Jet B Wide-Cut Aviation Turbine Fuel1

This standard is issued under thefixed designation D6615;the number immediately following the designation indicates the year of

original adoption or,in the case of revision,the year of last revision.A number in parentheses indicates the year of last reapproval.A

superscript epsilon(e)indicates an editorial change since the last revision or reapproval.

This standard has been approved for use by agencies of the Department of Defense.

1.Scope

1.1This specification covers the use of purchasing agencies in formulating specifications for purchases of aviation turbine fuel under contract.

1.2This specification defines one specific type of aviation turbine fuel for civil use.This fuel has advantages for opera-tions in very low temperature environments compared to other fuels described in Specification D1655.This fuel is intended for use in aircraft which are certified to use such fuel.

N OTE1—The technical requirements of this product,at the time of the first publication of this specification,are substantially identical to the requirements of Jet B in Specification D1655.

2.Referenced Documents

2.1ASTM Standards:

D86Test Method for Distillation of Petroleum Products at Atmospheric Pressure2

D130Test Method for Detection of Copper Corrosion from Petroleum Products by the Copper Strip Tarnish Test2

D156Test Method for Saybolt Color of Petroleum Prod-ucts(Saybolt Chromometer Method)2

D323Test Method for Vapor Pressure of Petroleum Prod-ucts(Reid Method)2

D381Test Method for Gum Content in Fuels by Jet Evaporation2

D1094Test Method for Water Reaction of Aviation Fuels2 D1266Test Method for Sulfur in Petroleum Products (Lamp Method)2

D1298Test Method for Density,Relative Density(Specific Gravity),or API Gravity of Crude Petroleum and Liquid Petroleum Products by Hydrometer Method2

D1319Test Method for Hydrocarbon Types in Liquid Petroleum Products by Fluorescent Indicator Adsorption2 D1322Test Method for Smoke Point of Aviation Turbine Fuels2

D1552Test Method for Sulfur in Petroleum Products

(High-Temperature Method)2

D1660Test Method for Thermal Stability of Aviation Turbine Fuels3

D1655Specification for Aviation Turbine Fuels2

D1840Test Method for Naphthalene Hydrocarbons in Aviation Turbine Fuels by Ultraviolet Spectrophotometry2 D2276Test Method for Particulate Contaminant in Avia-tion Fuel by Line Sampling2

D2386Test Method for Freezing Point of Aviation Fuels2 D2622Test Method for Sulfur in Petroleum Products by Wavelength Dispersive X-Ray Fluorescence Spectrom-etry2

D2624Test Methods for Electrical Conductivity of Avia-tion and Distillate Fuels2

D3227Test Method for Mercaptan Sulfur in Gasoline, Kerosine,Aviation Turbine,and Distillate Fuels(Potentio-metric Method)2

D3240Test Method for Undissolved Water in Aviation Turbine Fuels4

D3241Test Method for Thermal Oxidation Stability of Aviation Turbine Fuels(JFTOT Procedure)4

D3338Test Method for Estimation of Heat of Combustion of Aviation Fuels4

D3948Test Methods for Determining Water Separation Characteristics of Aviation Turbine Fuels by Portable Separometer4

D4052Test Method for Density and Relative Density of Liquids by Digital Density Meter4

D4057Practice for Manual Sampling of Petroleum and Petroleum Products4

D4171Specification for Fuel System Icing Inhibitors4

D4176Test Method for Free Water and Particulate Con-tamination in Distillate Fuels(Visual Inspection Proce-dures)4

D4294Test Method for Sulfur in Petroleum and Petroleum Products by Energy-Dispersive X-Ray Fluorescence Spec-troscopy4

D4305Test Method for Filter Flow of Aviation Fuels at Low Temperatures4

1This specification is under the jurisdiction of ASTM Committee D02on Petroleum Products and Lubricants and is the direct responsibility of Subcommittee D02.J0.01on Turbine Fuel Specifications.

Current edition approved June10,2002.Published September2002.Originally published as D6615–00.Last previous edition D6615–01.

2Annual Book of ASTM Standards,V ol05.01.

3Discontinued—Replaced by D3241—See1993Annual Book of ASTM Stan-dards,V ol05.02.

4Annual Book of ASTM Standards,V ol05.02.

1

Copyright©ASTM International,100Barr Harbor Drive,PO Box C700,West Conshohocken,PA19428-2959,United States.

