Nitro

[igli]

Zanima me kako oz. iz katerih sestavin je sestavljen nitro, in pa ce je mozno to zmesati sam in pa ce lahko namsto nitra uporabljas kako drugo gorivo?

[ELO]

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Safety (MSDS) data for nitromethane



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General
Synonyms: nitrocarbol
Use: detonating agent, fuel, solvent, gasoline additive
Molecular formula: CH3NO2
CAS No: 75-52-5
EC No: 200-876-6
Physical data
Appearance: Colourless oily liquid
Melting point: -29 C
Boiling point: 100 - 102 C
Vapour density: 2.1
Vapour pressure: 27.8 mm Hg at 20 C
Specific gravity: 1.136
Flash point: 36 C
Explosion limits: lower 7.3% upper n/a
Autoignition temperature:
Critical temperature: 315 C
Critical pressure 62.3 atm
Water solubility: substantial

Stability
May detonate if sensitized by amines, alkalies, strong acids, high temperatures or adiabatic compression. The dry alkali or amine salts are shock-sensitive and the sodium salt ignites on contact with water. Incompatible with amines, strong acids, strong bases, strong oxidizing agents, strong reducing agents, copper, copper alloys, lead, lead alloys. Flammable.

Toxicology
Harmful if swallowed, inhaled or absorbed through skin. Irritant. May cause cyanosis, which can be delayed up to 4 hours. Typical TLV 100 ppm.
Toxicity data
(The meaning of any abbreviations which appear in this section is given here.)
IHL-MUS LCLO 18 g/m3/2h
IVN-RBT LDLO 750 mg kg-1
ORL-RAT LD50 940 mg kg-1
ORL-MUS LD50 950 mg kg-1

Risk phrases
(The meaning of any risk phrases which appear in this section is given here.)
R5 R10 R20 R21 R22.


Transport information
(The meaning of any UN hazard codes which appear in this section is given here.)
Hazard class: 3.0. Packing group: II. UN No 1261.
Personal protection
Must not be used without carrying out a prior risk assessment. Safety glasses (face mask if working with anything other than trivial amounts) and good ventilation required.



Nitrometan (H3C-NO2)
Je brezbarvna vnetljiva in hlapljiva tekočina. Kupiti jo je mogoče v trgovinah z opremo za modelarje. V zmesi z metanolom se uporablja kot gorivo za modele. Nekatere trgovine prodajajo že narejeno gorivo in ne čistega nitrometana.


Applications
Nitromethane is a fuel that is used in racing, particularly in drag racing, to provide more power. When you hear the term "nitro-burning funny car" or "top-fuel dragster", that means that the engine burns nitromethane. Model aircraft fuel contains from 0% to 65% nitromethane.

Nitromethane's chemical formula is CH3NO2. For comparison, gasoline is typically C8H18. The oxygen in nitromethane's molecular structure means that nitromethane does not need as much atmospheric oxygen to burn -- part of the oxygen needed to burn nitromethane is carried in the fuel itself.

You need 14.6 kilograms of air to burn a kilogram of gasoline, and only 1.7 kilograms of air for the same amount of nitromethane to burn. A cylinder can only hold so much air on each stroke, and with that amount of air you can burn 8.7 times more nitromethane than gasoline. By pumping in 8.7 times as much nitromethane per stroke, you get about 2.4 times more power per stroke. Gasoline provides 18,000 BTU/pound (42 MJ/kg). Nitromethane provides 5,000 BTU/pound (12 MJ/kg). [1] The amount of nitromethane also provides some cooling, making the charge a bit denser and increasing power.

The flamefront does not move as quickly in nitromethane as it does in gasoline, meaning that there is not enough time to burn all the nitromethane in the cylinder when the engine is running at high RPM. When the exhaust valve opens, burning nitromethane flows out through the exhaust pipe. That is why Funny Cars and dragsters "spit fire" from their exhaust pipes.


NITROMETHANE

NOW that we are considering the use of Nitromethane it may be as well to get one well held idea out of the way before we go any further . . . that is that more power and therefore more performance can be obtained by simply adding more Nitromethane to the fuel tank. Nothing could be further from the truth, friends!

In actual fact this is perhaps one of the quickest ways of running into serious mechanical trouble.

The actual name Nitro in itself to most people sounds explosive and at once the idea of using this fuel leads the imagination to think of it getting into the cylinder head end then being exploded by the spark, thus producing a violent explosion in the engine, the extra power then doing more work and so giving the extra performance.

