Aviation Gasoline Research Articles

DFT-based computational analysis of 2,4-dimethyl-6-tert-butylphenol (DTBP) as an antioxidant in aviation fuels

Antioxidants are indispensable additives for ensuring the long-term stability, performance, and reliability of aviation fuels. They prevent the formation of gum and other insoluble deposits in the fuel which clog fuel systems, leading to engine problems. This is achieved by inhibiting free radical chain reactions involved in the oxidation of hydrocarbons in the fuel. The compound 2,4-Dimethyl-6-tert-butyl phenol (DTBP) is one of the widely used antioxidants in aviation fuels. In this report, the radical scavenging done by DTBP is analysed computationally by density functional theory (DFT) with the model chemistry X/6-31+G(d,p), where X represents certain Minnesota functionals such as MN15, M05-2X, M06-2X, M08-HX, and M11. Among the well-known modes of radical scavenging, namely HAT, SETPT, and SPLET, the HAT mode is preferred in the gaseous phase, while SPLET operates in non-polar solvents, as computations indicate. Fukui indices, global reactivity descriptors, electronic spectra, and natural bond orbitals (NBOs) are also generated to explain the results. Understanding the mechanism of radical scavenging is important in designing powerful and efficient antioxidants for aviation fuels such as jet fuel, aviation gasoline, Jet B, and bio-kerosene.

The association between childhood blood lead levels and proximity to airports in Colorado

BackgroundIn October 2023, the U.S. Environmental Protection Agency announced a final endangerment finding that leaded aviation gasoline (avgas) contributes to air pollution that is harmful to public health. This study evaluates the evidence for a link between living in proximity to airports and children’s blood lead levels in Colorado.MethodsWe analyzed the association between childhood blood lead levels (BLLs) and proximity to airport point locations in children tested for lead in Colorado over a 10-year study period (2011–2020) using a correlated random effects model with bootstrapped standard errors (N = 56,002 observations, 47,322 individuals). Along with distance from airport point locations, we identified the number of days sampled children lived downwind of their nearest airport during the 60 days prior to their test date. We also adjusted the model for age, sex, detection limit, test type, sample order, seasonality, time, proximity to lead-releasing facilities, estimated monthly aircraft traffic, and demographic characteristics of the surrounding neighborhood.ResultsOur primary model estimates that living one mile (1.6 km) further from airport point locations decreases mean blood lead levels by 0.068 µg/dL. Additional analysis estimates that living one mile further from airport point locations decreases the odds of having a blood lead level ≥ 3.5 µg/dL by 13.2%.ConclusionOur results suggest that lead emissions from aircraft using leaded avgas have a small but statistically significant effect on the BLLs of children living near airport point locations in Colorado. While the risk from proximity to airports is likely less than the risks associated with deteriorating lead paint and dust, our findings highlight the value of lead testing in children who may be at risk of exposure from all sources, including those who live near airports.

Study on the corrosion behavior of L245 pipeline steel in 100LL aviation gasoline wastewater

The study investigates the corrosion behavior of L245 pipeline steel exposed to 100LL aviation gasoline-contaminated water. The investigation includes analyzing the corrosion rate, morphological changes, and product composition, as well as changes in wastewater ion concentration. Samples of contaminated water were collected and subjected to analytical techniques such as electrochemical testing, morphology characterization, and component analysis. The findings reveal severe corrosion of the specimens, with significant alterations in morphology and product composition. The study reveals that the specimens experienced severe corrosion in the contaminated water environment, with a corrosion rate reaching 0.387 mm/year. Following corrosion, a relatively complete dark green covering layer formed on the specimen surfaces. Moreover, significant alterations in morphology and product composition were observed. Additionally, changes in wastewater ion concentration before and after the reaction were noted. The failure of corrosion of the specimens is due to oxygen uptake and displacement reactions between the iron in the specimens and the Cu2+ in the wastewater, resulting in the dissolution of the basal iron and an increase in the corrosion rate due to the presence of Cu2+.

Fuels and additives to them

Information about fuels is given, which are subdivided according to the area of application into automobile and aviation gasolines, tractor kerosenes, diesel and jet fuels. To improve the quality of fuel, it is advisable to use various additives: dispersant, anti-corrosion, anti-oxidation, flame retardant and anti-smoke additives. In recent years, developed countries have been using biofuels. It is shown that when using biofuels, compared to oil-based fuels, greenhouse gas emissions are reduced by 60–95 %. Research and development work related to biofuels is also underway at the Institute of Chemistry of Additives after acad. A.M. Guliyev.

