Hubbry Logo
JP-8JP-8Main
Open search
JP-8
Community hub
JP-8
logo
7 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
JP-8
JP-8
JP-8
View on Wikipedia
from Wikipedia

JP-8, or JP8 (for "Jet Propellant 8"), is a jet fuel, specified and used widely by the US military. It is specified by MIL-DTL-83133 and British Defence Standard 91-87, and similar to commercial aviation's Jet A-1, but with the addition of corrosion inhibitor and anti-icing additives.

It was first introduced at NATO bases in 1978. Its NATO code is F-34.

Usage

[edit]

The United States Air Force replaced JP-4 with JP-8 completely by the end of 1995, to use a less flammable, less hazardous fuel for better safety and combat survivability.[1] In 2014, they completed the process of converting all JP-8 installations within the continental United States to instead use commercial Jet A-1 fuel with additional additives.[2] Installations in Alaska still utilize JP-8 in place of Jet A-1 because of its better suitability in cold weather environments.[3]

JP-8 is formulated with an icing inhibitor, corrosion inhibitor–lubricants, and antistatic agents, and contains less benzene (a carcinogen) and n-hexane (a neurotoxin) than JP-4. However, it also smells stronger than JP-4. JP-8 has an oily feel to the touch, while JP-4 feels more like a solvent.

The United States Navy uses a similar formula, JP-5. JP-5 has an even higher flash point of > 140 °F (60 °C), but also a higher cost. The U.S. Navy Seabees use JP-8 in construction and tactical equipment.

Single-fuel concept

[edit]

JP-8 was specified in 1990 by the U.S. government as a replacement for government diesel fueled vehicles. This is in the wider context of the 1986 NATO Single-Fuel Concept agreement, in which F-34 (JP-8) is to replace F-54 (diesel fuel) in land vehicles and F-40 (JP-4) in land-based turbine aircraft to simplify logistics.[4] It is also used as coolant in engines and some other aircraft components.

Beyond use in vehicles from trucks to tanks[5] to planes, JP-8 is used in U.S. Army heaters and stoves.[6][7]

Problems

[edit]

Diesel problems

[edit]

When used in highly turbocharged diesel engines with the corresponding low compression ratio (e.g. 14:1 or lower), JP-8 causes troubles during cold start and idling due to low compression temperatures and subsequent ignition delay because the cetane index is not specified in MIL-DTL-83133G to 40 or higher. Because lubricity to the BOCLE method is not specified in MIL-DTL-83133G, modern common-rail diesel engines can experience wear problems in high-pressure fuel pumps and injectors. Another problem in diesel engines can be increased wear to exhaust valve seats in the cylinder heads, because a maximum sulfur content is not specified in MIL-DTL-83133G. Sulfur in fuel normally contributes to a build-up of soot layers on these valve seats. According to the notes in this standard, it is intended to include a cetane index value in one of the next releases.[citation needed] MIL-DTL-83133J sets the maximum sulfur content at 0.30%. It however only requires a cetane number of 40 after addition of FT-SPK (synthetic jet fuel).[8]

The use of jet fuel in diesel engines has caused some minor issues, none of which were discovered in the Fort Bliss test with JP-8. During Desert Shield and Desert Storm, commercial Jet A1 was used as the single-fuel and failed engines with Stanadyne fuel-injection pumps missing an elastomer insert retrofit.[9] Other than that, JP-8 slightly reduces torque and fuel economy due to its lower density and viscosity compared to diesel fuel. Engine modification can offset this issue.[10]

Health concerns

[edit]

Workers have complained of smelling and tasting JP-8 for hours after exposure. As JP-8 is less volatile than standard diesel fuel, it remains on the contaminated surfaces for longer time, increasing the risk of exposure.[11]

In 2001, Texas Tech University's Institute of Environmental and Human Health and the United States Air Force conducted an 18-month study of the health effects of JP-8 on 339 active duty personnel at six US Air Force installations. The study found that Air Force workers who were exposed to JP-8 were no more likely to seek medical attention than workers who were not exposed to JP-8 on the job.[12]

Variants

[edit]

JP-8+100 (F-37) is a variant of JP-8 augmented with the additive Spec-Aid 8Q462, also known as Aeroshell Performance Additive 101, created by BetzDearborn (now GE Betz).[13] The additive increases the thermal stability of JP-8 by 100°F (56°C), hence the designation "+100". Spec-Aid 8Q462 was introduced in 1994 to reduce choking and fouling in engine fuel systems and is a combination of a surfactant, metal deactivator, and an antioxidant. It is added to JP-8 at a ratio of 256 ppm to create JP-8+100, at an added cost of $5 per 1000 gallons of fuel.[14] Commercially, this additive is used in police helicopters in Tampa, Florida.[citation needed] JP-8+100 is also used for Canadian Forces CP-140 Aurora, CC-130 Hercules, CF-18 Hornet and the CC-115 Buffalo.