The introduction of more Nitro-methane to the fuel is not just that of the addition until enough power is obtained, but rather that of well controlled amounts used in relation to the other factors.


These figures in all cases provide a mixture on the rich side since as previously pointed out, these fuels are relatively insensitive to mixture ratio compared to petrol, and the consequences of running weak mixtures with these fuels is likely to be more serious than with petrol since the power level will be so much higher, also the thermal stresses.

Note how with 40 per cent nitromethane mixture the jet size has increased by 1.41, or put another way by 40 per cent on the diameter, which as mentioned before means an actual fuel flow of twice the original amount, so by comparison with petrol we now have four times as much fuel required by the engine.

At 80 per cent mixture the fuel flow rate has be-come three times the rate and therefore six times greater than petrol, hence the need to check the fuel pump and fuel lines to make quite certain they can cope with this requirement.

DANGERS

Now, as before, it is necessary to know the dangers involved with the use of nitromethane mixtures so

that the necessary precautions can be taken and understood, reducing them to a degree that makes the use of such fuels acceptable under the circumstances in which we normally operate.

Provided you know the dangers you can work with these fuels and come to no harm, but if you do not, then it is possible through lack of simple precautions to suffer, so bear them in mind at all times.

After combustion, mixtures containing nitromethane exhaust relatively large amounts of nitric acid in vapor form, making the use of a proper gas mask essential by the driver, and for those close to the car in the start area.

The reason for this is that nitric acid, when inhaled, causes a muscular reaction making it impossible to breathe.

Little imagination is required to see the dangers involved with this possible event taking place, and in fact there have been cases of drivers becoming almost unconscious due to the bad fitting of face masks.

FIRESUITS

The mandatory use of fire suits adds to the generally held view that with nitro-methane mixtures the fire risk is increased, but this is not so.

If you care to test this you can do so as follows. Take a small amount of petrol, about one teaspoonful say, and place in a small tin lid and then ignite. It will catch fire almost with a bang.

Now take the same amount of methanol and after the tin has cooled down, repeat the exercise observing the almost lazy manner in which it ignites, burning with a blue colour, the edges of the flame lined in places in yellow and orange.

Now take the same amount of nitro-methane, 98 per cent if you like, and repeat the experiment and see how difficult it is to ignite, burning with a green tinted flame in a reluctant manner.

This is due of course to the respective flash points of the three fuels, petrol being the lowest at between zero and 40 degrees F. approximately, methanol at 67 Degrees F., and nitromethane at 110 degrees F.

In other words with petrol you have a major fire risk and far less so with nitromethane mixtures.

The real problem with nitromethane is its ability to release high power, especially when ignited in a confined space.

Associated with this is its liability to be affected by shock.

Dropping a can of nitromethane will not cause an explosion, as the can, due to its construction of light weight material, will not have sufficient rigidity, but an amount in a very solid thick-walled container may.

EXPLOSION

There are three main possible causes of nitromethane becoming shock sensitive and they are as follows:

The use of hydrazine as an additive, which, be it noted, is barred by regulations in the USA for that very reason.

The use of caustic soda or any other alkaline, used for cleaning out a tank or fuel lines.

Alloy tanks, which before anodizing, have been cleaned with such a substance and have retained a small deposit.

To avoid any such possible troubles the tank must be filled with water and 10 per cent vinegar, plus a little ordinary household washing-up liquid, and left to soak for several days.

One final note of warning concerning burning nitromethane and methanol is that they can burn almost unseen in daylight, and you may well have a carburetor or injector ignited by a backfire without appreciating the danger.



Nitromethane, the Mystery Ingredient?

(The following is the third in a series of articles exploring all facets of model engine fuel. The writer is Don Nix, founder and former owner of POWERMASTER FUEL. Readers are invited to contact Don directly via e-mail – FLYERDON@aol.com and to visit his website at http://www.rcauctioneer.com.).



Nitromethane…..everybody knows it’s there, but few, it seems, really know much about it. Although most seem to know - at least vaguely - that’s its primary purpose is to add power, we still get an occasional call or letter asking, "Why do you use it in model fuel?" At best, there is much misinformation regarding this somewhat exotic ingredient. Let’s see what we can do to clear some of it up.


Nitromethane is just one of a family of chemicals called "nitroparaffins." Others are nitroethane and 1-nitropropane and 2-nitropropane. Nitroethane can be used successfully in small quantities. (Top fuel drag racers, which generally run on straight nitromethane, sometimes add a little in hot, humid weather to prevent detonation.) At one time, nitroethane was only about half as expensive as nitromethane, but its cost now is so nearly the same, using it to lower cost is hardly worth the trouble. Neither of the nitropropanes will work in model engine fuel. Incidentally, nitromethane is made of propane, in case you didn’t know (and I’ll bet you didn’t).


