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post #11 of 30 Old 12-01-2007, 10:27 AM
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Quote:
Originally Posted by duck View Post
I don't think it would be a good idea, but it can be done. What type of fuel is it. There are several varieties, each with different characteristics. We have certain restrictions with running anything other than JP8 in our aircraft.
The military uses JP-5 and JP-8 to run Humvees, 5-ton corgo trucks, Generators, and pretty much anything else that runs on diesel.

But think about those engines, Cummins, Gm 6.2 and 6.5 and the 4 cylinder diesel engines in the mep-5 generators. They all have a different injection system. Then what is on our trucks.


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post #12 of 30 Old 12-01-2007, 10:30 AM
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My Ex filled my ex with jet fuel that came out of a plane that he worked on without my knowlege. I wouldn't recommend it. Part of what happened to me is due to the fact the fuel had some water in it, but I had told him NO from the beginning. If it was meant to run on jet fuel my Excursion would have wings...

There are no positives to running jet fuel in a vehicle not made for it. Why take the risk? 3 fuel filters and a lot of headache later my truck finally got back to running normally.

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post #13 of 30 Old 12-01-2007, 10:33 AM
Turnin' JP8 into noise!
 
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Here is some info on the different types of jet fuel:

AVIATION TURBINE FUEL (JET FUEL)

CIVIL JET FUELS

Aviation turbine fuels are used for powering jet and turbo-prop engined aircraft and are not to be confused with Avgas. Outside former communist areas, there are currently two main grades of turbine fuel in use in civil commercial aviation : Jet A-1 and Jet A, both are kerosene type fuels. There is another grade of jet fuel, Jet B which is a wide cut kerosene (a blend of gasoline and kerosene) but it is rarely used except in very cold climates.

JET A-1

Jet A-1 is a kerosene grade of fuel suitable for most turbine engined aircraft. It is produced to a stringent internationally agreed standard, has a flash point above 38C (100F) and a freeze point maximum of -47C. It is widely available outside the U.S.A. Jet A-1 meets the requirements of British specification DEF STAN 91-91 (Jet A-1), (formerly DERD 2494 (AVTUR)), ASTM specification D1655 (Jet A-1) and IATA Guidance Material (Kerosine Type), NATO Code F-35.

JET A

Jet A is a similar kerosene type of fuel, produced to an ASTM specification and normally only available in the U.S.A. It has the same flash point as Jet A-1 but a higher freeze point maximum (-40C). It is supplied against the ASTM D1655 (Jet A) specification.

JET B

Jet B is a distillate covering the naphtha and kerosene 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. In Canada it is supplied against the Canadian Specification CAN/CGSB 3.23

MILITARY

JP-4

JP-4 is the military equivalent of Jet B with the addition of corrosion inhibitor and anti-icing additives; it meets the requirements of the U.S. Military Specification MIL-DTL-5624U Grade JP-4. (As of Jan 5, 2004, JP-4 and 5 meet the same US Military Specification). JP-4 also meets the requirements of the British Specification DEF STAN 91-88 AVTAG/FSII (formerly DERD 2454),where FSII stands for Fuel Systems Icing Inhibitor. NATO Code F-40.

JP-5

JP-5 is a high flash point kerosene meeting the requirements of the U.S. Military Specification MIL-DTL-5624U Grade JP-5 (as of Jan 5, 2004, JP-4 and 5 meet the same US Military Specification). JP-5 also meets the requirements of the British Specification DEF STAN 91-86 AVCAT/FSII (formerly DERD 2452). NATO Code F-44.

JP-8

JP-8 is the military equivalent of Jet A-1 with the addition of corrosion inhibitor and anti-icing additives; it meets the requirements of the U.S. Military Specification MIL-DTL-83133E. JP-8 also meets the requirements of the British Specification DEF STAN 91-87 AVTUR/FSII (formerly DERD 2453). NATO Code F-34.

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post #14 of 30 Old 12-01-2007, 10:38 AM
Turnin' JP8 into noise!
 
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All military vehicles/generators are required to be able to run on JP5/JP8 as an emergency or primary fuel because it's the same fuel run in our aircraft and tanks. They run diesel most of the time, though.

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post #15 of 30 Old 12-01-2007, 10:51 AM
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Hi there from a Retired A&P mechanic :: YES YES YES U can add some lubricant to it ie Staydine etc Power service a little oil if it ake you fel better... Years ago I was hte chief Inspector for Mississippi vally airlines( A regional for UNITED ), Now every night we would drain the sumps on the aircraft. I ran my benz for over 3 years on the stuff ,also burned it in a kerosun heeter in the shop..Good stuff Now you do as you wish however i have about 5 yrs experence in running jet fuel in diesel engines... NO PROBLEMS>>>> BILL

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post #16 of 30 Old 12-01-2007, 12:48 PM Thread Starter
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Good stuff. Mississippi Valley. I used to fly for Air Wisconsin. Quit last year. Thanks for all the info. I will probably try a small amount mixed in with the diesel and see how it runs . The truck is for sale anyway..HAHA ...
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post #17 of 30 Old 12-01-2007, 02:01 PM
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I am curious. Why do you drain the vents or sumps in jets ? What is the scoop?
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post #18 of 30 Old 12-01-2007, 02:11 PM
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Drains the water off and any contaminents.

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post #19 of 30 Old 12-01-2007, 02:19 PM
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I ran jp-4 in a 6.9 IDI. I wouldn't do it in a powerstroke.

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post #20 of 30 Old 12-01-2007, 02:30 PM
Let's go B's!!!!

 
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Quote:
Originally Posted by RRRDAD View Post
The truck is for sale anyway..HAHA ...
Man that ain't right.
I can see a future post form a powerstroke.org rookie now......"The previous owner must have been p!ss!ng in the fuel tank or something, HELP, How do I fix it?"
Anyway looking at the risk vs. reward....Not worth the chance IMHO.

Good Luck

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4" BDS, 35x13.50 Cooper STT on 20x10 Black Rockstars, and other stuff.....310,000 miles and counting...
<><
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