D02.J0.05 - Fuel Cleanliness

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.

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 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 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 ...
SCOPE
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 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.

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.

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.

SIGNIFICANCE AND USE
4.1 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.

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.

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.

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.
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 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 provides a measurement of the presence of surfactants in aviation turbine fuels. Like previous obsolete Test Methods D2550 and D3602 and current Test Method D3948, 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 coalescing port...
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 fiberglass 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 This test method provides a measure of the presence of surfactants in aviation turbine fuels. Like Test Methods D2550 and D3602, 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 fuels.  
5.6 The basic difference between Modes A and B is...
SCOPE
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
4.1 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.

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 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.

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.

SIGNIFICANCE AND USE
5.1 This test method provides a measure of the presence of surfactants in aviation turbine fuels. Like Test Methods D2550 and D3602, 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 fuels.  
5.6 The basic difference between Modes A and B is...
SCOPE
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 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 Method D3948, 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 coalescing port...
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 fiberglass 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 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 and health 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
4.1 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.3
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 0.3 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 and health practices and determine the applicability of regulatory limitations prior to use.

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 and health practices and determine the applicability of regulatory limitations prior to use.

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 and health practices and determine the applicability of regulatory limitations prior to use.

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 and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
4.1 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 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 and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
4.1 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.3
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 0.3 mg/L.  
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 and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
5.1 This test method provides a measure of the presence of surfactants in aviation turbine fuels. Like Test Methods D2550 and D3602, 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 fuels.  
5.6 The basic difference between Modes A and B is...
SCOPE
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 the standard. The values given in parentheses are for information only.  
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 and health practices and determine the applicability of regulatory limitations prior to use.

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 Method D3948, 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 coalescing port...
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 fiberglass 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 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 and health practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see 8.2 – 8.5.

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 and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
5.1 This test method provides a measure of the presence of surfactants in aviation turbine fuels. Like Test Methods D2550 and D3602, 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 fuels.TABLE 1 Applicable Test Mode for Various Fuels    
Av...
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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 the standard. The values given in parentheses are for information only.  
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 and health practices and determine the applicability of regulatory limitations prior to use.

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 Method D3948, 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 coalescing portion ...
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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 fiberglass 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 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 and health practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see 8.2-8.5.

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. 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 and health 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.

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 and health 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.

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
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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 20 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 20 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 and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
This test method provides a measure of the presence of surfactants in aviation turbine fuels. Like Test Methods D2550 and D3602, 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.
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.
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.
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.
Selection of Mode A or Mode B depends on the specific fuel and specification requirement. Table 1 identifies the recommended test method for various fuels.
The basic difference between Modes A and B is the flow rate at which the wa...
SCOPE
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 the standard. The values given in parentheses are for information only.
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 and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
This test method provides a measure of the presence of surfactants in aviation turbine fuels. Like Test Methods D 2550 and D 3602, 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.
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.
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 D 2550 and D 3602. Using Mode A water separation characteristic ratings of Jet B and MIL JP-4 fuels will not necessarily be equivalent to Test Method D 2550 but will give approximately the same rating as Test Method D 3602. All Micro-Separometers have Test Mode A capability.
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 D 2550.
Selection of Mode A or Mode B depends on the specific fuel and specification requirement. Table 1 identifies the recommended test method for various fuels.
The basic difference between Modes A and B is the flow rate at which...
SCOPE
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 the standard. The values given in parentheses are for information only.
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 and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
This test method provides a gravimetric measurement of the particulate matter present in a sample of aviation turbine fuels 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 and health 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.

SIGNIFICANCE AND USE
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 D 3948, 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. 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 and health 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.

SCOPE
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 the standard. The values given in parentheses are for information only.
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 and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
This test method provides a gravimetric measurement of the particulate matter present in a sample of aviation turbine fuels 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.
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 and health practices and determine the applicability of regulatory limitations prior to use. For specific hazard statements, see 4.2, 7.3, 7.5, 11.3, and X1.7.2. Before using this standard, refer to supplier's safety labels, material safety data sheets, and technical literature.

SIGNIFICANCE AND USE
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 , 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.
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 and health practices and determine the applicability of regulatory limitations prior to use.

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 and health practices and determine the applicability of regulatory limitations prior to use. For specific hazard statements, see 4.2, 7.3, 7.5, 11.3 and X1.7.2. Before using this standard, refer to supplier's safety labels, material safety data sheets, and technical literature.

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 , 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 provides some precautionary information regarding the use of the required reagents.
1.3.2 describes a standard practice for obtaining a sample of the particulates present in a flowing stream of aviation turbine fuel.
1.3.3 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 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.
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 and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
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 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 and health practices and determine the applicability of regulatory limitations prior to use.