D02.J0 - Aviation Fuels

ABSTRACT
This specification covers purchases of aviation turbine fuel under contract and is intended primarily for use by purchasing agencies. This specification does not include all fuels satisfactory for reciprocating aviation turbine engines, but rather, defines the following specific types of aviation fuel for civil use: Jet A; and Jet A-1. The fuels shall be sampled and tested appropriately to examine their conformance to detailed requirements as to composition, volatility, fluidity, combustion, corrosion, thermal stability, contaminants, and additives.
SCOPE
1.1 This specification covers the use of purchasing agencies in formulating specifications for purchases of aviation turbine fuel under contract.  
1.2 This specification defines the minimum property requirements for Jet A and Jet A-1 aviation turbine fuel and lists acceptable additives for use in civil and military operated engines and aircraft. Specification D1655 was developed initially for civil applications, but has also been adopted for military aircraft. Guidance information regarding the use of Jet A and Jet A-1 in specialized applications is available in the appendix.  
1.3 This specification can be used as a standard in describing the quality of aviation turbine fuel from production to the aircraft. However, this specification does not define the quality assurance testing and procedures necessary to ensure that fuel in the distribution system continues to comply with this specification after batch certification. Such procedures are defined elsewhere, for example in ICAO 9977, EI/JIG Standard 1530, JIG 1, JIG 2, API 1543, API 1595, and ATA-103.  
1.4 This specification does not include all fuels satisfactory for aviation turbine engines. Certain equipment or conditions of use may permit a wider, or require a narrower, range of characteristics than is shown by this specification.  
1.5 Aviation turbine fuels defined by this specification may be used in other than turbine engines that are specifically designed and certified for this fuel.  
1.6 This specification no longer includes wide-cut aviation turbine fuel (Jet B). FAA has issued a Special Airworthiness Information Bulletin which now approves the use of Specification D6615 to replace Specification D1655 as the specification for Jet B and refers users to this standard for reference.  
1.7 The values stated in SI units are to be regarded as standard. However, other units of measurement are included in this standard.  
1.8 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.9 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SCOPE
1.1 This specification covers the manufacture of aviation turbine fuel that consists of conventional and synthetic blending components.  
1.2 See Appendix X2 for an expanded description of the procedure for the production and blending of synthetic blend components.  
1.3 This specification applies only at the point of batch origination, as follows:  
1.3.1 Aviation turbine fuel manufactured, certified, and released to all the requirements of Table 1 of this specification (D7566), meets the requirements of Specification D1655 and shall be regarded as Specification D1655 turbine fuel. Duplicate testing is not necessary; the same data may be used for both D7566 and D1655 compliance. Once the fuel is released to this specification (D7566) the unique requirements of this specification are no longer applicable: any recertification shall be done in accordance with Table 1 of Specification D1655.  
1.3.2 Any location at which blending of synthetic blending components specified in Annex A1 (FT SPK), Annex A2 (HEFA SPK), Annex A3 (SIP), Annex A4 synthesized paraffinic kerosine plus aromatics (SPK/A), Annex A5 (ATJ), Annex A6 catalytic hydrothermolysis jet (CHJ), Annex A7 (HC-HEFA SPK), or Annex A8 (ATJ-SKA) with D1655 fuel (which may on the whole or in part have originated as D7566 fuel) or with conventional blending components takes place shall be considered batch origination in which case all of the requirements of Table 1 of this specification (D7566) apply and shall be evaluated. Short form conformance test programs commonly used to ensure transportation quality are not sufficient. The fuel shall be regarded as D1655 turbine fuel after certification and release as described in 1.3.1.  
1.3.3 Once a fuel is redesignated as D1655 aviation turbine fuel, it can be handled in the same fashion as the equivalent refined D1655 aviation turbine fuel.  
1.4 This specification defines the minimum property requirements for aviation turbine fuel that contain synthesized hydrocarbons and lists acceptable additives for use in civil operated engines and aircrafts. Specification D7566 is directed at civil applications, and maintained as such, but may be adopted for military, government, or other specialized uses.  
1.5 This specification can be used as a standard in describing the quality of aviation turbine fuel from production to the aircraft. However, this specification does not define the quality assurance testing and procedures necessary to ensure that fuel in the distribution system continues to comply with this specification after batch certification. Such procedures are defined elsewhere, for example in ICAO 9977, EI/JIG Standard 1530, JIG 1, JIG 2, API 1543, API 1595, and ATA-103, and IATA Guidance Material for Sustainable Aviation Fuel Management.  
1.6 This specification does not include all fuels satisfactory for aviation turbine engines. Certain equipment or conditions of use may permit a wider, or require a narrower, range of characteristics than is shown by this specification.  
1.7 While aviation turbine fuels defined by Table 1 of this specification can be used in applications other than aviation turbine engines, requirements for such other applications have not been considered in the development of this specification.  
1.8 Synthetic blending components and blends of synthetic blending components with conventional petroleum-derived fuels in this specification have been evaluated and approved in accordance with the principles established in Practice D4054.  
1.9 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.10 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.11 This internati...

SIGNIFICANCE AND USE
5.1 Chloride present in aviation turbine fuel can originate from refinery salt drier carryover or possibly from seawater contamination (for example, product transferred by barge). Elevated chloride levels have caused corrosive and abrasive wear of aircraft fuel control systems leading to engine failure.4
SCOPE
1.1 This test method covers a rapid means of determining chloride content of aviation turbine fuel. This methodology is applicable for chloride concentrations between 0 mg/L to 0.5 mg/L. This methodology will not detect chlorine originating from chlorinated organic compounds (that is, covalent bond).  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 When applied to aviation gasoline, water reaction volume change using the technique reveals the presence of water-soluble components such as alcohols. When applied to aviation turbine fuels, water reaction interface rating using the technique is not reliable in revealing the presence of surfactants which disarm filter-separators quickly and allow free water and particulates to pass; but can reveal the presence of other types of contaminants. Other tests, such as Test Method D3948, are capable of detecting surfactants in aviation fuels.
SCOPE
1.1 This test method covers the determination of the presence of water-miscible components in aviation gasoline and turbine fuels, and the effect of these components on volume change and on the fuel-water interface.  
1.2 The values stated in SI units are to be regarded as standard. The values given in parentheses after SI units are provided for information only and are not considered standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. This standard involves the use of hazardous chemicals identified in Section 7. Before using this standard, refer to suppliers' safety labels, Material Safety Data Sheets and other technical literature.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This practice provides criteria for products used to measure particulate matter present in a sample of aviation turbine fuel. The objective is to verify that filters, support pads, and field monitors fall within the acceptable ranges that are established by this practice.
SCOPE
1.1 This practice determines suitability of products used for measuring particulate contamination in aviation turbine fuel when using Test Methods D5452 and D2276.  
1.2 There are two major parts of this practice. The first is for evaluation of the cellulose acetate butyrate field monitors that are used in combination with the filters and the filter support pads. The second part is for evaluation of the filter when used with an appropriate cellulose acetate butyrate field monitor.  
1.3 Units—The values stated in SI units are to be regarded as the standard. No other units of measurement are included in this standard.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

ABSTRACT
This specification covers purchases of aviation gasoline under contract and is intended primarily for use by purchasing agencies. This specification does not include all gasoline satisfactory for reciprocating aviation engines, but rather, defines the following specific types of aviation gasoline for civil use: Grade 80; Grade 91; Grade 100; and Grade 100LL. The gasoline shall adhere to octane rating requirements specified for individual grades, as follows: lean mixture knock value (motor octane number and aviation lean rating); rich mixture knock value (octane and performance number); tetraethyl lead content; color; and dye content (blue, yellow, red, and orange). Conversely, the gasoline shall meet the following requirements specified for all grades: density; distillation (initial and final boiling points, fuel evaporated, evaporated temperatures); recovery, residue, and loss volume; vapor pressure; freezing point; sulfur content; net heat of combustion; copper strip corrosion; oxidation stability (potential gum and lead precipitate); volume change during water reaction; and electrical conductivity.
SCOPE
1.1 This specification covers formulating specifications for purchases of aviation gasoline under contract and is intended primarily for use by purchasing agencies.  
1.2 This specification defines specific types of aviation gasolines for civil use. It does not include all gasolines satisfactory for reciprocating aviation engines. Certain equipment or conditions of use may permit a wider, or require a narrower, range of characteristics than is shown by this specification.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