Yes, NITRO = POWER! But….there are conditions and contingencies. First of all, it doesn’t add power because it’s such a "hot" chemical. Not at all. This may come as a surprise to most readers, but the methanol (methyl alcohol) in the fuel is by far the most flammable ingredient….nearly twice as flammable as nitromethane. As a matter of fact, if nitro were only 4 degrees less flammable, it wouldn’t even have to carry the red diamond "flammable" label!


In actuality, nitromethane must be heated to 96 degrees F. before it will begin to emit enough vapors that they can be ignited by some sort of spark or flame! (I demonstrated this not long ago to a friend by repeatedly putting a flaming match out in a cap full of nitro. I might add that he insisted on standing about 20 feet away during the demonstration.)


So….how does it add power? We all know (I think) that although we think of the liquid part substance we put in fuel tanks (in our automobiles or model airplanes) as the fuel, in truth, there is another "fuel," without which the liquid part would be useless. Remember what it is? Right….just plain old air (in reality, the oxygen in the air).


Every internal combustion engine mixes air and another fuel of some sort….in our case, a liquid…glow fuel. The purpose of the carburetor is to meter those two ingredients in just the right proportions, and every individual engine has a requirement for a specific proportion of liquid fuel and air. Try to push in too much liquid without enough air, and the engine won’t run at all. That’s the purpose of the turbocharger on full-size engines….to cram in a lot more air than a simple carburetor or fuel injection system can handle.


Now…..suppose we were to find a way to run more liquid through our model engines without increasing the air supply? That would add power, wouldn’t it? Well, guess what….we can! An internal combustion engine can burn more than 2 ½ times as much nitromethane to a given volume of air than it can methanol. Voila! More Power! That’s how it works, and it ain’t all that complicated. Nor do we have to spend a lot of time thinking about it in the course of a normal day’s sport flying.

However, there are some factors we do need to consider. As a practical matter, virtually all our everyday sport flying can be done on model fuel containing from 5% to 15% nitromethane. If you’re flying something like a trainer or a Cub or similar model, there’s probably no reason why 5% won’t work perfectly well. Need a little more power? Move up to 10% or 15%. In most of our sport engines today, I really wouldn’t recommend going any higher than that. It probably won’t hurt anything, but it won’t do you much good, either.


We sell more 15% fuel than any other single blend, and for good reason. Most of the popular engines on the market today are built to run on something very near that blend. Typically, European engines will successfully run on lower nitro blends, because they are built to do so. Why? In Europe, nitro can cost between $150 to $200 a gallon! Reason enough?


Nitro does more than just add power. It also helps achieve a lower, more reliable idle. One good rule of thumb for checking to see if a particular engine needs a higher nitro blend is to start the engine, let it warm up for a few seconds, set throttle to full idle and remove the glow driver. If it drops rpm, move up to a 5% higher nitro blend. If there is no discernible drop, you should be fine right where you are.


One of the most popular misconceptions is that by adding substantial nitro, the user will immediately achieve a huge power jump. Just ain’t so. Most will be surprised to learn that in the 5% - 25% nitro range, you will probably only see an rpm increase of about 100 rpm static (sitting on the ground or on a test stand) for each 5% nitro increase. In the air, it will unload and achieve a greater increase, and it will probably idle better, too.


My pet rule is this: If you have a model that’s doing well, but just isn’t quite "there" powerwise, go up 5% in nitro. If that doesn’t do it, you need a bigger engine, not more nitro!


Most of our popular sport engines in use today aren’t set up to run on much more than 15% or 20% nitro. Increasing the nitro has the effect of increasing the compression ratio, and each specific engine has an optimum compression level. Exceed it and performance will probably suffer, not gain, and the engine will become much less "user friendly."


High performance racing engines, for example, are tuned entirely differently….compression ratio, intake and exhaust timing etc….and are usually intended to run on much higher nitro blends. One exception, of course, are racing engines used in certain international and world competition (FAI). By the rules, these engines are not allowed to use any nitro at all, and they go just as fast as those that run on 60 or 65%! The first question that comes to mind, then, is, "Why aren’t all engines designed to run on no nitro, so we can all save a lot of money?" Ask any of the world-class competitors. Those engines are a serious bitch to tune and run, and are definitely not user-friendly! In fact, they are well beyond the skill levels of most average flyers. There’s a price to everything.


