No, JP-5, being jet fuel, is a fancy sort of kerosene as LSLGuy pointed out.
I’ve heard of avgas 130 but I’ve never seen it at any airport I’ve been to (maybe I’m hanging out at the wrong airports?). The only thing I’m familar with as far as actual use is the blue 100 octane
Up until somewhere in the late '40’s or early '50’s gasoline tank trucks used to drag a chain from the rear of the tank.
Some of the WWII racing planes, P-51, Grumen F8F and the like took 130 although It’s possible the P-51 could get along on 110. If any Douglas A-26’s are still used for firfighting they took 130 but I suspect there are damned few planes left with engines requiring it.
Wiki says that aviation fuel is less volatile than automobile fuel, which is the case. Nothing is said about the dependence of volatility on octane.
I’m not all that sure about the article because it says that the high octane fuels got that rating using tetraethyl lead which I think isn’t true. In WWII such fuels used aromatics and were, I think the lightest fractions. In order to meet the demand a lot of stuff had to go throught the refineries and that meant a lot of the slightly heavier fractions were produced. So much in fact that there wasn’t transportation to haul it all away so they ran it out into big ponds and burned it.
I took advanced flight training at Ft. Sumner, NM and we did lot’s of night cross country. We used to be able to see such fires around Midland-Odessa, Tx burning all night, every night.
Volatility and Octane are not directly related (they may be indirectly, I would have to do some additional research).
Volatility describes how easily the gasoline turns from a liquid to a gas. This is very important as liquid gasoline does not burn, only the vapor. In the winter, refiners will formulate their gasoline to be more volatile to help your car start in very cold weather. In the summer, it is formulated with less light hydrocarbons. This decreases it volatility and prevents problems like vapor lock, and eases the load on your car’s evaporative emission system.
Octane is the gasolines resistance to knock or ping. Knock comes in two flavors. pre-ignition and post ignition. Both can occur from the pressure rise inside the cylinder, either from the piston compressing the mixture, or from the burning of the mixture. In either case, the pressure in the cylinder rises past the ability of the fuel to resist detonation. In addition, pre-ignition can be caused by a sharp edge or piece of carbon in the combustion chamber acting like a glow plug.
One of my books list the speed of combustion to be about 30m/second, and the speed of detonation to be 300m/second.
Bottom line is the higher the octane rating of a gasoline the less likely it is to detonate in the cylinder.
Up until 1975 gasolines used tetraethyl lead to improve octane ratings. Haven’t you ever filled your tank with Ethyl?
A WWII plane like a P51 or P 38 had very high octane requirements due to the extremely high pressures inside the combustion chambers due to turbochargers, and superchargers. The higher the cylinder pressures, the higher the octane needed.
No kidding? 
However, I don’t think the 100/130 octane fuels used lead. There were referred to as aromatic fuel and the fuel fill port had a warning in big letters, AROMATIC FUEL ONLY. The aromatic compounds were benzene based additives and if you used the stuff in your car it ate up the gaskets in your fuel system.
If I’m wrong about this it will be a first. 
No cite Dave but I recall hearing back in the 70’s that private pilots were concerned about the removal of lead from their fuel, and its effect on their engines.
Looks like I was right
“Currently, aviation gasoline (known as “avgas”) for piston-engine aircraft contains four times more lead than was used in leaded automotive gasoline before it was banned from use in new cars in 1973. However, because the lead additive has been the most economical method for achieving 100-octane fuel, leaded avgas has remained the standard for high-performance piston-engine planes.”
Cite from 1999
[nitpick]Lead was banned in 1974 for 1975 MY cars.[/nitpick]
Yeah I know. But I’m talking about the aromatic 100/130 fuel for military aircraft in WWII. I can’t imagine that they would go to all the trouble of making the aromatics with all of their special handling equipment and the special fuel system components like gaskets if plain old tetraethyl lead would do the same job. There could have been some reason other than octance boost I guess.
Looking into things a little further there is this on octance boosters from Wiki.
So the aromatics are octane booster and they replace lead. I’m getting pretty sure that the super high octone military fuel in WWII did not contain lead. I have no idea why they went to aromatics. Maybe with the knowledge about fuels, blending, and all that jazz of the day they couldn’t get a high enough number with lead. Maybe lead was hard on the engines. Or something else.
It’s a little hard to convey how relatively primitive industrial knowledge and processes were in WWII as compared to today. So the inability to reach a high enough octane with lead seems reasonable to me. I once commented to a PhD chemist friend of mine that my daughter was going deeper into chemistry in high school that I did when I was in college. He asked me when I took chemistry and I answered, “1946.” He just smiled and said, “We’ve learned a lot about chemistry since 1946. And we know how to teach it better too.”
In general, due to the fact that aircraft change altitudes a lot, the avgas in general is less volatile. That is so you can burn it at high altitudes where normal car gas does not work. Major problem is vapor lock. I have had a Cessna T310-Q to 331,000 feet using 100 LL avgas.
There used to be
80/87 for small engines of low HP and low compression. aprox: 85 to 150 HP. ( red in color )
90/91 for bigger engines with more power and compressions like the IO-540- Lycomings of 260 HP ( green in color IIRC )
100/130 for similar engines and smaller radials like the P&W R-985 ( blue in color IIRC, might be switched with 90/91 )
115/145 for the big engines all the way up to the P&W R-4360 2000 HP+ engines.
When you are carrying 60 inches of manifold pressure, you don’t want any detonation and that is generally what the higher octane ratings were for.
Today those fuels are unavailable so the guys running the old war birds
pour gallons of “Marvel Mystery Oil™” into the tanks along with gallons of Toluene ( @ $10 per gallon ) to boost the octane for those engines. they still are very careful with them because they are not using the proper fuel and the repair of a blown up P&W R-2800 is mind boggling …
Remember, the Wright R-3350 TC engines on the Supper Constellations were 3350 cubic inch super charged ( 2 stage with water alcohol injection ) and 3 power recovery turbines in direct drive to the crank shaft and put out over 3500 HP at Takeoff Power. that is a lot of heat and a lot of MP.
The wild men who race at Reno run 100+ inches of MP while racing. They do blow up engines.
Long story short = all av fuel has additives to prevent vapor lock and octane is more about detonation but does have benefits at higher altitudes.
Few piston aircraft go much above 25,000 feet anymore and even fewer go to 30,000 with any regularity. In general, above 25,000 is ALMOST now days the world of the turbine. Turbo-prop or jet.
:eek: I alway knew you were good, I just never knew just how good. 
Dave in googling around last night, I came across one site that said that the Merlin in a late model Mustang required 150 octane. Wow.
Lead was a known item back in WWII (It was being used in pump gas long before the war) but to get to 150 octane probably requires a lot more than just lead.
I swear I added a post that corrected the 331,000 to 31,000, ::: Grrrrr :::
That flight also had it snowing inside the airplane and then I quit at that altitude because the right engine quit. I got it restarted at about 8,000 feet on the way back.
I told the boss before I made this test flight that I really didn’t think we could work effectively at that altitude.
Our oxygen system was not really good enough for that altitude either.
I use Marvel’s Mystery Oil in my Y-block powered pickup, because that engine particularly were known to have some upper drivetrain oiling problems. Normally I mostly avoid fuel or oil additives like the plague, again mostly on the assumption that if the airplane guys won’t put something in their plane, I won’t put in my car. Slick 50 anyone?
MMO is OK, however and it’s really misnamed, as most additives indeed are “snake-oil”, but MMO works as intended. From what I’ve read, the recip guys esp. were buying it by the barrel decades ago, even when the higher octane fuels were available. I doubt it is rated for use in acft, but…