F-35 is a variant without icing inhibitor. The only required additive is a static dissipater.[8]

JP-8+100LT is a variant of JP-8+100, with additives to facilitate low-temperature performance. It is considered as a logistically friendly low-cost replacement of the JPTS fuel for the Lockheed U-2 airplane.[14]

F-24 is commercial Jet A fuel (ASTM D1655) with the additive package required for JP-8 (SDA, CI/LI, FSII) added by the military.[15] The intention is to lower costs by using commercially available fuel. The resulting fuel has identical properties to JP-8, save for a higher freezing-point specification.[16] The U.S. military has switched to F-24 in domestic (excluding Alaska) sites in 2012.[17] In 2018, it was found that the F-24 mixture could deteriorate during transport causing much reduced thermal stability, but addition of the +100 (8Q462) additive was enough to salvage degraded fuel.[18]

F-27 is F-24 with the +100 additive package.[15]

JP-8+225 is a planned variant of JP-8 that increases thermal stability by 225 °F (125 °C). Such a fuel would match the thermal stability of JP-7 and become a lower-cost replacement should it exist.[19]

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

JP-8

View on Grokipedia
from Grokipedia
JP-8, or Jet Propellant 8 (also designated F-34), is a kerosene-based fuel standardized for use by the (DoD) in and compatible ground systems. Specified under military detail specification MIL-DTL-83133, it consists of a refined distillate derived from , tar sands, or , with a range typically between 163°C and 287°C, a maximum freezing point of -47°C, and a minimum of 38°C. Unlike commercial Jet A or Jet A-1 fuels, JP-8 mandates the inclusion of performance-enhancing additives, including a static dissipator additive (SDA) for electrical conductivity (150–450 pS/m), a /lubricity improver per MIL-PRF-25017, and a (FSII) per MIL-DTL-85470 to prevent ice formation in fuel lines during high-altitude operations. Optional additives may include antioxidants (17.2–24.0 mg/L) and metal deactivators for enhanced stability. Adopted by the DoD in the 1980s as part of the "single-fuel-forward" concept to streamline by using one fuel for both and ground vehicles, JP-8 replaced earlier fuels like and became the primary for the U.S. by 1996. Its initial large-scale use began in the late 1970s for U.S. operations in , with allies gradually converting to it as their standard by the early 1990s. As of the early 2000s, the DoD and its partners consumed approximately 5 billion gallons of JP-8 annually, supporting engines in , helicopters, and authorized diesel/ ground equipment such as generators and tactical vehicles. Since 2014, the U.S. Air Force has transitioned to F-24 (NATO designation for commercial Jet A with JP-8 additives) for use in the continental United States (CONUS) to achieve cost savings while maintaining equivalent performance, while JP-8 remains the standard elsewhere. As of 2025, JP-8 supports blends with up to 50% sustainable aviation fuels in platforms like the F-35. JP-8's formulation provides superior low-temperature performance and operational safety compared to commercial equivalents, with a lower freezing point (-47°C versus -40°C for Jet A) and additives that reduce , static buildup, and icing risks in harsh environments. However, its complex mixture of hydrocarbons (primarily paraffins, naphthenes, and aromatics, with sulfur limited to 0.3% by mass) has raised health and environmental concerns, prompting toxicological studies by agencies like the Agency for Toxic Substances and Disease Registry (ATSDR). Variants include F-35 (JP-8 without FSII for warmer climates) and JP-8+100 ( F-37), which incorporates a thermal stability improver to raise the fuel's decomposition temperature by 100°F for advanced high-performance engines.