Coupling the high-temperature Fischer–Tropsch synthesis and the skeletal isomerization reaction at optimal operation conditions in the Power-to-Fuels process route for the production of sustainable aviation gasoline

Power-to-Fuels route for the production of aviation gasoline: stable operation of the coupled high-temperature Fischer–Tropsch synthesis and the skeletal isomerization reaction, at optimal operating conditions respectively.

Stakeholder Perceptions on Sustainability Challenges and Innovations in General Aviation

While commercial aviation has received considerable social, political, and scholarly attention, general aviation (GA) has largely operated beneath the radar of sustainability discourse. GA grapples with a spectrum of sustainability challenges, encompassing the persistent use of leaded aviation gasoline, outdated technology, evolving demographics, escalating operational costs, noise pollution, adverse environmental perceptions, and public discontent. The sustainability transition in GA, akin to other transport sectors, is an intricate, sociotechnical process necessitating the integration of stakeholder and community perspectives. Existing literature primarily concentrates on technological aspects, offering a partial view of GA stakeholder viewpoints. This paper draws on quantitative methodology and conducts several statistical analyses, foremost ANOVA, t-tests, and regressions, of data from a 2022 online survey (N = 427) involving a diverse range of GA stakeholders. This study examines sustainability consciousness and perceptions within the GA community. The findings underscore shared sustainability concerns among GA stakeholders and illustrate how sociodemographic factors such as age, gender, income, and education exert varying degrees of influence on these perceptions. Additionally, a positive relationship emerges between non-aviation-related and aviation-related sustainability consciousness. Lastly, pilots with prior experience in electric aircraft display a more favorable view of electric aviation.

A greener sample preparation procedure using reverse-phase dispersive liquid–liquid microextraction for multielement determination of inorganic species in petroleum-derived samples

This study describe the development and first application of reverse-phase dispersive liquid–liquid microextraction (RP-DLLME) sample preparation for the determination of Ca, Cd, Cu, Fe, K, Mg, Mn, Ni, Pb, and Zn in petroleum-derived samples using inductively coupled plasma optical emission spectroscopy (ICP OES). Some factors inherent to RP-DLLME were optimized using multivariate statistical analysis through the 24 full factorial design followed by the Doehlert matrix. The established RP-DLLME procedure employs 5.0 g of samples, 1600 µL of the 3.75% (v/v) HNO3:isopropyl alcohol [3:1 (v/v)] extractive solution, 10 min of thermostatic bath at 80 °C, 60 s of vortexing, 3 min of sonication at 55 °C, and 15 min of centrifugation at 3500 rpm. The resulting aqueous phase volume was adjusted up to 15 mL with ultrapure water, and ICP OES carried out the measurements. Relative standard deviations (RSD) less than 3.5%, linear correlation coefficients better than 0.9985, and limit of detection (LOD) in the range of 0.57 ng g−1 (Mn) to 107.6 ng g−1 (K) were obtained for the determination of the analytes. Accuracy of the RP-DLLME using ICP OES was evaluated by analysis of the V21 + K metallo-organic standard, and recovery percentages within the 89.4–98.3% interval with RSD less than 6.4% were obtained. The accuracy and precision were also evaluated through a recovery test, and the results were in the range of 87.1–95.7% with RSD less than 4.9% for all analytes. Therefore, the RP-DLLME-ICP OES methodology was successfully applied to gasoline, diesel oil, JET-A1 (jet fuel), Avgas (aviation gasoline), lubricant oil, and vaseline samples, and the contents were obtained for almost all analytes. Although there are no regulatory resolutions for all petroleum-derived samples, the content of the analytes determined in JET-A1 and Avgas samples complied with ANP Resolution No. 856/2021 and 901/2022 legislation, respectively. Furthermore, the relative simplicity of the RP-DLLME combined with the accurate and precise measurements carried out by ICP OES can be a viable alternative in routine analysis.