ABSTRACT
This specification covers Grade 82 unleaded aviation gasoline for use only in engines and associated aircraft that are specifically approved by the engine and aircraft manufacturers, and certified by the National Certifying Agencies to use this fuel. Aviation gasoline shall consist of blends of refined hydrocarbons derived from crude petroleum, natural gasoline or blends thereof, with specific aliphatic ethers, synthetic hydrocarbons, or aromatic hydrocarbons, and when applicable, methyl tertiarybutyl ether (MTBE). They may also contain antioxidants (oxidation inhibitors), metal deactivators, corrosion inhibitors, and fuel system icing inhibitors. The gasoline shall be tested and conform accordingly to the following property requirements: lean mixture knock value and motor method octane number; color; blue and red dye content; distillation temperature at % evaporated, end point, and residue content; distillation recovery; distillation loss; net heat of combustion; freezing point; vapor pressure; lead content; copper strip corrosion; sulfur content; potential gum; and alcohols and ether content (aliphatic ethers, methanol, and ethanol).
SCOPE
1.1 This specification covers Grades UL82 and UL87 unleaded aviation gasolines, which are defined by this specification and are only for use in engines and associated aircraft that are specifically approved by the engine and aircraft manufacturers, and certified by the National Certifying Agencies to use these fuels. Components containing hetro-atoms (oxygenates) may be present within the limits specified.  
1.2 A fuel may be certified to meet this specification by a producer as Grade UL82 or UL87 aviation gasoline only if blended from component(s) approved for use in these grades of aviation gasoline by the refiner(s) of such components, because only the refiner(s) can attest to the component source and processing, absence of contamination, and the additives used and their concentrations. Consequently, reclassifying of any other product to Grade UL82 or Grade UL87 aviation gasoline does not meet this specification.  
1.3 Appendix X1 contains an explanation for the rationale of the specification. Appendix X2 details the reasons for the individual specification requirements.  
1.4 The values stated in SI units are to be regarded as standard. The values given in parentheses after SI units are provided for information only and are not considered standard.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This test method provides an indication of the relative smoke producing properties of kerosenes and aviation turbine fuels in a diffusion flame. The smoke point is related to the hydrocarbon type composition of such fuels. Generally the more aromatic the fuel the smokier the flame. A high smoke point indicates a fuel of low smoke producing tendency.  
5.2 The smoke point is quantitatively related to the potential radiant heat transfer from the combustion products of the fuel. Because radiant heat transfer exerts a strong influence on the metal temperature of combustor liners and other hot section parts of gas turbines, the smoke point provides a basis for correlation of fuel characteristics with the life of these components.
SCOPE
1.1 This test method covers two procedures for determination of the smoke point of kerosene and aviation turbine fuel, a manual procedure and an automated procedure, which give results with different precision.  
1.2 The automated procedure is the referee procedure.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 The test results are indicative of fuel performance during gas turbine operation and can be used to assess the level of deposits that form when liquid fuel contacts a heated surface that is at a specified temperature.
SCOPE
1.1 This test method covers the procedure for rating the tendencies of gas turbine fuels to deposit decomposition products within the fuel system.  
1.2 The differential pressure values in mm Hg are defined only in terms of this test method.  
1.3 The deposition values stated in SI units shall be regarded as the referee value.  
1.4 The pressure values stated in SI units are to be regarded as standard. The psi comparison is included for operational safety with certain older instruments that cannot report pressure in SI units.  
1.5 No other units of measurement are included in this standard.  
1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see 6.1.1, 7.1, 7.3, 12.1.1, and Annex A6.  
1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

ABSTRACT
This specification covers the material, manufacturing, and specialized property requirements for producing special-purpose aviation distillate test fuels that are intended only for engineering and certification testing of aircraft, engines, and aircraft equipment. It deals with special-purpose test fuels that may be used to evaluate the operability, performance and durability of aviation compression-ignition engines when operating with fuels of marginal performance. Aviation distillate fuel, except as otherwise specified in this specification, shall consist predominantly of refined hydrocarbons derived from conventional sources such as crude oil, natural gas liquid condensates, heavy oil, shale oil, and oil sands. The use of middle distillate fuel blends containing components from other sources is permitted. This specification also lists acceptable additives for aviation distillate special-purpose test fuels. Use of this specification for engineering and certification testing of aircraft is not mandatory. It is directed at civil applications, and maintained as such, but may be adopted for military, government, or other specialized uses.
SCOPE
1.1 This specification is intended to support purchasing agencies when formulating specifications for purchases of aviation distillate fuel under contract.  
1.2 This specification defines specialized property requirements to produce special-purpose aviation distillate test fuels that are intended only for engineering and certification testing of aircraft, engines, and aircraft equipment. Use of this specification for engineering and certification testing of aircraft is not mandatory. Its use is at the discretion of the aircraft manufacturer, engine manufacturer, or certification authorities when determining criteria for validation of aircraft equipment design.  
1.3 This specification defines special-purpose test fuels that may be used to evaluate the operability, performance and durability of aviation compression-ignition engines when operating with fuels of marginal performance. The aviation distillate test fuels defined in this specification are not intended for general purpose use in aircraft. This specification also lists acceptable additives for aviation distillate special-purpose test fuels.  
1.4 Specification D8147 is directed at civil applications, and maintained as such, but may be adopted for military, government, or other specialized uses.  
1.5 This specification can be used as a standard in describing the quality of aviation distillate fuel from production to the aircraft. However, this specification does not define the quality assurance testing and procedures necessary to ensure that fuel continues to comply with this specification after batch certification.  
1.6 This specification does not include all fuels satisfactory for aviation compression-ignition (CI) engines.  
1.7 The values stated in SI units are to be regarded as standard.  
1.7.1 Exception—Other units of measurement are included in this standard.  
1.8 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.9 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 Wear due to excessive friction resulting in shortened life of engine components such as fuel pumps and fuel controls has sometimes been ascribed to lack of lubricity in an aviation fuel.  
5.2 The relationship of test results to aviation fuel system component distress due to wear has been demonstrated for some fuel/hardware combinations where boundary lubrication is a factor in the operation of the component.  
5.3 The wear scar generated in the ball-on-cylinder lubricity evaluator (BOCLE) test is sensitive to contamination of the fluids and test materials, the presence of oxygen and water in the atmosphere, and the temperature of the test. Lubricity measurements are also sensitive to trace materials acquired during sampling and storage. Containers specified in Practice D4306 shall be used.  
5.4 The BOCLE test method may not directly reflect operating conditions of engine hardware. For example, some fuels that contain a high content of certain sulfur compounds can give anomalous test results.
SCOPE
1.1 This test method covers assessment of the wear aspects of the boundary lubrication properties of aviation turbine fuels on rubbing steel surfaces.  
1.1.1 This test method incorporates two procedures, one using a semi-automated instrument and the second a fully automated instrument. Either of the two instruments may be used to carry out the test.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This guide is intended for the developers or sponsors of new aviation gasolines or additives to describe the data requirements necessary to support the development of specifications for these new products by ASTM members. The ultimate goal of the data generated in accordance with this guide is to provide an understanding of the performance of the new fuel or additive within the property constraints and compositional bounds of the proposed specification criteria.  
5.2 This guide is not an approval process. It is intended to describe test and analysis requirements necessary to generate data to support specification development. This guide does not address the approval process for ASTM International standards.  
5.3 This guide will reduce the uncertainty and risk to developers or sponsors of new aviation gasolines or additives by describing the test and analysis requirements necessary to proceed with the development of an ASTM International specification for aviation gasoline or specification revision for an aviation gasoline additive. There are certain sections within this guide that do not specify an exact number of data points required. For example, 6.2.4.3 requires viscosity to be measured from freezing point to room temperature; 6.2.4.4, 6.2.4.5, and 6.3.2.3 require measurements over the operating temperature range; 6.3.2.4 and 6.3.2.5 require measurements versus temperature. In these cases, the developers or sponsors of new aviation gasolines or additives should attempt to generate data close to the upper and lower boundaries indicated. If no boundary is specified (for example, generate data versus temperature), then data at the widest practical test limits should be generated. A minimum of three data points is required in all cases (for example, upper, middle, lower), while five or more data points are preferred.  
5.4 This guide does not purport to specify an all-inclusive listing of test and analysis requirements to achieve ASTM International approval ...
SCOPE
1.1 This guide provides procedures to develop data for use in research reports for new aviation gasolines or new aviation gasoline additives.  
1.2 This data is intended to be used by the ASTM subcommittee to make a determination of the suitability of the fuel for use as an aviation fuel in either a fleet-wide or limited capacity, and to make a determination that the proposed properties and criteria in the associated standard specification provide the necessary controls to ensure this fuel maintains this suitability during high-volume production.  
1.3 These research reports are intended to support the development and issuance of new specifications or specification revisions for these products. Guidance to develop ASTM International standard specifications for aviation gasoline is provided in Subcommittee J on Aviation Fuels Operating Procedures, Annex A6, “Guidelines for the Development and Acceptance of a New Aviation Fuel Specification for Spark-Ignition Reciprocating Engines.”  
1.4 The procedures, tests, selection of materials, engines, and aircraft detailed in this guide are based on industry expertise to give appropriate data for review. Because of the diversity of aviation hardware and potential variation in fuel/additive formulations, not every aspect may be encompassed and further work may be required. Therefore, additional data beyond that described in this guide may be requested by the ASTM task force, Subcommittee J, or Committee D02 upon review of the specific composition, performance, or other characteristics of the candidate fuel or additive.  
1.5 While it is beyond the scope of this guide, investigation of the future health and environmental impacts of the new aviation gasoline or new aviation gasoline additive and the requirements of environmental agencies is recommended.  
1.6 The values stated in SI units are to be regarded as standard.  
1.6.1 Exception—Some industry standard methodologies uti...