Another statement we read or hear frequently is that nitromethane is acidic and causes corrosion in engines. It isn’t acidic, and the manufacturers say it doesn’t happen…..can’t happen. However, at least one noted engine expert and magazine writer insists that it does. Flip a coin. (I once asked Dave Shadel, 3-time World Pylon Champion, and a fellow who works on more high performance engines than anyone I know, how frequently he encounters rust in engines that have been using high nitro blends. His answer? "Never.")


Why does nitro cost so much? While I have no clue as to the cost of manufacturing, other than it takes a multi-million dollar investment in a large refinery to produce it, there is one pretty good reason: There is only one manufacturer of nitromethane in the Western Hemisphere. Figure it out for yourself.


Also (and this will come as a big surprise), our hobby industry only consumes about 5% of all the nitromethane produced; and full-size auto racing about another 5% or so. This means we have no "clout" whatever, and simply must pay the asking price. Where does the rest of it go? Industry. It’s used for a variety of things - a solvent for certain plastics, insecticides, explosives (yes, it was an ingredient in the Oklahoma City bombing) and I’m told it’s an ingredient in Tagamet, a well-known prescription ulcer medication (no wonder that stuff is so expensive!). Please note that while nitromethane is an ingredient in making some explosives, under normal use, it in itself, is not exploseve. (Remember….the guy used fertilizer, too.)


Hardly a month passes that someone doesn’t call to ask, "I hear more nitro will make my engine run cooler. Is that true?" Nope. The higher the nitro content, the higher the operating temperature. Fortunately, in most of our sport engines, the difference in operating temps between 5% and 10% is negligible, and there are lot of other factors (proper lubrication, etc.), that are much more important.


Finally, remember in the beginning of this, we said that nitro adds power because we can burn more of it than we can methanol, for a given volume of air? This also means that the higher the nitro content of the fuel, the less "mileage" (or flying time) we will get. In a typical .40 size engine using 15% nitro, we can usually get a minute to a minute and a half flying time for every ounce of fuel. The Formula 1 guys are lucky to get 2 minutes out of an 8 oz. tank!


What’s the practical side of this? If you go to a higher nitro blend, be sure to open your needle valve a few clicks and reset before you go flying. Otherwise, you’ll be too lean, and could hurt your engine. Conversely, if you drop to a lower nitro blend, you’ll have to crank ‘er in a little.


Alcohol (Methanol) - Alcohol is usually used in the form of Methyl alcohol or methanol. CH3OH is the chemical formula. Methanol burns at a much richer mixture than gasoline does, between 5.0:1 - 6.0:1. That's 5 lbs of air to one pound of fuel. Methanol has approximately 9,500 BTU/lb. Using our 355, example above, SBC consumes 567.53 cfm @ 6500rpm which is 42.64 pounds of air and now at 6.0:1 ratio for Methanol is 7.11 pounds of fuel. Therefore if we are using Methanol fuel our engine is producing 67,545 BTU's of energy at 6500 rpm.

Nitromethane - is a fuel that is used mostly in specialized drag racing classes, "nitro funny cars" and "top fuel". Nitromethane's chemical formula is CH3NO2. The oxygen in nitromethane's molecular structure means that nitromethane does not need as much atmospheric oxygen to burn, part of the oxygen needed to burn nitromethane is carried in the fuel itself. Typical A/F ratio for nitromethane is 1.7:1 and nitromethane has an energy content of 5,000 BTU/lb. Using our 355, example above, SBC consumes 567.53 cfm @ 6500rpm which is 42.64 pounds of air and now at 1.7:1 ratio for nitromethane is 25.08 pounds of fuel. Therefore if we are using Nitromethane fuel our engine is producing 125,412 BTU's of energy at 6500 rpm.

Nitromethane

This may not be everything you ever wanted to know about nitro but its a great start.

Nitromethane is one of a group of chemicals known as nitroalkanes, which consist of an alkane molecule, such as methane, ethane, or propane, in which one of the hydrogen atoms has been replaced by a nitro group (-NO2). Nitromethane is used in a number of products, including fuels, explosives, solvents, preservatives, and pharmaceuticals. Angus's nitromethane production process results in the joint production of four nitroalkanes, of which nitromethane has the highest value.