SYSTEMATIC INFORMATION BASE OF ENERGY-EFFICIENT APPLICATIONS FOR AVIATION PETROL

The additives in petrol was started to use in the first half of the twentieth century. In the late 1970s, a qualitative conceptual change in the development of this area of science and practice took place. Environmental pollution from harmful emissions led to the modification of petrol formulations and structural improvements of engines. The problem of improving the quality of gasoline and fuels for jet engines is usually solved in two ways: by developing high-quality new products and by efficient use of traditional ones.
 The proposed work analyses the scientific literature on energy-efficient additives to aviation gasoline and, on this basis, creates a systematic information base, namely: classification of the range of additives to gasoline (by the following features: chemical, physical and biological stability enhancers; flash point modifiers; combustion modifiers; washing; dopes that promote efficient operation of fuels at low temperatures; friction modifiers; marking agents; anti-corrosion agents; safety enhancers; surface-active property modifiers) and the range of anti-detonation and environmental (anti-emission) additives in aviation petrols.
 The following additives are manufactured and approved for use in Ukraine: poly-functional additives representing a complex mixture of manganese compounds and mixtures of paraffinic and naphthenic hydrocarbons (TU 30218597.001[in Ukrainian] "Poly-functional additives "Eco-Octane". Technical specifications"); iron-containing multifunctional additives "Standard"; there are also known developments of oxygenates based on methanol, ethanol and other alcohols, alcohol processing products, ethers and other oxygen-containing compounds.
 The research is being carried out within the framework of the project "Development of a technology for the production of new environmentally friendly high-octane aviation gasoline from domestic raw materials" at the expense of the state budget in accordance with the Order of the Cabinet of Ministers of Ukraine of 12 August 2022 No. 713-r "Pro zatverdzhennia pereliku naukovo-tekhnichnykh (eksperymentalnykh) rozrobok v ramkakh vykonannia derzhavnoho zamovlennia na naivazhlyvishi naukovo-tekhnichni (eksperymentalni) rozrobky ta naukovo-tekhnichnu produktsiiu u 2022 rotsi" [in Ukrainian] (registration number 2020.01/0242).

Microalgal Biodiesel: A Challenging Route toward a Sustainable Aviation Fuel

By 2050, aviation-related carbon emissions are expected to quadruple to over 3000 million tonnes of carbon dioxide, so finding sustainable alternative solutions to minimise pollution is a key scientific challenge. Aviation gasoline and kerosene are currently used to power most jet engines. While battery-powered planes and planes that could utilise a cleaner fuel, such as hydrogen, are possible, the time scale required to improve and implement these technologies is distant, with air fleet turnover taking some 30 years. Existing jet engines could be modified to run on biodiesel, and considering the close similarity in fuel density to kerosene, could be a less disruptive approach to the industry. The sheer volume of biodiesel required remains a challenge, and certainly, using plant-derived oils grown on arable land is not acceptable, as it competes with food production. However, high-lipid-yielding microalgae (where productivity is an order of magnitude greater than oilseeds), grown on marginal land, such as desert or semi-desert areas of the world, could be possible. Indeed, to replace 30% of fossil fuel with algal-derived biodiesel would require 11,345 km2 of land. Biodiesel preparation is well understood, but what is lacking is proven technology aimed at optimising microalgal production of oil at a much larger scale. Here, a synergic review of the current state-of-the-art in algal production, that includes strain selection, possible production sites, culturing costs, and harvesting to identify the bottlenecks in meeting the ASTM specifications for the aviation industry, is presented.

An Overview of the Global Market, Fleet, and Components in the Field of Aviation Gasoline

Aviation gasoline is a fuel for spark-ignition piston internal combustion engines, which are usually used in light aircraft (small aviation and general aviation). This technique is widely used for regional and interregional transportation, for the initial training and retraining of aviation staff, for private use, for agricultural purposes, for the development of aviation sports and tourism, and for combat and rescue operations. This article gives some estimates of the production and consumption of aviation gasoline in the EU, North and South America, Asia–Pacific, Africa, and CIS countries. Export possibilities and the reliance on import within different regions are analyzed. Economic indicators for aviation gasoline are calculated by assessing the share of its production in the GDP and per capita consumption. In the context of the transition to unleaded aviation gasoline, the structure of the piston aviation fleet and its readiness for the transition are considered. The paper also analyzes the following existing components of unleaded aviation gasoline: technical capabilities and promising components.