SIGNIFICANCE AND USE
4.1 Pumping, filtering, and tank filling of petroleum products, particularly refined distillates, can cause the generation and accumulation of electrostatic charges and can result in static discharges capable of causing fires and explosions. This guide provides an overview of the factors involved in the generation of such electrostatic charges. Methods are described for the alleviation of the problem, and cited authoritative references contain more details.  
4.2 This guide is not intended to provide operating or safety rules for the handling of petroleum products to avoid electrostatic hazards.
SCOPE
1.1 This guide describes how static electricity may be generated in petroleum fuel systems, the types of equipment conducive to charge generation, and methods for the safe dissipation of such charges. This guide is intended to increase awareness of potential operating problems and hazards resulting from electrostatic charge accumulation.  
1.2 This guide is not intended to provide specific solutions but indicates available techniques the user may wish to investigate to alleviate electrostatic charges. This guide does not cover the effects of stray currents or of lightning, either of which can also produce sparks leading to fires or explosions.  
1.3 This guide is not intended to address detailed safety practices associated with static electricity in petroleum product systems.  
1.4 The values stated in SI units are to be regarded as standard. The values given in parentheses after SI units are provided for information only and are not considered standard.  
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This practice is intended to describe the data requirements necessary to support the review of new aviation turbine fuels or additives by ASTM members for the developers or sponsors of these new products.  
5.2 Its purpose is to guide the sponsor of a new fuel or new fuel additive through a defined evaluation process that includes the prerequisite testing and required periodic reviews with the subcommittee members. This practice provides a basis for calculating the volume of additive or fuel required for assessment, insight into the cost associated with taking a new fuel or new fuel additive through the evaluation process, and a defined path forward for introducing a new technology for the benefit of the aviation community.  
5.3 The allocation of resources necessary to support the full scope of the evaluation process is the responsibility of the sponsor of the new fuel or fuel additive. This will include laboratory, rig, or engine tests, if required, as well as support of OEM activities such as the Phase 1 and 2 reviews.  
5.4 This process may also be used to assess the impact of changes to fuels due to changes in production methods and/or changes during transportation. An example is the assessment of the impact of incidental materials on fuel properties. In the context of Practice D4054, incidental materials shall be considered as an additive.  
5.5 This guide is not an approval process. It is intended to describe test and analysis requirements necessary to generate data to support specification revision or development. This guide does not address the approval process for ASTM International standards.  
5.6 This guide does not purport to specify an all-inclusive listing of test and analysis requirements to achieve ASTM International issuance of a specification or specification revision. The final requirements will be dependent upon the specific formulation and performance of the candidate fuel or additive and be determined by the ASTM International task g...
SCOPE
1.1 This standard practice provides procedures to develop data for use in research reports for new aviation turbine fuels, changes to existing aviation turbine fuels, or new aviation turbine fuel additives. These research reports are intended to support the development and issuance of new specifications or specification revisions for these products. This standard practice has also been used to evaluate the effect of incidental materials on jet fuel properties and performance.  
1.2 The procedures, tests, and selection of materials detailed in this practice are based on industry expertise to provide the necessary data to determine if the new or changed fuel or additive is suitable for use on existing aircraft and engines and for use in the current aviation operational and supply infrastructure. As such, it is primarily intended for the evaluation of drop-in fuels, but it can also be used for the evaluation of other fuels.  
1.3 Because of the diversity of aviation hardware and potential variation in fuel/additive formulations, not every aspect may be fully covered and further work may be required. Therefore, additional data beyond that described in this practice may be requested by the ASTM task force, Subcommittee J, or Committee D02 upon review of the specific composition, performance, or other characteristics of the candidate fuel or additive.  
1.4 Units of measure throughout this practice are stated in International System of Units (SI) unless the test method specifies non-SI units.  
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.6 This international standard was developed in accordance with internationally recognized principles on standardization establish...

