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Aviation History
1962
1962 - 0832.PDF
830 FLIGHT International, 24 May I%2 ICING CONFERENCE . Fuel Freezing Problems In a paper by P. G. Edgington and G. Errington, of BP, the overall position with regard to low-fuel-tem perature problems and operation can be summarized as follows:—• The use of a — 50°C freeezing point fuel plus fuel heating would appear to offer the most satisfactory solution for present-day commercial turbine-powered aircraft operation. Fuel heating does have limitations. It does not protect tanks or vital components positioned upstream of the engine 1-p filter and flowmeter. For military operations, where extremely low fuel temperatures (below — 50°C) may occur in flight or on the ground, an anti-icing additive might offer the best protection. Use of anti-icing additives instead of fuel heaters could be attractive to the commercial operators from an economic consideration. Notwithstanding the advantages to be gained from using an anti- icing additive, engine manufacturers may still insist upon the use or intermittent fuel heating in addition to additives. It is doubtful whether a pumpability limit test will be written into fuel specifications as a replacement for freezing point. "With the possible introduction of supersonic aircraft into service within the next 7-10 years the low temperature picture may alter completely. The problem will be mainly one of high-tempera ture operation and of keeping the fuel cool. It may be possible to relax the freezing point requirements of aviation turbine fuel to — 40°C or higher thereby increasing availability. Anti-icing addi tives of an improved type could well replace fuel heating for system protection on the rare occasions when low fuel temperatures prevail." ALPINE CHASSEURS For these magnificent pictures we are indebted to the Information Dept of the Swiss Air Force and Anti-aircraft Command. At right is a Vampire FB.6; below are Hunter F.6s "«
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