AVIATION AT THE SERVICE OF AGRICULTURE IN THE USSR: BACKGROUND

The Soviet Union was the first country where chemical pollination and aerial sowing of agricultural crops were carried out at the state level. (Research purpose) The research purpose is a full review of the history of the aviation in the national economy of the USSR for almost 70 years; description of the aircraft for pollination of plants and control of harmful insects – "Humpback Horse", AP, An-2SH, M-15, light helicopters "Mi" and "Ka". (Materials and methods) Wrote a paper based on the collection and analysis of archival documents and memoir literature on this topic. (Results and discussion) They showed the fallacy of the decision on the use of jet aircraft for agricultural tasks. This idea arose in connection with the desire to switch everywhere to the use of kerosene instead of more expensive aviation gasoline, but the features of the turbojet engine turned out to be incompatible with the tasks of agricultural aircraft. They noted that the An–2 biplane was the most successful at the cost of use - from 1.2 rubles per hectare, which is noticeably cheaper compared to the M-15 and helicopters. It took about 10 years to create the aircraft, and it was used in agricultural aviation for more than 40 years. (Conclusions). We made a diagram of the aviation processing of fields and forests in 1932-1990 based on the results of the reports of the Ministry of Civil Aviation. Three stages in the history of aviation agricultural work were identified: 1932-1952 – the stage of limited use due to insufficient funding, 1953-1985 - the stage of rapid growth in the volume of aircraft work; 1986-1990 – a sharp twofold decline in indicators due to the general economic crisis in the country, rising prices for chemicals and fuel, as well as the obsolescence of the fleet.

Hydrogenation of Light Cycle Oil to Produce Components of Winter and Arctic Diesel Fuels

This study proposed and experimentally investigated a novel approach to hydrogenation of light cycle oil (LCO) into components of winter and arctic diesel fuels (DF) environmentally classified as K5 as per the Technical Regulation of the Customs Union (TR CU) 013/2011 “On the requirements for automotive and aviation gasoline, diesel and marine fuels, jet fuels, and heating oils”. The process design involves atmospheric distillation of LCO with EBP 300˚C followed by hydrotreating. Hydrogenates with low concentrations of total sulfur (10 mg/kg) and arenes (28.6–38.0 wt %) and adequate low-temperature properties (CFPP≤–43˚C) were produced. An assessment of the physicochemical properties of the hydrogenates against applicable regulations for DF properties suggested that these hydrogenates can be effectively used as components of winter and arctic fuels by blending them into hydroisomerization diesel fractions (HIDF) and winter diesel fuels (WDF). An analysis of the main quality characteristics confirmed the feasibility of blending the LCO-derived hydrogenates into winter and arctic diesel fuels. Using GC×GC/MS examination, correlations were found between the hydrogenation process conditions, the physicochemical properties of the hydrogenates, and their detailed hydrocarbon compositions.

Positive outcomes from U.S. lead regulations, continued challenges, and lessons learned for regulating emerging contaminants

Albeit slow and not without its challenges, lead (Pb) emissions and sources in the United States (U.S.) have decreased immensely over the past several decades. Despite the prevalence of childhood Pb poisoning throughout the twentieth century, most U.S. children born in the last two decades are significantly better off than their predecessors in regard to Pb exposure. However, this is not equal across demographic groups and challenges remain. Modern atmospheric emissions of Pb in the U.S. are nearly negligible since the banning of leaded gasoline in vehicles and regulatory controls on Pb smelting plants and refineries. This is evident in the rapid decrease of atmospheric Pb concentrations across the U.S. over the last four decades. One of the most significant remaining contributors to air Pb is aviation gasoline (avgas), which is minor compared to former Pb emissions. However, continual exposure risks to Pb exist in older homes and urban centers, where leaded paint and/or historically contaminated soils + dusts can still harm children. Thus, while effective in eliminating nearly all primary sources of Pb in the environment, the slow rate of U.S. Pb regulation has led to legacy sources of Pb in the environment. More proactive planning, communication, and research of commonly used emerging contaminants of concern that can persist in the environment long after their initial use (i.e., PFAS) should be prioritized so that the same mistakes are not made again.

Leaded aviation gasoline exposure risk and child blood lead levels.