ABSTRACT
This specification establishes the requirements for purchases of Grade UL 91 unleaded aviation gasoline under contract and is intended primarily for use by purchasing agencies. It does not cover any other gasolines satisfactory for reciprocating aviation engines. The unleaded aviation gasoline, except as otherwise specified here, shall consist of blends of refined hydrocarbons derived from crude petroleum, natural gasoline, or blends thereof, with synthetic hydrocarbons or aromatic hydrocarbons, or both. Additives for electrical conductivity and corrosion inhibition, as well as certain types of antioxidants may be added separately, or in combination, in specified compositions and concentrations. Properly sampled specimens shall undergo test procedures and conform, accordingly, to the following requirements: knock value (motor octane number); density; distillation (initial boiling point, fuel evaporated, and final boiling point); recovery, residue and loss volumes; vapor pressure; freezing point; sulfur content; net heat of combustion; corrosion (copper strip); oxidation stability (potential gum); water reaction (volume change); and electrical conductivity.
SCOPE
1.1 This specification covers formulating specifications for purchases of aviation gasoline under contract and is intended primarily for use by purchasing agencies.  
1.2 Unleaded aviation gasoline defined by this specification is for use in engines and associated aircraft that are specifically approved by the engine and aircraft manufacturers. This fuel is not considered suitable for use in other engines and associated aircraft that are certified to use only leaded aviation gasolines of the same octane grade.  
1.3 This specification, unless otherwise provided, prescribes the required properties of unleaded aviation gasoline at the time and place of delivery.  
1.4 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This test method provides a gravimetric measurement of the particulate matter present in a sample of aviation turbine fuel delivered to a laboratory for evaluation. The objective is to minimize these contaminants to avoid filter plugging and other operational problems. Although tolerable levels of particulate contaminants have not yet been established for all points in fuel distribution systems, the total contaminant measurement is normally of most interest.
SCOPE
1.1 This test method covers the gravimetric determination by filtration of particulate contaminant in a sample of aviation turbine fuel delivered to a laboratory.  
1.1.1 The sample is filtered through a test membrane and a control membrane using vacuum. The mass change difference identifies the contaminant level per unit volume.  
1.2 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific hazard statements, see 4.2, 7.3, 7.5, 11.2, and X1.7.2. Before using this standard, refer to supplier's safety labels, material safety data sheets, and technical literature.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This test method is intended for use in the laboratory or field in evaluating aviation turbine fuel cleanliness.  
5.2 A change in filtration performance after storage, pretreatment, or commingling can be indicative of changes in fuel condition.  
5.3 Relative filterability of fuels may vary, depending on filter porosity and structure, and may not always correlate with results from this test method.  
5.4 Causes of poor filterability in industrial/refinery filters include fuel degradation products, contaminants picked up during storage or transfer, incompatibility of commingled fuels, or interaction of the fuel with the filter media. Any of these could correlate with orifice or filter system plugging, or both.
SCOPE
1.1 This test method covers a procedure for determining the filterability of aviation turbine fuels (for other middle distillate fuels, see Test Method D6426).
Note 1: ASTM specification fuels falling within the scope of this test method are Specifications D1655 and D6615 and the military fuels covered in the military specifications listed in 2.2.  
1.2 This test method is not applicable to fuels that contain undissolved water.  
1.3 The values stated in SI units are to be regarded as standard. The values given in parentheses after SI units are provided for information only and are not considered standard.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 The present and growing international governmental requirements to add fatty acid methyl esters (FAME) to diesel fuel has had the unintended side-effect of leading to potential FAME contamination of jet turbine fuel in multifuel transport facilities such as cargo tankers and pipelines, and industry wide concerns.  
5.2 Analytical methods have been developed with the capability of measuring down to
SCOPE
1.1 This test method specifies a rapid screening method using flow analysis by Fourier transform infrared (FA-FTIR) spectroscopy with partial least squares (PLS-1) processing for the determination of the fatty acid methyl ester (FAME) content of aviation turbine fuel (AVTUR), in the range of 10 mg/kg to 150 mg/kg.
Note 1: Specifications falling within the scope of this test method are: Specification D1655 and Defence Standard 91-91.
Note 2: This test method detects all FAME components, with peak IR absorbance at approximately 1749 cm-1 and C8 to C22 molecules, as specified in standards such as Specification D6751 and EN 14214. The accuracy of the method is based on the molecular weight of C16 to C18 FAME species; the presence of other FAME species with different molecular weights could affect the accuracy.
Note 3: Additives such as antistatic agents, antioxidants and corrosion inhibitors are measured with the FAME by the FTIR spectrometer. However the effects of these additives are removed by the flow analysis processing.
Note 4: FAME concentrations from 150 mg/kg to 500 mg/kg, and below 10 mg/kg can be measured but the precision could be affected.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This test method provides a measurement of the presence of surfactants in aviation turbine fuels. Like previous obsolete Test Methods D2550 and D3602 and current Test Methods D3948 and D8073, this test method can detect trace amounts of refinery treating chemicals in fuel. The test methods can also detect surface active substances added to fuel in the form of additives or picked up by the fuel during handling from point of production to point of use. Some of these substances degrade the ability of filter separators to separate free water from the fuel.  
5.2 This test method yields approximately the same (low) MSEP ratings as Test Method D3948 for fuels that contain strong surfactants.  
5.2.1 This test method will give approximately the same MSEP ratings for Jet A, Jet A-1, JP-5, JP-7, and JP-8 fuels as Test Method D3948 when testing reference fluids.  
5.3 The MSEP ratings obtained by this test method are less affected by weak surfactants than Test Method D3948. Somewhat higher MSEP ratings for Jet A, Jet A-1, JP-5, JP-7, and JP-8 fuels are obtained by this test method than those obtained by Test Method D3948 when additives such as static dissipater additives (SDA) and corrosion inhibitors are present in the fuel. This correlates with the satisfactory performance of filter separators for such fuels, when wet. However, these same additives adversely affect the MSEP ratings obtained by Test Method D3948 by erroneously indicating that such additized fuels would significantly degrade the ability of filter separators to separate free water from the fuel in actual service.  
5.4 The Micro-Separometer instrument has an effective measurement range from 50 to 100. Values obtained outside of those limits are undefined and invalid.
Note 1: In the event a value greater than 100 is obtained, there is a good probability that light transmittance was reduced by material, typically water, contained in the fuel that was used to set the 100 reference level. During the coal...
SCOPE
1.1 This test method covers a rapid portable means for field and laboratory use to rate the ability of kerosine-type aviation turbine fuels, both neat and those containing additives, to release entrained or emulsified water when passed through coalescing material.  
1.1.1 This test method is applicable to kerosine-type aviation turbine fuels including: Jet A and Jet A-1 (as described in Specification D1655); JP-5, JP-7, JP-8, and JP-8+100. (See Section 6.)  
1.2 The values stated in SI units are to be regarded as standard. The values given in parentheses after SI units are provided for information only and are not considered standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see 8.2 – 8.5.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 The present and growing international governmental requirements to add FAME (biodiesel, as specified in standards such as Specification D6751 and EN 14214) to diesel fuel has had the side effect of leading to potential FAME contamination of jet turbine fuel in multifuel transport facilities such as cargo tankers and pipelines. FAME has been added as an identified incident material to Table 3 of Specification D1655 in which a permitted level of contamination is specified.  
5.2 This test method has been developed for use in the supply chain by nonspecialized personnel to detect all kinds of FAME covering the range of 10 mg/kg to 400 mg/kg.
Note 3: This test method can be used to screen for unconverted esters from lipid co-hydroprocessed hydrocarbon synthetic kerosene in aviation turbine fuel. This application is detailed in X1.2.
SCOPE
1.1 This test method covers the quantification of the fatty acid methyl esters (FAME) content in aviation turbine fuel in the range of 10 mg/kg to 400 mg/kg by measuring infrared (IR) transmission before, during, and after FAME is converted to molecules that absorb in a different spectral region than FAME using a selective chemical reaction facilitated by a suitable catalyst.
Note 1: This test method detects all FAME components with peak IR absorbance at approximately 1749 cm-1 and C8 to C22 carbon chain length. The accuracy of this test method is based on the molecular weight of C16 to C18 FAME species. The presence of other FAME species with different molecular weights could affect the accuracy.
Note 2: Additives such as antistatic agents, antioxidants, and corrosion inhibitors are measured with the FAME by mid IR absorption. However, these additives do not contribute to the differential absorption spectrum used to quantify FAME, as they do not take part in the selective reaction.  
1.2 This test method has interim repeatability precision only, see Section 15 for more information.  
1.3 Units—The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. Specific warning statements are given in Section 8.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This test method provides a measure of the presence of surfactants in aviation turbine fuels. Like previous obsolete Test Methods D2550 and D3602, and current Test Methods D7224 and D8073, this test method can detect carryover traces of refinery treating residues in fuel as produced. They can also detect surface active substances added to or picked up by the fuel during handling from point of production to point of use. Certain additives can also have an adverse effect on the rating. Some of these substances affect the ability of filter separators to separate free water from the fuel.  
5.2 The Micro-Separometer has a measurement range from 50 to 100. Values obtained outside of those limits are undefined and invalid. In the event a value greater than 100 is obtained, there is a good probability that light transmittance was reduced by material contained in the fuel used to set the 100 reference level. The material was subsequently removed during the coalescing portion of the test, thus, the processed fuel had a higher light transmittance than the fuel sample used to obtain the 100 reference level resulting in the final rating measuring in excess of 100.  
5.3 Test Mode A function of the separometer will give approximately the same rating for Jet A, Jet A-1, MIL JP-5, MIL JP-7, and MIL JP-8 fuels as Test Methods D2550 and D3602. Using Mode A water separation characteristic ratings of Jet B and MIL JP-4 fuels will not necessarily be equivalent to Test Method D2550 but will give approximately the same rating as Test Method D3602. All Micro-Separometers have Test Mode A capability.  
5.4 The Test Mode B option is used to determine water separation ratings for MIL JP-4 fuels containing fuel system corrosion and icing inhibitors. These ratings are approximately the same as those obtained using Test Method D2550.  
5.5 Selection of Mode A or Mode B depends on the specific fuel and specification requirement. Table 1 identifies the recommended test method for various ...
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1.1 This test method covers a rapid portable means for field and laboratory use to rate the ability of aviation turbine fuels to release entrained or emulsified water when passed through fiberglass coalescing material.  
1.2 The procedure section of this test method contains two different modes of test equipment operation. The primary difference between the modes of operation is the rate of fuel flow through the fiberglass coalescing material. Test method selection is dependent on the particular fuel to be tested.  
1.3 The values stated in SI units are to be regarded as standard. The values given in parentheses after SI units are provided for information only and are not considered standard.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 DRA is frequently added into multiproduct pipelines to increase throughput or reduce energy requirements of fuel movement. Although these additives are not used in jet fuel, contamination can occur from other products if proper batching guidelines are not followed or by other cases of human error. CRC Report No. 642 reviewed the impact of DRA on jet fuel fit-for-purpose performance and concluded that the fuel spray angle and atomization capability of several engine-type fuel nozzles can be adversely affected impacting high altitude relight performance at elevated concentrations. A method that accurately quantifies the amount of DRA in jet fuel can be useful in confirming the absence of significant contamination to protect the safety of aviation operations. This test method is designed to measure down to sub-100 µg/L levels of DRA in aviation fuel.
SCOPE
1.1 This test method covers the measurement of high molecular weight polymers, in particular pipeline drag reducer additive (DRA), in aviation turbine fuels with a 72 µg/L lower detection limit. The method cannot differentiate between different polymers types. Thus, any non-DRA high molecular weight polymer will cause a positive measurement bias. Further investigation is required to confirm the polymer detected is DRA.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 Warning—Mercury has been designated by many regulatory agencies as a hazardous substance that can cause serious medical issues. Mercury, or its vapor, has been demonstrated to be hazardous to health and corrosive to materials. Use Caution when handling mercury and mercury-containing products. See the applicable product Safety Data Sheet (SDS) for additional information. The potential exists that selling mercury or mercury-containing products, or both, is prohibited by local or national law. Users must determine legality of sales in their location.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 The ability of a fuel to dissipate charge that has been generated during pumping and filtering operations is controlled by its electrical conductivity, which depends upon its content of ion species. If the conductivity is sufficiently high, charges dissipate fast enough to prevent their accumulation and dangerously high potentials in a receiving tank are avoided.
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1.1 These test methods cover the determination of the electrical conductivity of aviation and distillate fuels with and without a static dissipator additive. The test methods normally give a measurement of the conductivity when the fuel is uncharged, that is, electrically at rest (known as the rest conductivity).  
1.2 Two test methods are available for field tests of fuel conductivity. These are: (1) portable meters for the direct measurement in tanks or the field or laboratory measurement of fuel samples, and (2) in-line meters for the continuous measurement of fuel conductivities in a fuel distribution system. In using portable meters, care must be taken in allowing the relaxation of residual electrical charges before measurement and in preventing fuel contamination.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific precautionary statements, see 7.1, 7.1.1, and 11.2.1.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 Undissolved (free) water in aviation fuel can encourage the growth of microorganisms and subsequent corrosion in the tanks of aircraft and can also lead to icing of filters in the fuel system. Control of free water is exercised in ground fueling equipment by use of filter-coalescers and water separators.
SCOPE
1.1 This test method covers the measurement of undissolved water in aviation turbine fuels in flowing fuel streams without exposing the fuel sample to the atmosphere or to a sample container. The usual range of test readings covers from 1 ppm to 60 ppm of free water. This test method does not detect water dissolved in the fuel, and thus test results for comparable fuel streams can vary with fuel temperature and the degree of water solubility in the fuel.  
1.2 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.3 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

ABSTRACT
This specification covers the use of purchasing agencies in formulating specifications for purchases of aviation turbine fuel under contract. This specification defines type Jet B wide-cut aviation turbine fuel intended for use in aircraft that are certified to use such fuel. This fuel has advantages for operations in very low temperature environments compared with other fuels. The aviation turbine fuel shall consist of blends of refined hydrocarbons derived from crude petroleum, natural gasoline, or blends thereof with synthetic hydrocarbons. Additives such as antioxidants, metal deactivator, electrical conductivity additive, leak detection additive, and other additives including biocidal additive and fuel system icing inhibitor, may be added to the aviation turbine fuel in the amount and of the composition specified. The aviation turbine fuel shall conform to the requirements prescribed for the following: aromatics, mercaptan sulfur content, sulfur content, distillation temperature, distillation residue, distillation loss, density, vapor pressure, freezing point, net heat of combustion, smoke point and naphthalene content, copper strip corrosion, thermal stability such as filter pressure drop and tube deposits, existent gum, electrical conductivity, and microseparometer rating. The test methods for determining conformance to these specified requirements are given.
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1.1 This specification covers the use of purchasing agencies in formulating specifications for purchases of aviation turbine fuel under contract.  
1.2 This specification defines one specific type of aviation turbine fuel for civil use. This fuel has advantages for operations in very low temperature environments compared with other fuels described in Specification D1655. This fuel is intended for use in aircraft that are certified to use such fuel.  
1.3 This specification does not define the quality assurance testing and procedures necessary to ensure that fuel in the distribution system continues to comply with this specification after batch certification. Such procedures are defined elsewhere, for example in ICAO 9977, EI/JIG Standard 1530, JIG 1, JIG 2, API 1543, API 1595, and ATA-103.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This test method provides a gravimetric measurement of the particulate matter present in a sample of aviation turbine fuel by line sampling. The objective is to minimize these contaminants to avoid filter plugging and other operational problems. Although tolerable levels of particulate contaminants have not yet been established for all points in fuel distribution systems, the total contaminant measurement is normally of most interest. The Appendix X1 color rating method is useful for fuel system monitoring purposes. No quantitative relationship exists between gravimetric and color rating test results.
SCOPE
1.1 This test method covers the determination of particulate contaminant in aviation turbine fuel using a field monitor.  
1.2 There are two test methods described. The basic test method is used to evaluate the level of contamination gravimetrically. The second test method, presented in Appendix X1, describes a color rating technique that is used for rapid qualitative assessment of changes in contamination level without the time delay required for the gravimetric determinations by stringent laboratory procedures.  
1.3 There are two Annexes and two Appendixes in this test method.  
1.3.1 Annex A1 provides some precautionary information regarding the use of the required reagents.  
1.3.2 Annex A2 describes a standard practice for obtaining a sample of the particulates present in a flowing stream of aviation turbine fuel.  
1.3.3 Appendix X1 describes a test method for rating the particulate level in an aviation turbine fuel on the basis of the color of a filter membrane after sampling the fuel in the field.  
1.3.4 Appendix X2 provides some safety precautions to avoid static discharge resulting from the accumulation of electrical charges in the fuel and on the equipment while following the procedures.  
1.4 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.  
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