Standard Nitromethane (CH3NO2) becomes Di-Nitromethane when exposed to UV (Ultra Violet rays as from the sun or "other means") and is more entertaining to run. All commercially available Nitromethane is never available at 100%. Some agreement with the ICC. It is typically cut (reduced in concentration) by approximately 2% or so with Benzene or "other" agents. Besides, 100% won't light very well without being cut with something. Back in the old days, some few folks were indeed getting hold of REAL 100% (from other than normal suppliers) and cut the load by 2% with spectrophotometric benzene (not your normal get it anywhere Benzene).

Comments about purple nitro: Potassium Permanganate (KMnO4) can be mixed and although a slurry, can be burned with either methanol or nitromethane, or nitropropane. Also one can add methyl purple (no gain, just fun coloring), methyl orange, or methyl blue. You can even add oil of wintergreen if you wish.

Like an atomic device, the separate components of a fission-fusion device are relatively benign, but when a special set of artificial conditions is created it will produce a dramatic result. Nitromethane is the atomic equivalent of uranium 238. Getting it to burn is a major problem, it needs lots of heat. But once the correct temperature is achieved, it will give more energy than most people can use.

A match will not light nitromethane. Dropped into a pool of nitro spillage floor, the match will sizzle and extinguish just as if it had fallen in a pool of tap water. But take a hammer and hit the pool - it will explode. The small amount of fuel caught between the hammer face and the concrete floor will become unstable and cause a spontaneous fire which occurs quickly enough to be labeled an explosion. The tiny bit of lit fuel is hot enough to set off the rest. And bigger the pool, the bigger the explosion. Enough nitro and the result will be a good-sized crater in the cement floor.

Joe Fette, a former vice president and general manager of Angus Chemical, worked intimately with the nitromethane departments, and remembers when the discovery was made. "The condition first came about by accident," says Fette. "Luckily, it was an accident where nobody was killed. But nitromethane used to be shipped in tank cars before this condition was known. Two separate accidents within a year of each other stopped that. The tank cars exploded, leaving holes 800ft wide and 300ft deep. Luckily, these were out in unpopulated areas. What happened is that the fuel was compressed when it slammed into the other car (as the train crashed). There were also rumors of power lines being around, although that was never proven."

Regardless of an external spark, the impact had sufficient force to begin the reaction that would ignite the explosive. The liquid, trapped inside the tanks, had nowhere to go and compressed itself. Under those circumstances it detonated by itself - at least in the corner of the container that suffered the largest degree of compression. With the initial explosion, extreme heat - the second factor that contributes to nitromethane's instability - was already building up. With nowhere to go the heat spread through the compressed fuel in the tanker, setting the entire railroad car on fire before the structure had been punctured. The result was an explosion that changed the land's geography".

The Chinese nitro is still being made in China at a specially constructed plant. It is imported to the US by Wego Chemical Company in NY. It is made by a different process than the Angus (now Dow Chemical as of 2 or 3 years ago) nitro. A test was done on the three nitro products that were available in 1996 and they found the Chinese nitro to be more pure than the Angus nitro, and much more pure than the product that VP was selling at the time. Those results may not hold up now, but they were accurate at the time the products were tested.



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Nitromethane CH 3NO 2 CAS Reg. No. 75-52-5 EINECS No. 200-87-66

Nitromethane, if not properly handled, stored, or used, can be dangerous and can detonate. Nitromethane should only be handled, stored, or used by trained personnel who fully understand nitromethane properties and have read and understand this data sheet.

Nitromethane (NM) is a versatile chemical with a wide variety of industrial applications. It is used as a stabilizer for halogenated hydrocarbons, as a component of special fuels for internal combustion engines, as a solvent for polymers in coating, and as an synthesis of many useful chemicals such as chloropicrin and tris (hydroxymethyl) aminomethane.

Nitromethane was first prepared in 1872 by Kolbe, and for many years was considered to be very stable compound. It was not until 1938 that McKittrick and coworkers reported nitromethane could be detonated under conditions of strong confinement.

The characteristics of nitromethane have been studied by agencies such as the U.S. Army Chemical Corps and the California Institute of Technology. These studies have identified three conditions under which nitromethane can be detonated:

(A) A very sever shock, in excess of that provided by a No. 8 blasting cap can initiate detonation;
(B) Server and very rapid compression under adiabatic conditions can cause detonation;
(C) Liquid nitromethane can be detonated when heated under confinement to near its critical temperature.

Sensitization of nitromethane will increase the ease of initiation of detonation by all of these mechanisms. Nitromethane is sensitized by addition of a few percent of certain compounds, particularly amines, or by elevated temperatures.

[nejcnm]

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