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3
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81555227388
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It is generally accepted that some modern common-rail diesel engines are experiencing performance issues because of various ULSD issues. Both nozzle coking and internal injector deposits compromise engine performance. These deposits are of three different types: (1) salts of polymeric dispersants [i.e. polyisobutylene succinimide (PIBSI) chemistry], (2) fuel-additive-derived carboxylate soaps, and (3) fuel oxidative degradation products. For more details see; Fuels Technische Akademie Esslingen (TAE) papers (accessed at)
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It is generally accepted that some modern common-rail diesel engines are experiencing performance issues because of various ULSD issues. Both nozzle coking and internal injector deposits compromise engine performance. These deposits are of three different types: (1) salts of polymeric dispersants [i.e., polyisobutylene succinimide (PIBSI) chemistry], (2) fuel-additive-derived carboxylate soaps, and (3) fuel oxidative degradation products. For more details see Ullmann, J.; Gedulig, M.; Bosch, R.; Stutzenberger, H.; Caprotti, R.; Balfor; Hess, D. Effects of Fuel Impurities and Additive Interactions on the Formation of Internal Diesel Injector Deposits. Fuels Technische Akademie Esslingen (TAE) papers (accessed at www.infineum.com).
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Effects of Fuel Impurities and Additive Interactions on the Formation of Internal Diesel Injector Deposits
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Ullmann, J.1
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It is likely that fuel additive companies will soon solve the first two deposit issues. The third type of deposit issue is the focus of this paper. For a mechanistic proposal to account for jet and low-sulfur diesel oxidative deposits, see
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It is likely that fuel additive companies will soon solve the first two deposit issues. The third type of deposit issue is the focus of this paper. For a mechanistic proposal to account for jet and low-sulfur diesel oxidative deposits, see Beaver, B.; Gao, L.; Burgess-Clifford, C.; Sobkowiak, M. Energy Fuels 2005, 19, 1574-1579
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Beaver, B.1
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Sobkowiak, M.; Griffith, J. M.; Wang, B.; Beaver, B. Energy Fuels 2009, 23 (4) 2041-2046
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Tucson, AZ, For other examples of in flight filter blockages, visit
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Wrigley, K.; Hoskin, D. Proceedings of the 10th International Conference on Stability Handling Liquid Fuels, Tucson, AZ, 2007. For other examples of in flight filter blockages, visit www.caa.govt.nz/safety-info/fuel-22mar04.htm.
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It has been suggested that the in-flight fuel filter blockage incidents in the early 2000s are due to fuels only being "dirty". (7) This argument is consistent with the general absence of carbon compounds in the elemental analysis for some filter deposits. However, an oxidation-induced fuel viscosity increase (i.e., a piezoviscosity effect) could also conceivably be consistent with the absence of hydrocarbon deposits in the fuel filter. (8) The "dirty" fuel hypothesis suggests that in 2002-2003 the fuel handling system globally was having problems providing clean, dirt-free, fuel. Presumably, something happened in the early 2000s in the fuel system that was different from previous years, when there were a "normal" number of in-flight filter blockage incidents and jet fuels were by and large dirt-free. Possibly an increase in the volume of fuel moving through the system could explain the "dirty" fuel hypothesis. However, it is most likely that global jet fuel consumption in 2002 was less than in the previous few years because of a general air travel decline, owing to 9/11 (events of 9/11/01 in the U.S.A.). An analysis of U.S. jet fuel production suggests that jet fuel production rapidly grew through the early 1990s, leveled off in the late 1990s and early 2000s, and declined slightly in 2002 (http://www.eia.doe.gov/dnav/pet/ hist/LeafHandler.ashx?n=PET&s=WKJRPUS2&f=4).
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These data are from a reported engine rollback because of a partial ice blockage of the FOHE; engine rollbacks have occurred during two different commercial flights in 2008. Reports on this incident are available online at the Air Accidents Investigation Branch () under a search for accidents to Boeing 777-236ER, G-YMMM. (see supporting information for additional details)
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These data are from a reported engine rollback because of a partial ice blockage of the FOHE; engine rollbacks have occurred during two different commercial flights in 2008. Reports on this incident are available online at the Air Accidents Investigation Branch (www.aaib.gov.uk) under a search for accidents to Boeing 777-236ER, G-YMMM. (see supporting information for additional details).
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