ABSTRACT
This specification covers additives for aviation fuels used to inhibit ice formation in aircraft fuel systems. Three types of fuel system icing inhibitors are provided as follows: type I - ethylene glycol monomethyl ether, type II - anhydrous isopropanol, and type III - diethylene glycol monomethyl ether. The relative density, color, distillation range, non-volatile matter, and odor shall be tested to meet the requirements prescribed. The water properties, heptanes miscibility, acidity, water miscibility, and flash point shall be tested to meet the requirements prescribed.
SCOPE
1.1 This specification covers additives for aviation fuels (for example, Specifications D910, D7547, and D1655) used to inhibit ice formation in aircraft fuel systems.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 WARNING—Mercury has been designated by many regulatory agencies as a hazardous substance that can cause serious medical issues. Mercury, or its vapor, has been demonstrated to be hazardous to health and corrosive to materials. Use Caution when handling mercury and mercury-containing products. See the applicable product Safety Data Sheet (SDS) for additional information. The potential exists that selling mercury or mercury-containing products, or both, is prohibited by local or national law. Users must determine legality of sales in their location.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This test method provides an indication of the presence of surfactants in aviation fuel. Like Test Methods D2550, D3602, D3948, and D7224, this test method can detect carryover traces of refinery treating residues in fuel as produced. In addition, these test methods can detect surface active substances added to or picked up by the fuel during handling from point of production to point of use. Certain additives can affect the WSI. Some of these substances affect the ability of filter separators to separate free water from the fuel.  
5.2 The small scale water separation tester has a measurement range from 0.0 WSI to 100.0 WSI.
Note 1: WSI values greater than 100.0 WSI can be caused by a reduction in the light transmittance (see A1.1.5) of the test specimen due to material that was removed during the testing process.  
5.3 This test method was developed so refiners, fuel terminal operators, pipelines, and independent testing laboratory personnel can rapidly and precisely measure for the presence of surfactants, with a minimum of training, in a wide range of locations.
SCOPE
1.1 This test method covers a procedure to rate the ability of aviation turbine fuels to release entrained and emulsified water when passed through a water-coalescing filter.  
1.2 Results are expressed as a Water Separation Index (WSI).  
1.3 The values stated in SI units are to be regarded as standard.  
1.3.1 Exception—Units in WSI are included.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SCOPE
1.1 This specification covers the use of purchasing agencies in formulating specifications for purchases of aviation turbine fuel under contract.  
1.2 This specification defines one specific type of aviation turbine fuel for civil use in the certification of aircraft. The specification can be used as a standard in describing the quality of this aviation fuel from the refinery to the aircraft.  
1.3 This specification does not include the fuels that are commonly used in aviation turbine engines. Those are listed in Specification D1655.  
1.4 The aviation turbine fuel defined by this specification may be used in other than turbine engines that are specifically designed and certified for this fuel.  
1.5 The use of EI/IP (Energy Institute/Institute of Petroleum) test methods is permitted. The user of this specification is referred to Specification D1655 (latest revision), Specification for Aviation Turbine Fuels, Paragraph 2, Referenced Documents and Table 1, Detailed Requirements of Aviation Turbine Fuels, Column 4, Test Methods, to determine the pairing of the IP test method with the particular detailed requirement, and to Section 11, Test Methods, to identify jointed standards and referee methods.  
1.6 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.6.1 Exception—Units of pressure are also given in psi.  
1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SCOPE
1.1 This specification covers formulating specifications for purchases of an unleaded aviation gasoline test fuel under contract and is intended solely for use by purchasing agencies for testing purposes.  
1.2 This specification defines a specific type of aviation gasoline for use as an aviation spark-ignition engine test fuel. It does not include all gasolines satisfactory for reciprocating aviation engines. Certain equipment or conditions of use may permit a wider, or require a narrower, range of characteristics than is shown by this specification.  
1.3 The unleaded aviation gasoline test fuel defined by this specification does exhibit similar octane performance to those leaded fuels with which the existing aircraft and ground-based fuel handling equipment have been designed to operate.  
1.4 Issuance of this specification does not constitute approval to operate certificated aircraft with this test fuel. Fuels used in certified engines and aircraft are ultimately approved by the certifying authority subsequent to formal submission of evidence to the authority as part of a certification program.  
1.5 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.6 This specification, unless otherwise provided, prescribes the required properties of unleaded aviation gasoline test fuel at the time and place of delivery.  
1.7 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.8 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

ABSTRACT
This specification covers formulating specifications for purchases of a high octane unleaded test fuel under contract and is intended solely for use by purchasing agencies for testing purposes. This specification also defines a specific type of high octane unleaded test fuel for use as an aviation spark-ignition fuel. A new high-octane unleaded test fuel has been developed, which maintains the key performance parameters of existing reciprocating aircraft engines.
SCOPE
1.1 This specification covers formulating specifications for purchases of a high aromatic content unleaded hydrocarbon aviation gasoline test fuel under contract and is intended solely for use by purchasing agencies for testing purposes.2  
1.2 This specification defines a specific type of high aromatic content unleaded hydrocarbon aviation gasoline (hereafter also referred to as “D7719 fuel”) for use as an aviation spark-ignition test fuel. It does not include all fuels satisfactory for reciprocating aviation engines. Certain equipment or conditions of use may permit a wider, or require a narrower, range of characteristics than is shown by this specification.  
1.3 The D7719 fuel defined by this specification does not exhibit identical performance to those leaded fuels for which the existing aircraft and ground-based fuel handling equipment have been designed to operate on. Therefore, the suitability of this test fuel for use on any specific aircraft, aircraft engine, or ground-based fuel handling equipment should be evaluated before use on that equipment.  
1.4 Issuance of this specification does not constitute approval to operate certificated aircraft with this fuel. Fuels used in certified engines and aircraft are ultimately approved by the certifying authority subsequent to formal submission of evidence to the authority as part of the certification program for that aircraft and engine model.  
1.5 This specification, unless otherwise provided, prescribes the required properties of unleaded D7719 test fuel at the time and place of delivery.  
1.6 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.7 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.8 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

ABSTRACT
This specification covers requirements for fuel grade ethyl tertiary-butyl ether (ETBE) that may be used for blending with fuels for aviation spark-ignition engines where permissible. The requirements for ETBE that may be used for blending with fuels for aviation spark-ignition engines are given. The ETBE shall be visually free of undissolved water, sediment, and suspended matter that could render the material unacceptable for the intended application.
SCOPE
1.1 This specification covers requirements for fuel grade ethyl tertiary-butyl ether (ETBE) that may be used for blending with fuels for aviation spark-ignition engines where permissible. Other ETBE grades available in the marketplace that do not comply with the requirements of this specification, are not suitable for blending with aviation fuels.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