Lead-formulated aviation gasoline (avgas) is the primary source of lead emissions in the United States today, consumed by over 170,000 piston-engine aircraft (PEA). The U.S. Environmental Protection Agency (EPA) estimates that four million people reside within 500m of a PEA-servicing airport. The disposition of avgas around such airports may be an independent source of child lead exposure. We analyze over 14,000 blood lead samples of children (≤5y of age) residing near one such airport-Reid-Hillview Airport (RHV) in Santa Clara County, California. Across an ensemble of tests, we find that the blood lead levels (BLLs) of sampled children increase in proximity to RHV, are higher among children east and predominantly downwind of the airport, and increase with the volume of PEA traffic and quantities of avgas sold at the airport. The BLLs of airport-proximate children are especially responsive to an increase in PEA traffic, increasing by about 0.72 μg/dL under periods of maximum PEA traffic. We also observe a significant reduction in child BLLs from a series of pandemic-related interventions in Santa Clara County that contracted PEA traffic at the airport. Finally, we find that children's BLLs increase with measured concentrations of atmospheric lead at the airport. In support of the scientific adjudication of the EPAs recently announced endangerment finding, this in-depth case study indicates that the deposition of avgas significantly elevates the BLLs of at-risk children.

The Role of Physician Advocacy in Supporting Policy Change That Reduces Leaded Aviation Gasoline Emissions.

Leaded aviation gasoline (AvGas) accounts for 70%, or 935,082 pounds, of total lead emissions in the United States and has been repeatedly linked to elevated blood lead levels (BLLs) in those living in the vicinity of airports using AvGas. The well-established link between lead exposure and adverse health outcomes provided a platform ripe for environmental health advocates and pediatric health experts to assist a local environmental health organization in addressing lead waste from a local airport, Montgomery-Gibbs Executive Airport (MYF). We detail the steps we took, as a physician clean-air advocacy group. We provide a qualitative analysis of our efforts in addressing leaded air pollution through targeted and creative environmental health advocacy through three main avenues: government, public awareness, and academia. Our actions were taken to ensure the City of San Diego installed an unleaded fuel tank at MYF to reduce leaded aviation gasoline usage and subsequently lead air pollution in the surrounding area. Ultimately, the identified objective of an unleaded fuel tank was added to the San Diego City budget and scheduled for construction. We hope our actions can serve as a framework to provide concrete steps for clinicians and other advocates to enact change in their communities.

ПОДАТКОВЕ РЕГУЛЮВАННЯ І СТИМУЛЮВАННЯ РОЗВИТКУ АВІАЦІЙНО-КОСМІЧНОГО КОМПЛЕКСУ НАЦІОНАЛЬНОЇ ЕКОНОМІКИ

The article summarizes the institutional features of taxation of the aviation and space complex by its sub-sectors and individual types of economic activity. The principles of building a tax system for aircraft manufacturing entities, the content of their benefits from VAT, corporate income tax, and land tax are highlighted. The list of their transactions, which are exempt from VAT taxation and taxed at a zero rate, has been systematized. The conditions for exemption from the payment of income tax for aircraft manufacturing entities, the requirements for the targeted use of the released funds and the principles of state control over its legality have been determined. The tax system for aviation transport enterprises has been formalized, which includes benefits from VAT, excise taxes, as well as income tax under contracts of compulsory insurance of passenger transportation of civil aviation. Differences in VAT taxation of international and domestic transportation of passengers and baggage by air transport have been established. The list of its services, which are taxed at zero VAT rate, are exempt from VAT taxation and are not subject to VAT taxation, is defined. The reasons for the application of the excise tax rate without the application of the increasing coefficient for the import and production of aviation gasoline and fuel for jet engines have been clarified. The requirements for registration of tax benefits for transactions with excise goods in terms of the use of tax invoices, excise invoices, sales contracts, etc. are highlighted. Considered possible options for paying off a tax bill for a certain amount of excise tax. The experience of tax incentives for the implementation of the national infrastructural and transport project “Air Express” through the provision of VAT benefits has been systematized. It is substantiated by directions for improving the taxation of the aviation and space complex in terms of: equalization of the tax status of aircraft construction entities and manufacturers of space equipment, the application of a reduced VAT rate for all domestic air transportation, changes in the principles of state financial control of tax benefits based on an audit of the effectiveness of their use.