Usage

Single-fuel concept

The single-fuel concept, also known as "Single Fuel Forward," is a U.S. Department of Defense (DoD) policy mandating the use of JP-8 as the primary fuel for all land-based air and ground forces during contingency operations, including aircraft, ground vehicles, generators, and other equipment. This approach aims to consolidate fuel types to minimize logistical complexities on the battlefield, where multiple fuel varieties previously complicated supply chains. Originating from post-World War II efforts to simplify after experiences with diverse fuels like motor gasoline and aviation gasoline, the concept gained formal structure in the late 1980s. The adopted the single fuel forward policy mandating JP-8 via DoD Directive 4140.43 in 1988, which required JP-8 for all deployed forces except in cases where alternatives like JP-5 were necessary for shipboard use. Implementation of the single-fuel concept involved phased conversions across U.S. military theaters. had transitioned by 1988, while the Continental United States (CONUS) completed the process by 1996; Korea also by 1996, following a demonstration at from 1989 to 1991 that successfully operated 2,857 vehicles on JP-8 without catastrophic failures. The policy was first applied in combat during Operation Just Cause in 1989 using JP-5, and prominently in Operations Desert Shield and Desert Storm in 1990–1991 with JP-8 and its international equivalent, Jet A-1. allies aligned with a similar under the "Single Fuel Concept," converting to F-34 (equivalent to JP-8 with additives) by 1988, except for in 1996, to ensure interoperability in joint operations. This harmonization reduced the need for separate fuel infrastructures, enabling shared logistics in multinational exercises and deployments. The policy remains in effect as of 2025, continuing to standardize JP-8 use across DoD operations. The primary benefits of the single-fuel concept center on logistical efficiency and operational safety. By eliminating the transport and storage of multiple fuels—such as diesel, , and specialized aviation variants— the DoD reduced supply chain vulnerabilities and cut associated costs, as a single or could support diverse equipment. JP-8's high of 100°F (38°C) enhances safety compared to more volatile fuels like , minimizing fire risks in combat zones, while its base provides better long-term stability and cold-weather performance. Maintenance advantages include cleaner combustion, which extends filter life and reduces and . However, the policy requires equipment compatibility modifications, such as addressing JP-8's lower lubricity for diesel engines, to fully realize these gains.

Problems

Diesel problems

JP-8, while formulated for aviation use, encounters several challenges when employed as a substitute for in compression-ignition engines under the military's single-fuel concept. Its , which ranges from 29 to 51 with a mean of 43.9, is often lower and more variable than that of conventional (typically 40-55), leading to extended ignition delays of approximately 30% for every 10-point cetane decrease. This results in higher rates of pressure rise during (10-36% increase compared to diesel), potentially causing elevated , , and mechanical stress on engine components. Operational performance is also impacted, with reported power losses of 2-10% under standard conditions and up to 25% at elevated temperatures (e.g., 165-190°F), necessitating detuning or modifications such as redesigned bowls and smaller nozzles to maintain reliability. Cold starting poses a particular difficulty due to JP-8's lower volatility compared to diesel, despite its lower minimum of 38°C (versus ~52°C for diesel), which can prolong cranking times and increase emissions of unburned hydrocarbons during startup, exacerbating operator exposure to vapors. Additionally, the 's low volatility contributes to , where carbon deposits accumulate in chambers and exhaust systems over time. Although JP-8 includes mandatory additives like the /lubricity improver (CI/LI) per MIL-PRF-25017 (9-24 g/m³ dosage), which enhances fuel system protection and reduces wear in rotary pumps and injectors, inconsistencies in additive concentration or compatibility with modern common-rail systems can still lead to accelerated component degradation. High-sulfur variants of JP-8 (up to 2870 ppm sulfur) further complicate durability by elevating levels and particulate matter in exhaust, promoting and in (EGR) coolers, though sulfuric acid condensation remains negligible under typical operating temperatures. Emissions profiles differ from diesel, with generally lower polycyclic aromatic hydrocarbons (PAHs) but potentially higher and smoke under certain loads, requiring afterburners or other mitigation for compliance.

Health concerns

JP-8, a kerosene-based widely used by the U.S. , poses risks primarily through occupational exposure among , , and personnel via of vapors and aerosols, dermal contact during refueling or handling, and rarely . Acute exposure can cause to the eyes, , , and , along with neurological symptoms such as , , , and coordination difficulties, as observed in human case reports and controlled studies at concentrations around 140 mg/m³ for short durations. Chronic inhalation exposure, common in military settings, has been associated with subtle neurobehavioral effects, including deficits in , , visuospatial performance, and mood regulation, based on epidemiological studies of handlers showing slight evidence of these outcomes after years of service. Respiratory effects from prolonged exposure include decreased lung function, symptoms like and dyspnea, and potential immunotoxicity, with animal models demonstrating alveolar damage and at levels as low as 500 mg/m³ over intermediate durations. Dermal exposure leads to , , and dryness, particularly in areas of repeated contact, while animal studies indicate possible systemic absorption contributing to hepatic and hematological changes at doses exceeding 500 mg/kg/day. Recent studies (as of 2025) have further documented associations with respiratory effects in 36% of jet fuel-specific human studies and ongoing cohort research examining long-term neurologic, cognitive, and cancer risks. Regarding carcinogenicity, human data are limited, with slight evidence linking occupational JP-8 exposure to increased risks of and cancers, though factors like co-exposures complicate attribution; animal dermal studies show tumors at chronic doses of 250 mg/kg/day, but carcinogenicity remains unestablished. Reproductive and developmental effects are not clearly demonstrated in humans, though rodent studies report reduced fetal weight and behavioral changes at oral doses around 325 mg/kg/day. Overall, while no deaths or severe organic illnesses are directly attributed to JP-8 in published human reports, the fuel's components, including and PAHs, warrant ongoing monitoring, with the Agency for Toxic Substances and Disease Registry noting data gaps in long-term outcomes. Military health programs emphasize protective measures like ventilation and to mitigate these risks.

