Jet A specification fuel has been used in the United States since the 1950s and is usually not available outside the United States and a few Canadian airports such as Toronto and Vancouver, whereas Jet A-1 is the standard specification fuel used in the rest of the world other than the former Soviet states where TS-1 is the most common standard. Both Jet A and Jet A-1 have a flash point higher than 38 °C (100 °F), with an autoignition temperature of 210 °C (410 °F).

Freezing point
• Jet A's is −40 °C (−40 °F)
Jet A fuel must reach ASTM specification D1655

Typical physical properties for Jet A

	JET A	JET A-1
Flash point	38 °C (100 °F)
Autoignition temperature	210 °C (410 °F)
Freezing point	−40 °C (−40 °F)	−47 °C (−53 °F)
Max adiabatic burn temperature	2,500 K (2,230 °C) (4,040 °F) open air burn temperature: 1,030 °C (1,890 °F)
Density at 15 °C (59 °F)	0.820 kg/l (6.84 lb/US gal)	0.804 kg/l (6.71 lb/US gal)
Specific energy	43.02 MJ/kg (11.95 kWh / kg)	43.15 MJ/kg (11.99 kWh / kg)
Energy density	35.3 MJ/L (9.8 kWh / L)	34.7 MJ/L [13] (9.6 kWh / L)

Jet A specification fuel has been used in the United States since the 1950s and is usually not available outside the United States and a few Canadian airports such as Toronto and Vancouver, whereas Jet A-1 is the standard specification fuel used in the rest of the world other than the former Soviet states where TS-1 is the most common standard. Both Jet A and Jet A-1 have a flash point higher than 38 °C (100 °F), with an autoignition temperature of 210 °C (410 °F).

Freezing point
• Jet A-1's is −47 °C (−53 °F)
mandatory addition of an anti-static additive to Jet A-1

Jet A-1 fuel must meet:
• DEF STAN 91-91 (Jet A-1),
• ASTM specification D1655 (Jet A-1), and
• IATA Guidance Material (Kerosene Type), NATO Code F-35.

Typical physical properties for Jet A

	JET A	JET A-1
Flash point	38 °C (100 °F)
Autoignition temperature	210 °C (410 °F)
Freezing point	−40 °C (−40 °F)	−47 °C (−53 °F)
Max adiabatic burn temperature	2,500 K (2,230 °C) (4,040 °F) open air burn temperature: 1,030 °C (1,890 °F)
Density at 15 °C (59 °F)	0.820 kg/l (6.84 lb/US gal)	0.804 kg/l (6.71 lb/US gal)
Specific energy	43.02 MJ/kg (11.95 kWh / kg)	43.15 MJ/kg (11.99 kWh / kg)
Energy density	35.3 MJ/L (9.8 kWh / L)	34.7 MJ/L [13] (9.6 kWh / L)

Russian JP54 is an abbreviation for “Jet Propulsion, A1, Colonial Grade 54″. During the refining process only 15% of the crude oil is made up of JP54 the rest of the grade is used for different types of plastic. Developed by JP Morgan, Colonial grade JP54 was replaced by AVGAS also known as AVGAS100LL.

Actually most jet fuel exported from Russia is “JP54” or “Colonial JP54”. It is similar to “Jet A” except the the Specific Energy is 18.4 mj/kg compared to that of 42.8 mj/kg of “Jet A”.

Jet fuel is kerosene, and not a distillate like Gasoil/ Diesel. In the refinery, it separates above gasolines and parafins.

So, no airline will ever purchase “JP54”, there is no trading desk that will trade JP54 and you will find no oil company that sells “JP54”. They will sell Aviation fuel A1 enhanced to a variety of specifications, most usual, the Colonial Grade 54. There is no ticker on the commodity exchanges for “JP54” to allow you to see the market value of the product.

TS-1 is a jet fuel made to Russian standard GOST 10227 for enhanced cold-weather performance. It has somewhat higher volatility than Jet A-1 (flash point is 28 °C (82 °F) minimum). It has a very low freezing point, below −50 °C (−58 °F).

Additives

The DEF STAN 91-91 (UK) and ASTM D1655 (international) specifications allow for certain additives to be added to jet fuel, including:

Antioxidants to prevent gumming, usually based on alkylated phenols, e.g., AO-30, AO-31, or AO-37;

Antistatic agents, to dissipate static electricity and prevent sparking; Stadis 450, with dinonylnaphthylsulfonic acid (DINNSA) as a component, is an example

Corrosion inhibitors, e.g., DCI-4A used for civilian and military fuels, and DCI-6A used for military fuels;

Fuel system icing inhibitor (FSII) agents, e.g., Di-EGME; FSII is often mixed at the point-of-sale so that users with heated fuel lines do not have to pay the extra expense.

Biocides are to remediate microbial (i.e., bacterial and fungal) growth present in aircraft fuel systems. Currently, two biocides are approved for use by most aircraft and turbine engine original equipment manufacturers (OEMs); Kathon FP1.5 Microbiocide and Biobor JF.

Metal deactivator can be added to reduce the negative effects of trace metals on the thermal stability of the fuel. The one allowable additive is the chelating agent salpn (N,N′-bis(salicylidene)-1,2-propanediamine).

As the aviation industry's jet kerosene demands have increased to more than 5% of all refined products derived from crude, it has been necessary for the refiner to optimize the yield of jet kerosene, a high-value product, by varying process techniques.

New processes have allowed flexibility in the choice of crudes, the use of coal tar sands as a source of molecules and the manufacture of synthetic blend stocks. Due to the number and severity of the processes used, it is often necessary and sometimes mandatory to use additives. These additives may, for example, prevent the formation of harmful chemical species or improve a property of a fuel to prevent further engine wear.