Determination of country-specific greenhouse gas emission factors for South African liquid and gaseous fuels

Higher-tier methods for greenhouse gas reporting require country-specific emission factors for a range of liquid and gaseous fuels for both stationary and mobile fuel combustion activities. Samples of selected liquid fuels used in South Africa were collected over the summer and winter seasons in the Gauteng, Mpumalanga, Free State, KwaZulu-Natal and Western Cape provinces of South Africa, primarily from large retail stations along major traffic routes (unleaded petrol – ULP93 and ULP95 – and diesel). Liquid fuels used in smaller volumes (bio-ethanol, paraffin, jet kerosene, aviation gasoline and heavy fuel oil) were also sampled at appropriate locations. Samples (343 in total) were analysed for carbon content using standard methods at an accredited commercial laboratory. Calorific values of the fuels were also determined, to allow for the calculation of methane and nitrous oxide emission factors. Results were statistically analysed to determine mean values and their uncertainties, to identify outliers, and to determine correlations between variables. Results for ULP93 and ULP95 were weighted by their respective 2021 annual average sales volumes to obtain an average value for all petrol of 2 263 g CO2/L. Based on sales data from the years 2018–2021, summer and winter results were equally weighted to obtain annual average emission factors for ULP93 (2255 g CO2/L), ULP95 (2 265 g CO2/L) and diesel (2 650 g CO2/L), reflecting a slight decrease from the values contained in the 2017 Department of Environmental Affairs Technical guidelines for monitoring, reporting and verification of greenhouse gas emissions by industry. A calculation-based liquefied petroleum gas emission factor, confirmed by analysis certificates from a number of local suppliers, was found to be 3002 g CO2/kg.

Transformation rule-based molecular evolution for automatic gasoline molecule design

Automatic molecular design on computers is an emerging technology for the determination of optimal fuel molecules. We developed a computer-aided molecular design framework through a transformation rule-based molecular evolution method. The reaction rule was used as the elementary step to change the molecular structure. A molecule can achieve structural variation continuously using a series of reaction rules. The finding of the optimal molecule can be seen as the evolution of structure in the chemical space, which was guided by using a global optimization algorithm to select the best reaction routine. We showed that the optimized molecule is independent of the input initial structure, proving the robustness of the method. We then applied the method to design gasoline molecules for motor and aviation gasoline. The designed molecules can not only serve as competitive candidate components for high-quality gasoline, but also accelerate the synthesis rate of new molecules in the laboratory.

Dynamic Changes in the Export Competitiveness of the South Korean Oil Refining Industry

South Korea relies on imports for most of its oil consumption, but its oil refining industry has grown into one of the most important national industries and ranks fifth in the world in terms of refining capacity. This study seeks to examine the export competitiveness of the South Korean oil refining industry over the period 2000–2019. To this end, an analysis of the trade specialization index, the revealed comparative advantage, and the 2 × 2 matrix of these two measurements is carried out. The results show that automobile gasoline, jet oil, and lubricant oil belonged to the ‘high competitiveness group’ for the entire period, whereas naphtha belonged to the ‘import-specialized group with comparative advantage’ for the entire period. Finally, aviation gasoline, bunker A oil, bunker B oil, and bunker C oil fluctuated between the ‘low competitiveness group’ and the ‘export-specialized group with comparative disadvantage’. To enhance the export competitiveness of the oil refining industry, this research suggests reorganizing the irrational tax structure and actively utilizing by-products generated during the refining process.

Analysis of China’s Oil Trade Pattern and Structural Security Assessment from 2017 to 2021

Oil is an important strategic resource of the country, and the oil trade structure is related to national oil security. In this paper, based on the data of China’s oil import trade from 2017 to 2021, using the methods of import concentration, the Shannon entropy index, and quantitative evaluation of trade structure, the authors analyze the import pattern and the trade structure security of 7 oil varieties, including crude oil, vehicle gasoline, aviation gasoline, naphtha, aviation kerosene, No. 5-7 fuel oil, unburned petroleum coke, and petroleum asphalt. The research shows that the trend of the large-scale and diversified import patterns of China’s oil import is obvious, and the main importing countries of various oil varieties are relatively stable. The structural security of crude oil is the highest, and the import structure is a medium and highly-centralized oligopoly. The import structure of other oil varieties belongs to a highly-centralized or very highly-centralized oligopoly. The security of the import structure of China’s oil varieties is low and shows a downward trend. As shown by the early warning calculations of the trade structure, increasing the number and transaction proportion of the trading partners in the collaborative growth zone and reducing the number and transaction proportion of the trading partners in reverse inhibition zone, we can optimize the oil varieties import structure of China.