Variants

The military specification MIL-DTL-83133H covers three grades of kerosene-type aviation turbine fuel: JP-8 ( F-34), F-35, and JP-8+100 ( F-37). JP-8 ( F-34) requires mandatory additives including a static dissipator additive (SDA) for electrical conductivity (150–600 pS/m), a /lubricity improver, and a (FSII). Optional additives such as antioxidants and metal deactivators may be included for stability. NATO F-35 is equivalent to JP-8 but omits the mandatory FSII, making it suitable for operations in warmer climates where fuel icing is not a concern. It requires SDA (50–600 pS/m) and may include corrosion inhibitor/lubricity improver, antioxidants, and metal deactivators as needed. JP-8+100 (NATO F-37) builds on JP-8 by incorporating a thermal stability improver (per NATO S-1749) to enhance fuel performance in high-heat conditions, raising the decomposition temperature by approximately 100°F (38°C). It maintains the full JP-8 additive package with SDA at 150–700 pS/m and requires qualification for use in advanced engines. F-24 (NATO) is the designation for commercial Jet A aviation fuel blended with the same additive package as JP-8, providing equivalent performance. The U.S. Air Force completed its transition to F-24 for use at all stateside installations by October 2014, replacing JP-8 in the Continental United States (CONUS) for cost savings of approximately $25.5 million annually and logistical benefits, while maintaining interoperability with NATO standards. The specification also permits blending up to 50% synthesized paraffinic kerosene (SPK), such as from Fischer-Tropsch synthesis or hydroprocessed esters and fatty acids (HEFA), to support alternative fuel integration while meeting performance requirements.

References

  1. http://everyspec.com/MIL-SPECS/MIL-SPECS-MIL-DTL/download.php?spec=MIL-DTL-83133E.027733.pdf
  2. https://apps.dtic.mil/sti/tr/pdf/ADA197270.pdf
  3. https://www.ncbi.nlm.nih.gov/books/NBK207616/
  4. https://apps.dtic.mil/sti/tr/pdf/ADA186752.pdf
  5. https://www.ncbi.nlm.nih.gov/books/NBK207632/
  6. https://www.af.mil/News/Article-Display/Article/547593/air-force-completes-historic-fuel-conversion/
  7. https://www.airandspaceforces.com/lockheed-certifies-f-35-sustainable-fuels/
  8. https://www.atsdr.cdc.gov/toxprofiles/tp121-c4.pdf
  9. https://apps.dtic.mil/sti/tr/pdf/ADA308981.pdf
  10. https://www.army.mil/article/88819/arls_combustion_lab_sparks_studies_that_could_lead_to_jp_8_super_engine
  11. https://www.globalsecurity.org/military/library/report/2005/050300-concept.htm
  12. https://www.nato.int/docu/logi-en/1997/lo-15a.htm
  13. https://mwi.westpoint.edu/an-albatross-around-the-us-militarys-neck-the-single-fuel-concept-and-the-future-of-expeditionary-energy/
  14. https://www.[globalsecurity.org](/page/GlobalSecurity.org)/military/library/report/2005/050300-concept.htm
  15. https://apps.dtic.mil/sti/tr/pdf/ADA481082.pdf
  16. https://www.sciencedirect.com/science/article/abs/pii/S0016236104001620
  17. https://quartermaster.army.mil/pwd/papers/jet-a1_vs_jp8.pdf
  18. https://apps.dtic.mil/sti/citations/ADA480006
  19. https://www.ncbi.nlm.nih.gov/books/NBK592022/
  20. https://www.publichealth.va.gov/exposures/petroleum/jet_fuels.asp
  21. https://www.sciencedirect.com/science/article/pii/S0160412025000297
  22. https://ehjournal.biomedcentral.com/articles/10.1186/s12940-020-00690-y
  23. https://www.medrxiv.org/content/10.1101/2025.08.12.25333531v1.full-text
  24. https://apps.dtic.mil/sti/tr/pdf/ADA399728.pdf
  25. http://everyspec.com/MIL-SPECS/MIL-SPECS-MIL-DTL/download.php?spec=MIL-DTL-83133H.037894.PDF
Add your contribution
Related Hubs
User Avatar
No comments yet.