标准分享网 www.bzfxw.com 免费下载

The standard is downloaded from www.bzfxw.comD4306Practice for Aviation Fuel Sample Containers for Tests Affected by Trace Contamination4

D4529Test Method for Estimation of Net Heat of Com-bustion of Aviation Fuels4

D4809Test Method for Heat of Combustion of Liquid Hydrocarbon Fuels by Bomb Calorimeter(Intermediate Precision Method)4

D4865Guide for Generation and Dissipation of Static Electricity in Petroleum Fuel Systems4

D4952Test Method for Qualitative Analysis for Active Sulfur Species in Fuels and Solvents(Doctor Test)4

D5001Test Method for Measurement of Lubricity of Aviation Turbine Fuels by the Ball-On-Cylinder Lubricity Evaluator(BOCLE)4

D5006Test Method for Determination of Fuel System Icing Inhibitors(Ether Type)in Aviation Fuels4

D5191Test Method for Vapor Pressure of Petroleum Prod-ucts(Mini Method)4

D5452Test Method for Particulate Contamination in Avia-tion Fuels by Laboratory Filtration5

D5453Test Method for Determination of Total Sulfur in Light Hydrocarbons,Motor Fuels and Oils by Ultraviolet Fluorescence5

D5901Test Method for Freezing Point of Aviation Fuels (Automated Optical Method)5

D5972Test Method for Freezing Point of Aviation Fuels (Automatic Phase Transition Method)5

E29Practice for Using Significant Digits In Test Data to Determine Conformance with Specifications6

2.2IP Standards:7

225Copper Content of Aviation Turbine Fuel

227Silver Corrosion of Aviation Turbine Fuel

2.3Other Standard:8

CAN/CGSB 3.22-97“Aviation Turbine Fuel,Wide Cut Type”includes grade Jet B and NATO grade F-40fuel 2.4Military Standard:9

MIL-DTL-5624Turbine Fuel,Aviation,Grades JP-4,JP-5, and JP-5/JP-8ST

3.General

3.1This specification,unless otherwise provided,prescribes the required properties of Jet B wide-cut aviation turbine fuel at the time and place of delivery.

4.Classification

4.1One type of aviation turbine fuel is provided,as follows: 4.1.1Jet B—A relatively wide boiling range volatile distil-late.

5.Materials and Manufacture

5.1Aviation turbine fuel,except as otherwise specified herein,shall consist of blends of refined hydrocarbons derived from crude petroleum,natural gasoline,or blends thereof with synthetic hydrocarbons.

5.1.1Fuels used in certified engines and aircraft are ulti-mately approved by the certifying authority subsequent to formal submission of evidence to the authority as part of the type certification program for that aircraft and engine model. Additives to be used as supplements to an approved fuel must also be similarly approved on an individual basis(see X1.2.4 and X1.11.1).

5.2Additives—May be added to each type of aviation turbine fuel in the amount and of the composition specified in the following list of approved material:10

5.2.1Antioxidants—In amounts not to exceed24.0mg/L active ingredients(not including weight of solvent):

5.2.1.12,6-ditertiary-butyl phenol.

5.2.1.22,6-ditertiary-butyl-4-methyl phenol.

5.2.1.32,4-dimethyl-6-tertiary-butyl phenol.

5.2.1.475%min.2,6-ditertiary-butyl phenol,plus25% max.mixed tertiary and tritertiary-butyl phenols.

5.2.1.555%min.2,4-dimethyl-6-tertiary-butyl phenol,plus 15%min.2,6-ditertiary-butyl-4-methyl phenol,remainder as monomethyl and dimethyl tertiary-butyl phenols.

5.2.1.672%min.2,4-dimethyl-6tertiary-butyl phenol, 28%max.monomethyl and dimethyl-tertiary-butyl phenols.

5.2.2Metal Deactivator,in amount not to exceed5.7mg/L (not including weight of solvent):

5.2.2.1N,N-disalicylidene-1,2-propane diamine.

5.2.3Electrical Conductivity Additive—Stadis45011not to exceed3mg/L.

5.2.3.1When loss of fuel conductivity necessitates retreat-ment with electrical conductivity additive,the following con-centration limits apply:

At Manufacture:

Stadis4503mg/L,max

Retreatment

Stadis450cumulative total5mg/L,max

5.2.4Leak Detection Additive—Tracer A12may be added to the fuel in amounts not to exceed1mg/kg.

