of fuel being vented. Surge tanks located mostly at the wing tips allows fuel venting to occur without spillage. At the low end of functional complexity are float operated vent valves. These valves are relatively simple devices used to allow air to enter the vent lines and to close when exposed to fuel to prevent fuel from entering the vent system and, ultimately spillage overboard. Most float vent valves are direct acting (not pilot operated or pressure assisted) devices. They rely on the float buoyancy to close the valve and the float weight to cause the valve to reopen. A float vent valve in one of the simplest forms is illustrated in Figure0-22 below:
Figure 0-23: Direct acting float vent valve (courtesy of aircraft fuel systems 1st edition).
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6.7.1 AC System
In an AC System, information is conveyed using capacitance probes by means of an AC voltage signal modulated by the measured tank level (or capacitance) and fuel quantity. Although, the AC signaling technique is simpler hence more reliable and less expensive than a DC system, it is susceptible to Electro-Magnetic Interference (EMI- a form of disturbance that affects an electrical circuit due to the production of electric currents across a conductor moving through a magnetic field causing a production of voltage across the conductor also known as Electro-Magnetic Induction) requiring relatively heavy and expensive shielding cables (coaxial) and connectors to transmit signal making it difficult to maintain and slightly complex to install. This in the long run makes the DC system lesser in weight at top level aircraft weight requirements.
6.7.2 DC System
In a DC system, the probes are fed by a constant voltage and frequency signal from a probe drive unit. A rectified signal showing tank fuel level is fed to the processor as an analogue DC waveform. Considering the need for added and more complex components in the fuel tanks as compared to the AC system, the tendency to move towards this
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measuring solution is higher due to its weight saving potentials and superior EMI performance. Most large transport aircraft utilize the DC fuel measurement system.
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Figure 0-24: Jettison and Defuel System Schematic (courtesy of aircraft fuel systems 1st edition & airframe Systems 2nd edition).
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in the form of vapor through the vents and some may condense during flight on the fuel surface and on other cold surfaces. These may consequently freeze forming ice particles that can lead to filters being clogged or blocked. A clogged filter may result in pressure differential which may activate a by-pass valve to allow the contaminated fuel flow into the engines. Also, a pressure differential is created which activates a small pump on detection that subsequently injects methyl alcohol into the filter thus melting the ice and clearing the blockage. Water tends to accumulate inside the fuel tanks over time and can be drained during maintenance after settling in the tanks. Furthermore, the build-up of water may mean a suitable breeding ground for microbacterial growth which may result in the corrosion of system components as well as the aircraft skin panels. It may even adversely toil with the fuel gauging system. Bacteria may be removed and prevented from returning by using chemicals such as Biobar JF. These days, aircraft fuels are being treated with additives to prevent bacteria from forming.
6.11.1
Aviation Gasoline (AVGAS) is basically the term used for fuels that are used for piston operated engines. The most important property when considering AVGAS is the anti-knock rating. Just like all internal combustion engines, aircraft piston engines are designed to operate effectively and efficiently at a defined knock rating. AVGAS utilized must meet the engines defined value; although fuels having higher knock rating can be exploited without complications. On the contrary, fuels
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with lower knock rating than the engine was designed for must not be used for any reason. A second important feature of AVGAS is the fuels volatility to permit successful cold starting. The fuel must have a high volatility quotient to be able to vaporize for combustion at the lowest operating temperature. Currently, three variants of AVGAS are widely available namely; AVGAS80, AVGAS100 and AVGAS100LL. Amongst the three listed, AVGAS100LL (LL denotes a lower lead content) is the latest and best selling variant. It was created in a bid to come up with a universally acceptable variant.
6.11.2
AVTUR (Aviation Turbine Fuel) is the name given to the various categories of fuel used by turbine engines. As opposed to piston engines, jet engines are able to run reliably and efficiently well on basically all AVTUR variants and even run using AVGAS although with limited performance. The most important consideration when highlighting the properties of AVTUR is that it must be capable of being supplied to the engines over a wide range of operating conditions that the modern gas turbine engine is currently subjected to. AVTUR fuels are all kerosene based. There are basically three main types of AVTUR fuel used by both military and civil operations. They are; Jet A used at North American airports, Jet A-1 used world-wide including North America (also an AVTUR fuel known as Jet No.3 supplied at airports in mainland China although its properties are closely related to Jet A-1) and lastly Jet TS-1 normally supplied at airports in Russia and other parts of the eastern block. Jet TS-1 has been seen to possess superior low temperature performance as compared to Jet A-1; however it has a low flash point making it inferior to Jet A-1 from a safety point of view. Jet A-1 has become the fuel of choice for military aircraft with additives to prevent ice formation and effects of corrosion. This fuel is known as Jet A-1 (FSII) or AVTUR/FSII (Fuel System Icing Inhibitors), and by the
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USAs military as JP-8(+) with improved thermal stability additive. Corrosion inhibitors are also added to guard against corrosion of ferrous metal components in the fuel system and also improve the lubricating properties of the fuel.
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