My experience with Biobor JF began in 1980 when I became chief pilot of a corporation that owned jet-powered aircraft. As chief pilot I was also charged with the oversight of the maintenance department of the fleet.
The jets we operated were subject to regular X-ray inspections for corrosion, especially of the lower wing-skins which not only served double-duty as the bottom of the fuel tanks, but also were primary structural strength of the wing. (Imagine that the wing will “bend” upwards in-flight and the lower wing skins became stressed in tension while resisting that wing bending moment..) The tolerances for corrosion-damage were stringent, and repair was breath-takingly expensive.
Airplanes ascend from the humid lower-atmosphere up into and above the troposphere where the outside air temp was commonly -50 degrees F. The fuel becomes refrigerated and is often below Zero-F before descent. Fuel being consumed during the flight, (measured in thousands-of-pounds-per-hour) creating huge air-space in the fuel tanks (known as “ullage”) …now the airplane descends down into the humid lower-levels…and while consuming fuel the humid air (along with the fungal/bacterial spores it contains) enters the vented tanks as the fuel is consumed.
This humid, infected air introduces moisture into a cold wing. Condensation will form on the inside surfaces of the wing, runs down into the tanks, and …water being heavier than fuel, sinks to the bottom of the tanks. The bacteria/fungus spores germinate in the water which settled at the tank-bottom…and consume the fuel as “food”. Their body—wastes create a “mat” of slimey, congealed mass which not only blocks filters but is also acidic and corrodes the tank bottoms that are part of the strength of that wing.
Bad Ju-Ju. …(a technical aviation-term). Expensive if you allow it to remain because the X-rays will show the corrosion which must be treated…and, if bad enough, the lower wing skns must undergo expensive repair and/or replacement to restore the required structural strength.
It’s much better to Prevent the damage than to have to repair it. Allowed to advance too far and the entire airplane becomes scrap.
The aircraft manufacturers required a solution that the engine manufacturers would accept…because anything you add to the fuel to fight the biologicals…must also be consumed and burned-up without.damage to the engine OR cause any issues with the engine continuing to operate without loss of reliability.
The FAA and Aircraft Airframe and Aircraft Engine manufacturers approved only a few products for this purpose…and the product our mfr’s universally approved was “Biobor JF”.
There have been comments in these forums that infer it “removes” the problem. It does not.
It PREVENTS the problem.….not only in storage tanks (which also introduce humid air as the fuel is dispensed to the vehicle)….but also, and Primarily in the actual fuel tanks of the vehicles….. It is a biocide that kills and prevents the growth of the harmful bacteria/fungus.
If the “mat” or “mass” of corrosive-wastes are present…they will continue to corrode metal and block filters and injectors. The system must be Cleaned…and then the biocide is used as a PREVENTATIVE.
Biobor JF is approved for Jet Fuels (basically kerosene and wide-cut distillates), rocket fuels, diesel fuels, and other heavy petroleum. (Gasoline is anti-bacterial of it’s own chemistry.).
There are likely other products that perform similarly….but since Biobor JF meets such stringent standards for aviation use…. It is effective, affordable, and readily available.….and because my 45+ year career trusting and using it was with complete success…. I figure it’s good for my diesel fueled equipment.
