http://education.jlab.org/qa/meltingpoint_01.html
That depends on the alloy of steel you are talking about. The term alloy is almost always used incorrectly these days, especially amongst bicyclists. They use the term to mean aluminum. What the term alloy really means is a mixture of metals, any kind of metals. Almost all metal used today is a mixture and therefore an alloy.
Most steel has other metals added to tune its properties, like strength, corrosion resistance, or ease of fabrication. Steel is just the element iron that has been processed to control the amount of carbon. Iron, out of the ground, melts at around 1510 degrees C (2750°F). Steel often melts at around 1370 degrees C (2500°F).
- Brian Kross, Chief Detector Engineer
Jet fuel
http://en.wikipedia.org/wiki/Jet_fuel
The most common fuel worldwide is a kerosene/paraffin oil-based fuel classified as JET A-1, which is produced to an internationally standardized set of specifications. In the United States only, a version of JET A-1 known as JET A is also used. See the section for JET A below.
The only other jet fuel that is commonly used in civilian aviation is called JET B. JET B is a fuel in the naptha-kerosene region that is used for its enhanced cold-weather performance. However, JET B's lighter composition makes it more dangerous to handle, and it is thus restricted only to areas where its cold-weather characteristics are absolutely necessary.
Both JET A and JET B can contain a number of additives:
Antioxidants to prevent gumming, usually based on alkylated phenols, eg. AO-30, AO-31, or AO-37;
Antistatic agents, to dissipate static electricity and prevent sparking; Stadis 450, with dinonylnaphthylsulfonic acid (DINNSA) as the active ingredient, is an example
Corrosion inhibitors, eg. DCI-4A used for civilian and military fuels, and DCI-6A used for military fuels;
Fuel System Icing Inhibitor (FSII) agents, eg. 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;
Militaries around the world use a different classification system of JP numbers. Some are almost identical to their civilian counterparts and differ only by the amounts of a few additives; JET A-1 is similar to JP-8, JET B is similar to JP-4. Other military fuels are highly specialized products and are developed for very specific applications. JP-5 fuel is fairly common, and was introduced to reduce the risk of fire on aircraft carriers. Other fuels were specific to one type of aircraft. JP-6 was developed specifically for the XB-70 Valkyrie and JP-7 for the SR-71 Blackbird. Both these fuels were engineered to have a high flash point to better cope with the heat and stresses of high speed supersonic flight. One aircraft-specific jet fuel still in use by the USAF is JPTS, which was developed in 1956 for the Lockheed U-2 spy plane.
Jet fuels are sometimes classified as kerosene or naphtha-type. Kerosene-type fuels include Jet A, Jet A1, JP-5 and JP-8. Naphtha-type jets fuels include Jet B and JP-4.
Jet A
Jet A is the standard jet fuel type in the U.S. since the 1950s and is only available there. JET A is similar to JET-A1, except for its higher freezing point of -40 °C. Like JET A-1, JET A has a fairly high flash point of min. 38 °C, with an autoignition temperature of 410 F (210 C). Jet A can be identified in trucks and storage facilities by the UN number, 1863, Hazardous Material placards. Jet A trucks, storage tanks and pipes that carry Jet A will be marked with a black sticker with a white "JET A" written over it, next to another black stripe. Jet A will have a clear to straw color if it is clean and free of contamination. Water is denser than Jet A, and will collect on the bottom of a tank. Jet A storage tanks must be sumped on a regular basis to check for water contamination. It is possible for water particles to become suspended in Jet A, which can be found by performing a "Clear and Bright" test. A hazy appearance can indicate water contamination beyond the acceptable limit of 30ppm (parts per million).
The U.S. commercial fuels are not required by law to contain antistatic additives, and generally do not contain them.
JET A-1
Flash point: 38 °C
Autoignition temperature: over 425 °C
Freezing point: -47 °C (-40 °C for JET A)
Open air burning temperatures: 260-315 °C
Maximum burning temperature: 980 °C (1795°F)
see also: http://www.chevron.com/products/prodserv/fuels/bulletin/aviationfuel/toc.shtm
http://www.globalresearch.ca/articles/RYA411A.html
The collapse of the WTC
by Kevin Ryan
Underwriters Laboratories
Thursday, Nov 11, 2004
http://www.physics911.net/thermite.htm
Calculations on the Possible Use of Thermite to Melt Sections of the WTC Core Columns
by D. P. Grimmer
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