ABSTRACT
This specification covers formulating requirements for purchases of a UL100 unleaded aviation gasoline test fuel under contract and is intended solely for use by purchasing agencies for testing purposes. It prescribes the required properties of unleaded D7960 fuel at the time and place of delivery. The suitability of this fuel for use on any specific aircraft, aircraft engine, or ground-based fuel handling equipment should be evaluated before use on that equipment.
Included in this specification are requirements for the manufacture of D7960 fuel and additives; workmanship, finish, and appearance; sampling; and the type and number of reports to ensure conformance with the requirements of this specification. Products shall conform to the requirements that shall be determined in accordance with ASTM test methods for knock value (lean rating), tetraethyl lead, density, distillation, vapor pressure, freezing point, sulfur, net heat of combustion, corrosion (copper strip), potential gum and visible lead precipitate, water reaction, and electrical conductivity.
SCOPE
1.1 This specification covers formulating specifications for purchases of a UL102 unleaded aviation gasoline test fuel under contract and is intended solely for use by purchasing agencies for testing purposes.  
1.2 This specification defines a specific type of aviation gasoline for use as an aviation spark-ignition engine test fuel. It does not include all gasolines satisfactory for reciprocating aviation engines. Certain equipment or conditions of use may permit a wider, or require a narrower, range of characteristics than is shown by this specification.  
1.3 The D7960 test fuel defined by this specification may not exhibit identical performance to those leaded fuels with which the existing aircraft and ground-based fuel handling equipment have been designed to operate. Therefore, the suitability of this fuel for use on any specific aircraft, aircraft engine, or ground-based fuel handling equipment should be evaluated before use on that equipment.  
1.4 Issuance of this specification does not constitute approval to operate certificated aircraft with this fuel. Fuels used in certified engines and aircraft are ultimately approved by the certifying authority subsequent to formal submission of evidence to the authority as part of the certification program for that aircraft and engine model.  
1.5 This specification, unless otherwise provided, prescribes the required properties of unleaded D7960 test fuel at the time and place of delivery.  
1.6 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.7 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.8 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 DiEGME is miscible with water and can be readily extracted from the fuel by contact with water during shipping and in storage. Methods are therefore needed to check the additive content in the fuel to ensure proper additive concentration in the aircraft.  
5.2 This test method is applicable to analyses performed in the field or in a laboratory.
SCOPE
1.1 This test method covers a technique for measuring the concentration of Diethylene Glycol Monomethyl Ether (DiEGME) in aviation fuels. A measured volume of fuel, extracted with a fixed ratio of water, is tested with a suitable refractometer to determine the concentration of fuel system icing inhibitor (FSII) in fuel. Precision estimates have been determined for the DiEGME additive using specific extraction ratios with a wide variety of fuel types. The extraction ratios are high enough that portable handheld refractometers can be used, but not so high as to sacrifice accuracy or linearity, or both, in the 0.01 % to 0.25 % by volume range of interest.  
1.2 DiEGME is fully described in Specification D4171 and in other specifications.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.4 WARNING—Mercury has been designated by many regulatory agencies as a hazardous substance that can cause serious medical issues. Mercury, or its vapor, has been demonstrated to be hazardous to health and corrosive to materials. Use Caution when handling mercury and mercury-containing products. See the applicable product Safety Data Sheet (SDS) for additional information. The potential exists that selling mercury or mercury-containing products, or both, is prohibited by local or national law. Users must determine legality of sales in their location.  
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 The generation and dissipation of electrostatic charge in fuel due to handling depend largely on the ionic species present which may be characterized by the rest or equilibrium electrical conductivity. The time for static charge to dissipate is inversely related to conductivity. This test method can supplement Test Method D2624 which is limited to fuels containing static dissipator additive.
Note 1: For low-conductivity fluids below 1 pS/m in conductivity, an ac measurement technique is preferable to a dc test method for sensing the electrical conductivity of bulk fluid.
SCOPE
1.1 This test method covers and applies to the determination of the “rest” electrical conductivity of aviation fuels and other similar low-conductivity hydrocarbon liquids in the range from 1 pS/m to 2000 pS/m (see 3.1.2). This test method can be used in the laboratory or in the field.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 WARNING—Mercury has been designated by many regulatory agencies as a hazardous substance that can cause serious medical issues. Mercury, or its vapor, has been demonstrated to be hazardous to health and corrosive to materials. Use Caution when handling mercury and mercury-containing products. See the applicable product Safety Data Sheet (SDS) for additional information. The potential exists that selling mercury or mercury-containing products, or both, is prohibited by local or national law. Users must determine legality of sales in their location.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see 8.3 and Annex A1.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
3.1 The tendency of a jet fuel to resist the formation of deposits at elevated temperature is indicative of its oxidative thermal stability. This practice provides a technique for the simultaneous determination of deposit formation and oxygen consumption during the thermal oxidation of jet fuels and other hydrocarbon liquids. The practice can be used to evaluate the thermal stability of fuels and to determine the efficacy of additives in inhibiting deposition or slowing oxidation, or both. A test temperature of 140 °C and run length up to 16 h has been found to be effective for the relative evaluation of fuels and fuel additives. This practice has also been employed for other hydrocarbon liquids, such as gasoline and diesel fuels, but additional safety issues may need to be addressed by the user.
SCOPE
1.1 This laboratory practice covers the quantitative determination of surface deposits produced during the thermal oxidation of gas turbine fuels by monitoring the oscillation frequency of a quartz crystal during thermal exposure. In this practice, “thermal oxidative stability” refers to the tendency of a fuel to resist surface deposit formation during heating.  
1.2 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 The two procedures in the test method provide rapid methods for field detection of free water and solid contaminants, or any other visually apparent contamination. Uncertain or marginal results by either of these methods would normally result in the performance of methods such as D2276, D5452, or D3240 for quantitative determination of contaminants.  
5.1.1 Particulate determination in appearance tests is sensitive to sampling procedures. The presence of a small number of particles may indicate, for example, that the sample line was not flushed to provide a representative sample. The persistent presence of even a small number of particles, however, may be cause for further investigation depending on the situation.  
5.2 Experience has shown that an experienced tester using a clear bottle can detect as little as 40 ppm of free, suspended water in the fuel. Thus, a fuel rated as clear and bright can still fail lower limits set by quantitative methods. A rater will also have difficulty resolving particles smaller than 40 μm. Smaller particles must be determined by other than visual methods such as D2276, D5452 or chemical field tests listed in Manual 5.5  
5.3 Experience has shown the visual appearance of fuel in a white porcelain bucket to be the most suitable method for the detection of dye contamination or other unusual discoloration. In the U.S., the white porcelain bucket is used to detect the dye.
SCOPE
1.1 This test method covers two procedures for establishing the presence of suspended free water, solid particulate, and other contaminants in aviation gasoline and aviation turbine fuels.  
1.1.1 Both procedures are intended primarily for use as field tests with the fuel at handling temperature.  
1.1.2 Procedure A uses transparent sample containers; Procedure B uses opaque containers.  
1.2 Both procedures are rapid methods for contamination detection and include ratings of haze appearance and particulate presence.  
1.3 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
3.1 General descriptions for the manual sampling of petroleum products are given in Practice D4057. However, a number of aviation fuel properties are established or affected by trace levels of polar or other compounds. Measurement significance therefore requires that the sample containers not add or adsorb any materials. This practice presents types and preparations of sampling containers found satisfactory for the determination of water separation, copper corrosion, electrical conductivity, thermal stability, lubricity, and trace metal content. The choice of construction materials is an important factor, particularly in the case of aviation turbine fuel, where thermal stability can be degraded by the presence of very low concentrations of copper. The use of copper or copper based alloys shall be eliminated from aviation sampling apparatus. An approval procedure for new containers is also given.  
3.2 Two properties, particulate contamination and free water content, involve materials easily removed by any sampling container. These properties should be determined by placing the sample directly into the measuring apparatus and not using containers to transport the sample to the measuring equipment.  
3.3 Recommendations in this practice provide guidance for immediate use and for storage of samples. Immediate use involves sample storage for periods less than 24 h.
SCOPE
1.1 This practice2 covers the types of and preparation of containers found most suitable for the handling of aviation fuel samples for the determination of critical properties affected by trace contamination.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see 5.1, 5.2, 5.3, 5.4, and 5.6.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This practice is used as a basis for determining the minimum motor octane requirement of naturally aspirated aircraft engines by use of PRFs.  
5.2 Results from standardized octane ratings will play an important role in defining the actual octane requirement of a given aircraft engine, which can be applied in an effort to determine a fleet requirement.
SCOPE
1.1 This practice covers ground based octane rating procedures for naturally aspirated spark ignition aircraft engines using primary reference fuels.  
1.2 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.3 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This practice is used as a basis for determining the minimum ground-based octane requirement of turbocharged/supercharged aircraft engines by use of PRFs and RFs.  
5.2 Results from standardized octane ratings will play an important role in defining the octane requirement of a given aircraft engine, which can be applied in an effort to determine a fleet requirement.
SCOPE
1.1 This practice covers ground-based octane rating procedures for turbocharged/supercharged spark ignition aircraft engines. This practice has been developed to allow the widest range of applicability possible but may not be appropriate for all engine types. This practice is specifically directed to ground-based testing and actual in-flight octane ratings may produce significantly different results.  
1.2 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.3 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SCOPE
1.1 This specification covers the manufacture of aviation turbine fuel that consists of conventional and synthetic blending components.  
1.2 See Appendix X2 for an expanded description of the procedure for the production and blending of synthetic blend components.  
1.3 This specification applies only at the point of batch origination, as follows:  
1.3.1 Aviation turbine fuel manufactured, certified, and released to all the requirements of Table 1 of this specification (D7566), meets the requirements of Specification D1655 and shall be regarded as Specification D1655 turbine fuel. Duplicate testing is not necessary; the same data may be used for both D7566 and D1655 compliance. Once the fuel is released to this specification (D7566) the unique requirements of this specification are no longer applicable: any recertification shall be done in accordance with Table 1 of Specification D1655.  
1.3.2 Any location at which blending of synthetic blending components specified in Annex A1 (FT SPK), Annex A2 (HEFA SPK), Annex A3 (SIP), Annex A4 synthesized paraffinic kerosine plus aromatics (SPK/A), Annex A5 (ATJ), Annex A6 catalytic hydrothermolysis jet (CHJ), Annex A7 (HC-HEFA SPK), or Annex A8 (ATJ-SKA) with D1655 fuel (which may on the whole or in part have originated as D7566 fuel) or with conventional blending components takes place shall be considered batch origination in which case all of the requirements of Table 1 of this specification (D7566) apply and shall be evaluated. Short form conformance test programs commonly used to ensure transportation quality are not sufficient. The fuel shall be regarded as D1655 turbine fuel after certification and release as described in 1.3.1.  
1.3.3 Once a fuel is redesignated as D1655 aviation turbine fuel, it can be handled in the same fashion as the equivalent refined D1655 aviation turbine fuel.  
1.4 This specification defines the minimum property requirements for aviation turbine fuel that contain synthesized hydrocarbons and lists acceptable additives for use in civil operated engines and aircrafts. Specification D7566 is directed at civil applications, and maintained as such, but may be adopted for military, government, or other specialized uses.  
1.5 This specification can be used as a standard in describing the quality of aviation turbine fuel from production to the aircraft. However, this specification does not define the quality assurance testing and procedures necessary to ensure that fuel in the distribution system continues to comply with this specification after batch certification. Such procedures are defined elsewhere, for example in ICAO 9977, EI/JIG Standard 1530, JIG 1, JIG 2, API 1543, API 1595, and ATA-103, and IATA Guidance Material for Sustainable Aviation Fuel Management.  
1.6 This specification does not include all fuels satisfactory for aviation turbine engines. Certain equipment or conditions of use may permit a wider, or require a narrower, range of characteristics than is shown by this specification.  
1.7 While aviation turbine fuels defined by Table 1 of this specification can be used in applications other than aviation turbine engines, requirements for such other applications have not been considered in the development of this specification.  
1.8 Synthetic blending components and blends of synthetic blending components with conventional petroleum-derived fuels in this specification have been evaluated and approved in accordance with the principles established in Practice D4054.  
1.9 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.10 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.11 This internati...

