Kerosene and ATF

By ATF, do you mean Aviation Turbine Fuel?

As I know, boht Kerosene and ATF (Aviation Turbine Fuel) are cuts from crude distilling process. None additives per se will produce ATF from Kerosene. You will need make some adjustments in the tower (P, T) to obtain ATF instead of Kerosene or the ratio wanted.

BSChE.

As stated by Jolsac, ATF is produced from approximately the same crude oil distillation cut as kerosene. There is no additive that will convert kerosene to ATF. Oil refineries produce their finished ATF product by further processing their raw ATF cut from the crude oil distillation. That further processing includes "treating" to remove organic sulfur compounds such as mercaptans and, in some cases, processing to reduce the pour point (i.e., approx. the freezing point).

Crude oil is fed to the distillation column where straight-run light and heavy gasoline, kerosene, and diesel are separated at atmospheric pressure. The bottoms from the atmospheric column are vacuum distilled to obtain gas oils for FCC or hydrocracker feed. The gas oils may be hydrotreated to reduce sulfur and nitrogen to levels that will improve the performance of the FCC process. (fluidized catalytic conversion)

Previously, the vacuum resid might have been used as a low-value, high-sulfur fuel oil for onshore power generation or marine fuel. But to remain competitive, refiners must wring as much high-value product as possible from every barrel of crude. As a result, the vacuum resid may be sent to a resid conversion unit, such as a resid cracker, solvent extraction unit, or coker. These units produce additional transportation fuel or gas oils, leaving an irreducible minimum of resid or coke.

The jet fuel produced by a refinery may be all straight-run or hydroprocessed product, or it may be a blend of straight-run, hydroprocessed, and/or hydrocracked product. Small amounts of heavy gasoline components also may be added. Straight-run kerosene from low-sulfur crude oil may meet all the jet fuel specification properties. But straight-run kerosene is normally upgraded by Merox treating, clay treating, or hydrotreating before it can be sold as jet fuel.

I agree with sirius1845's statement that straight-run kerosene is normally upgraded by Merox treating, clay treating, or salt treatment before it can be sold as jet fuel. But after all these treating has been completed, an additive called ANTI STATIC (which is in a package) is mixed with the fuel to bring the final product of jet fuel....My question is, what are the other additives we can add instead of this ANTI STATIC....and why refineries are using only this ANTI STATIC....Is there any special property in it?

Where I work, there are two 175 megawatt gas turbine generators which normally run on natural gas. However, the back-up fuel is kerosene. I don't really know if there are any additives. If so, they are not identified.

I suppose you need adidtives to be added when you use kerosene or ATF for applications like Internalcombustion engines In very low temperature parts of the world to improve lubricity of fuel and protect ingector nozzels.

crm

Refineries uses Anti-static, basically, for two reasons, because the risk of explosion during storage of the fuel and because the conditions where it will be burnt (pressures and temperatures at flying height); Anti-freezing is also used.

Jet A is the industry term, REQUIRES the addition of both anti-icing and anti-static additives. The specified additives MUST be used and in the concentrations specified. These may be added when dispensed into delivery trucks, however, most pipelines require the full additive complement prior to entrance to the pipeline. Bacteria control in the typical 'water bottoms' in the storage tanks is critically important.

Since this fuel, like all aviation fuels, is 'life critical', great care and attention to the details is vital.

Esoteric specifications of Jet A like 'smoke point, heat of combustion, water separation index, etc are there because the turbine engines need fuels of meeting those MINIMUM specifications to perform reliable and safely.

For example, during take-off power setting, the high temperature portions of the engine (combustors and power turbine section blades) will overheat if the fuel has a high smoke point because the high luminosity flame radiates more heat than a 'low smoke point' fuel which has a lower luminosity flame.

In summary, it requires a lot more than cut point adjustment and/or additives to manufacture 'Aviation Turbine Fuel.' It requires careful analysis, testing, and detailed planning of the crude mix, refining processes, and storage facilities and handling to ensure production of on-spec ATF.