SIGNIFICANCE AND USE
5.1 This test method provides an indication of the relative smoke producing properties of kerosenes and aviation turbine fuels in a diffusion flame. The smoke point is related to the hydrocarbon type composition of such fuels. Generally the more aromatic the fuel the smokier the flame. A high smoke point indicates a fuel of low smoke producing tendency.  
5.2 The smoke point is quantitatively related to the potential radiant heat transfer from the combustion products of the fuel. Because radiant heat transfer exerts a strong influence on the metal temperature of combustor liners and other hot section parts of gas turbines, the smoke point provides a basis for correlation of fuel characteristics with the life of these components.
SCOPE
1.1 This test method covers two procedures for determination of the smoke point of kerosene and aviation turbine fuel, a manual procedure and an automated procedure, which give results with different precision.  
1.2 The automated procedure is the referee procedure.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 The test results are indicative of fuel performance during gas turbine operation and can be used to assess the level of deposits that form when liquid fuel contacts a heated surface that is at a specified temperature.
SCOPE
1.1 This test method covers the procedure for rating the tendencies of gas turbine fuels to deposit decomposition products within the fuel system.  
1.2 The differential pressure values in mm Hg are defined only in terms of this test method.  
1.3 The deposition values stated in SI units shall be regarded as the referee value.  
1.4 The pressure values stated in SI units are to be regarded as standard. The psi comparison is included for operational safety with certain older instruments that cannot report pressure in SI units.  
1.5 No other units of measurement are included in this standard.  
1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see 6.1.1, 7.1, 7.3, 12.1.1, and Annex A6.  
1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SCOPE
1.1 This specification covers the manufacture of aviation turbine fuel that consists of conventional and synthetic blending components.  
1.2 See Appendix X2 for an expanded description of the procedure for the production and blending of synthetic blend components.  
1.3 This specification applies only at the point of batch origination, as follows:  
1.3.1 Aviation turbine fuel manufactured, certified, and released to all the requirements of Table 1 of this specification (D7566), meets the requirements of Specification D1655 and shall be regarded as Specification D1655 turbine fuel. Duplicate testing is not necessary; the same data may be used for both D7566 and D1655 compliance. Once the fuel is released to this specification (D7566) the unique requirements of this specification are no longer applicable: any recertification shall be done in accordance with Table 1 of Specification D1655.  
1.3.2 Any location at which blending of synthetic blending components specified in Annex A1 (FT SPK), Annex A2 (HEFA SPK), Annex A3 (SIP), Annex A4 synthesized paraffinic kerosine plus aromatics (SPK/A), Annex A5 (ATJ), Annex A6 catalytic hydrothermolysis jet (CHJ), Annex A7 (HC-HEFA SPK), or Annex A8 (ATJ-SKA) with D1655 fuel (which may on the whole or in part have originated as D7566 fuel) or with conventional blending components takes place shall be considered batch origination in which case all of the requirements of Table 1 of this specification (D7566) apply and shall be evaluated. Short form conformance test programs commonly used to ensure transportation quality are not sufficient. The fuel shall be regarded as D1655 turbine fuel after certification and release as described in 1.3.1.  
1.3.3 Once a fuel is redesignated as D1655 aviation turbine fuel, it can be handled in the same fashion as the equivalent refined D1655 aviation turbine fuel.  
1.4 This specification defines the minimum property requirements for aviation turbine fuel that contain synthesized hydrocarbons and lists acceptable additives for use in civil operated engines and aircrafts. Specification D7566 is directed at civil applications, and maintained as such, but may be adopted for military, government, or other specialized uses.  
1.5 This specification can be used as a standard in describing the quality of aviation turbine fuel from production to the aircraft. However, this specification does not define the quality assurance testing and procedures necessary to ensure that fuel in the distribution system continues to comply with this specification after batch certification. Such procedures are defined elsewhere, for example in ICAO 9977, EI/JIG Standard 1530, JIG 1, JIG 2, API 1543, API 1595, and ATA-103, and IATA Guidance Material for Sustainable Aviation Fuel Management.  
1.6 This specification does not include all fuels satisfactory for aviation turbine engines. Certain equipment or conditions of use may permit a wider, or require a narrower, range of characteristics than is shown by this specification.  
1.7 While aviation turbine fuels defined by Table 1 of this specification can be used in applications other than aviation turbine engines, requirements for such other applications have not been considered in the development of this specification.  
1.8 Synthetic blending components and blends of synthetic blending components with conventional petroleum-derived fuels in this specification have been evaluated and approved in accordance with the principles established in Practice D4054.  
1.9 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.10 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.11 This internati...

SIGNIFICANCE AND USE
5.1 The test results are indicative of fuel performance during gas turbine operation and can be used to assess the level of deposits that form when liquid fuel contacts a heated surface that is at a specified temperature.
SCOPE
1.1 This test method covers the procedure for rating the tendencies of gas turbine fuels to deposit decomposition products within the fuel system.  
1.2 The differential pressure values in mm Hg are defined only in terms of this test method.  
1.3 The deposition values stated in SI units shall be regarded as the referee value.  
1.4 The pressure values stated in SI units are to be regarded as standard. The psi comparison is included for operational safety with certain older instruments that cannot report pressure in SI units.  
1.5 No other units of measurement are included in this standard.  
1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see 6.1.1, 7.1, 7.3, 12.1.1, and Annex A6.  
1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

ABSTRACT
This specification covers purchases of aviation turbine fuel under contract and is intended primarily for use by purchasing agencies. This specification does not include all fuels satisfactory for reciprocating aviation turbine engines, but rather, defines the following specific types of aviation fuel for civil use: Jet A; and Jet A-1. The fuels shall be sampled and tested appropriately to examine their conformance to detailed requirements as to composition, volatility, fluidity, combustion, corrosion, thermal stability, contaminants, and additives.
SCOPE
1.1 This specification covers the use of purchasing agencies in formulating specifications for purchases of aviation turbine fuel under contract.  
1.2 This specification defines the minimum property requirements for Jet A and Jet A-1 aviation turbine fuel and lists acceptable additives for use in civil and military operated engines and aircraft. Specification D1655 was developed initially for civil applications, but has also been adopted for military aircraft. Guidance information regarding the use of Jet A and Jet A-1 in specialized applications is available in the appendix.  
1.3 This specification can be used as a standard in describing the quality of aviation turbine fuel from production to the aircraft. However, this specification does not define the quality assurance testing and procedures necessary to ensure that fuel in the distribution system continues to comply with this specification after batch certification. Such procedures are defined elsewhere, for example in ICAO 9977, EI/JIG Standard 1530, JIG 1, JIG 2, API 1543, API 1595, and ATA-103.  
1.4 This specification does not include all fuels satisfactory for aviation turbine engines. Certain equipment or conditions of use may permit a wider, or require a narrower, range of characteristics than is shown by this specification.  
1.5 Aviation turbine fuels defined by this specification may be used in other than turbine engines that are specifically designed and certified for this fuel.  
1.6 This specification no longer includes wide-cut aviation turbine fuel (Jet B). FAA has issued a Special Airworthiness Information Bulletin which now approves the use of Specification D6615 to replace Specification D1655 as the specification for Jet B and refers users to this standard for reference.  
1.7 The values stated in SI units are to be regarded as standard. However, other units of measurement are included in this standard.  
1.8 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.9 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SCOPE
1.1 This specification covers the manufacture of aviation turbine fuel that consists of conventional and synthetic blending components.  
1.2 See Appendix X2 for an expanded description of the procedure for the production and blending of synthetic blend components.  
1.3 This specification applies only at the point of batch origination, as follows:  
1.3.1 Aviation turbine fuel manufactured, certified, and released to all the requirements of Table 1 of this specification (D7566), meets the requirements of Specification D1655 and shall be regarded as Specification D1655 turbine fuel. Duplicate testing is not necessary; the same data may be used for both D7566 and D1655 compliance. Once the fuel is released to this specification (D7566) the unique requirements of this specification are no longer applicable: any recertification shall be done in accordance with Table 1 of Specification D1655.  
1.3.2 Any location at which blending of synthetic blending components specified in Annex A1 (FT SPK), Annex A2 (HEFA SPK), Annex A3 (SIP), Annex A4 synthesized paraffinic kerosine plus aromatics (SPK/A), Annex A5 (ATJ), Annex A6 catalytic hydrothermolysis jet (CHJ), Annex A7 (HC-HEFA SPK), or Annex A8 (ATJ-SKA) with D1655 fuel (which may on the whole or in part have originated as D7566 fuel) or with conventional blending components takes place shall be considered batch origination in which case all of the requirements of Table 1 of this specification (D7566) apply and shall be evaluated. Short form conformance test programs commonly used to ensure transportation quality are not sufficient. The fuel shall be regarded as D1655 turbine fuel after certification and release as described in 1.3.1.  
1.3.3 Once a fuel is redesignated as D1655 aviation turbine fuel, it can be handled in the same fashion as the equivalent refined D1655 aviation turbine fuel.  
1.4 This specification defines the minimum property requirements for aviation turbine fuel that contain synthesized hydrocarbons and lists acceptable additives for use in civil operated engines and aircrafts. Specification D7566 is directed at civil applications, and maintained as such, but may be adopted for military, government, or other specialized uses.  
1.5 This specification can be used as a standard in describing the quality of aviation turbine fuel from production to the aircraft. However, this specification does not define the quality assurance testing and procedures necessary to ensure that fuel in the distribution system continues to comply with this specification after batch certification. Such procedures are defined elsewhere, for example in ICAO 9977, EI/JIG Standard 1530, JIG 1, JIG 2, API 1543, API 1595, and ATA-103, and IATA Guidance Material for Sustainable Aviation Fuel Management.  
1.6 This specification does not include all fuels satisfactory for aviation turbine engines. Certain equipment or conditions of use may permit a wider, or require a narrower, range of characteristics than is shown by this specification.  
1.7 While aviation turbine fuels defined by Table 1 of this specification can be used in applications other than aviation turbine engines, requirements for such other applications have not been considered in the development of this specification.  
1.8 Synthetic blending components and blends of synthetic blending components with conventional petroleum-derived fuels in this specification have been evaluated and approved in accordance with the principles established in Practice D4054.  
1.9 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.10 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.11 This internati...

SIGNIFICANCE AND USE
5.1 This guide is intended for the developers or sponsors of new aviation gasolines or additives to describe the data requirements necessary to support the development of specifications for these new products by ASTM members. The ultimate goal of the data generated in accordance with this guide is to provide an understanding of the performance of the new fuel or additive within the property constraints and compositional bounds of the proposed specification criteria.  
5.2 This guide is not an approval process. It is intended to describe test and analysis requirements necessary to generate data to support specification development. This guide does not address the approval process for ASTM International standards.  
5.3 This guide will reduce the uncertainty and risk to developers or sponsors of new aviation gasolines or additives by describing the test and analysis requirements necessary to proceed with the development of an ASTM International specification for aviation gasoline or specification revision for an aviation gasoline additive. There are certain sections within this guide that do not specify an exact number of data points required. For example, 6.2.4.3 requires viscosity to be measured from freezing point to room temperature; 6.2.4.4, 6.2.4.5, and 6.3.2.3 require measurements over the operating temperature range; 6.3.2.4 and 6.3.2.5 require measurements versus temperature. In these cases, the developers or sponsors of new aviation gasolines or additives should attempt to generate data close to the upper and lower boundaries indicated. If no boundary is specified (for example, generate data versus temperature), then data at the widest practical test limits should be generated. A minimum of three data points is required in all cases (for example, upper, middle, lower), while five or more data points are preferred.  
5.4 This guide does not purport to specify an all-inclusive listing of test and analysis requirements to achieve ASTM International approval ...
SCOPE
1.1 This guide provides procedures to develop data for use in research reports for new aviation gasolines or new aviation gasoline additives.  
1.2 This data is intended to be used by the ASTM subcommittee to make a determination of the suitability of the fuel for use as an aviation fuel in either a fleet-wide or limited capacity, and to make a determination that the proposed properties and criteria in the associated standard specification provide the necessary controls to ensure this fuel maintains this suitability during high-volume production.  
1.3 These research reports are intended to support the development and issuance of new specifications or specification revisions for these products. Guidance to develop ASTM International standard specifications for aviation gasoline is provided in Subcommittee J on Aviation Fuels Operating Procedures, Annex A6, “Guidelines for the Development and Acceptance of a New Aviation Fuel Specification for Spark-Ignition Reciprocating Engines.”  
1.4 The procedures, tests, selection of materials, engines, and aircraft detailed in this guide are based on industry expertise to give appropriate data for review. Because of the diversity of aviation hardware and potential variation in fuel/additive formulations, not every aspect may be encompassed and further work may be required. Therefore, additional data beyond that described in this guide may be requested by the ASTM task force, Subcommittee J, or Committee D02 upon review of the specific composition, performance, or other characteristics of the candidate fuel or additive.  
1.5 While it is beyond the scope of this guide, investigation of the future health and environmental impacts of the new aviation gasoline or new aviation gasoline additive and the requirements of environmental agencies is recommended.  
1.6 The values stated in SI units are to be regarded as standard.  
1.6.1 Exception—Some industry standard methodologies uti...

ABSTRACT
This specification covers Grade 82 unleaded aviation gasoline for use only in engines and associated aircraft that are specifically approved by the engine and aircraft manufacturers, and certified by the National Certifying Agencies to use this fuel. Aviation gasoline shall consist of blends of refined hydrocarbons derived from crude petroleum, natural gasoline or blends thereof, with specific aliphatic ethers, synthetic hydrocarbons, or aromatic hydrocarbons, and when applicable, methyl tertiarybutyl ether (MTBE). They may also contain antioxidants (oxidation inhibitors), metal deactivators, corrosion inhibitors, and fuel system icing inhibitors. The gasoline shall be tested and conform accordingly to the following property requirements: lean mixture knock value and motor method octane number; color; blue and red dye content; distillation temperature at % evaporated, end point, and residue content; distillation recovery; distillation loss; net heat of combustion; freezing point; vapor pressure; lead content; copper strip corrosion; sulfur content; potential gum; and alcohols and ether content (aliphatic ethers, methanol, and ethanol).
SCOPE
1.1 This specification covers Grades UL82 and UL87 unleaded aviation gasolines, which are defined by this specification and are only for use in engines and associated aircraft that are specifically approved by the engine and aircraft manufacturers, and certified by the National Certifying Agencies to use these fuels. Components containing hetro-atoms (oxygenates) may be present within the limits specified.  
1.2 A fuel may be certified to meet this specification by a producer as Grade UL82 or UL87 aviation gasoline only if blended from component(s) approved for use in these grades of aviation gasoline by the refiner(s) of such components, because only the refiner(s) can attest to the component source and processing, absence of contamination, and the additives used and their concentrations. Consequently, reclassifying of any other product to Grade UL82 or Grade UL87 aviation gasoline does not meet this specification.  
1.3 Appendix X1 contains an explanation for the rationale of the specification. Appendix X2 details the reasons for the individual specification requirements.  
1.4 The values stated in SI units are to be regarded as standard. The values given in parentheses after SI units are provided for information only and are not considered standard.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

ABSTRACT
This specification covers the material, manufacturing, and specialized property requirements for producing special-purpose aviation distillate test fuels that are intended only for engineering and certification testing of aircraft, engines, and aircraft equipment. It deals with special-purpose test fuels that may be used to evaluate the operability, performance and durability of aviation compression-ignition engines when operating with fuels of marginal performance. Aviation distillate fuel, except as otherwise specified in this specification, shall consist predominantly of refined hydrocarbons derived from conventional sources such as crude oil, natural gas liquid condensates, heavy oil, shale oil, and oil sands. The use of middle distillate fuel blends containing components from other sources is permitted. This specification also lists acceptable additives for aviation distillate special-purpose test fuels. Use of this specification for engineering and certification testing of aircraft is not mandatory. It is directed at civil applications, and maintained as such, but may be adopted for military, government, or other specialized uses.
SCOPE
1.1 This specification is intended to support purchasing agencies when formulating specifications for purchases of aviation distillate fuel under contract.  
1.2 This specification defines specialized property requirements to produce special-purpose aviation distillate test fuels that are intended only for engineering and certification testing of aircraft, engines, and aircraft equipment. Use of this specification for engineering and certification testing of aircraft is not mandatory. Its use is at the discretion of the aircraft manufacturer, engine manufacturer, or certification authorities when determining criteria for validation of aircraft equipment design.  
1.3 This specification defines special-purpose test fuels that may be used to evaluate the operability, performance and durability of aviation compression-ignition engines when operating with fuels of marginal performance. The aviation distillate test fuels defined in this specification are not intended for general purpose use in aircraft. This specification also lists acceptable additives for aviation distillate special-purpose test fuels.  
1.4 Specification D8147 is directed at civil applications, and maintained as such, but may be adopted for military, government, or other specialized uses.  
1.5 This specification can be used as a standard in describing the quality of aviation distillate fuel from production to the aircraft. However, this specification does not define the quality assurance testing and procedures necessary to ensure that fuel continues to comply with this specification after batch certification.  
1.6 This specification does not include all fuels satisfactory for aviation compression-ignition (CI) engines.  
1.7 The values stated in SI units are to be regarded as standard.  
1.7.1 Exception—Other units of measurement are included in this standard.  
1.8 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.9 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.