5.2.5Other additives are permitted under5.1and Section7. These include fuel system icing inhibitor,other anti-oxidants, inhibitors,and special purpose additives.The quantities and types must be declared by the fuel supplier and agreed to by the purchaser.Only additives approved by the aircraft certifying authority are permitted in the fuel on which an aircraft is operated.

5Annual Book of ASTM Standards,V ol05.03.

6Annual Book of ASTM Standards,V ol14.02.

7Available from Directorate of Standardization,Stan1,Room5131,Kentigern House,65Brown St.,Glasgow,G28EX,United Kingdom.

8Available from the Canadian General Standards Board(CGSB),Ottawa, Canada K1A1G6.

9Available from Dept.of Defense Single Stock Point,Bldg4D,700Robbins Ave.,Philadelphia,PA19111-5098.

10Supporting data(guidelines for approval or disapproval of additives)have beenfiled at ASTM International Headquarters and may be obtained by requesting Research Report RR:D02-1125.

11Stadis450is a registered trademark marketed by Octel America,200 Executive Dr.,Newark,DE19702.

12Tracer A(LDTA-A)is a registered trademark of Tracer Research Corp.,3755 N.Business Center Dr.,Tucson,AZ

85705.

5.2.5.1Biocidal additives are available for controlled usage.Where such an additive is used in the fuel,the approval status of the additive and associated conditions must be checked for the specific aircraft and engines to be operated.5.2.5.2Fuel System Icing Inhibitor :

(1)Diethylene Glycol Monomethyl Ether (DIEGME),con-forming to the requirements of Specification D 4171,Type III,may be used in concentrations of 0.10to 0.15volume %.

(2)Test Method D 5006may be used to determine the concentration of DIEGME in aviation fuels.

6.Detailed Requirements

6.1The aviation turbine fuel shall conform to the require-ments prescribed in Table 1.

6.2Test results shall not exceed the maximum or be less than the minimum values specified in Table 1.No allowance shall be made for the precision of the test methods.To determine conformance to the specification requirement,a test result may be rounded to the same number of significant figures as in Table 1using Practice E 29.Where multiple determina-

tions are made,the average result,rounded in accordance with Practice E 29,shall be used.

7.Workmanship,Finish,and Appearance

7.1The aviation turbine fuel herein specified shall be visually free of undissolved water,sediment,and suspended matter.The odor of the fuel shall not be nauseating or irritating.No substance of known dangerous toxicity under usual condi-tions of handling and use shall be present,except as permitted herein.

8.Sampling

8.1Because of the importance of proper sampling proce-dures in establishing fuel quality,use the appropriate proce-dures in Practice D 4057.

8.2A number of jet fuel properties,including thermal stability,water separation,electrical conductivity,and others,are very sensitive to trace contamination,which can originate from sample containers.For recommended sample containers refer to Practice D 4306.

TABLE 1Detailed Requirements of Aviation Turbine Fuels A

Property

Jet B

ASTM Test Method B

Aromatics,vol %

max 25D 1319Sulfur,mercaptan,C mass %max 0.003D 3227

Sulfur,total mass %

max 0.3D 1266,D 1552,D 2622,D 4294,or D 5453Distillation temperature,°C:20%recovered,temperature max 145D 86

50%recovered,temperature max 19090%recovered,temperature max 245Distillation residue,%max 1.5Distillation loss,%

max

1.5

Density at 15°C,kg/m 3

751to 802D 1298or D 4052Vapor pressure,38°C,kPa 14to 21D 323or D 5191D

Freezing point,°C

max −50E D 2386,D 4305F ,D 5901,or D 5972G Net heat of combustion,MJ/kg

min 42.8H D 4529,D 3338,or D 4809One of the following requirements shall be met:(1)Smoke point,mm,or min 25D 1322(2)Smoke point,mm,and

min 18D 1322Naphthalenes,vol,%max

3.0D 1840Copper strip,2h at 100°C No.1D 130Thermal Stability:

Filter pressure drop,mm Hg

max 25I

D 3241J Tube deposits less than Code 3Existent gum,mg/100mL max 7D 381Water reaction:Interface rating max

1b

D 1094ADDITIVES

See 5.2

Electrical conductivity,pS/m

K

D 2624

A For compliance of test results against the requirements of Table 1,see 6.2.B

The test methods indicated in this table are referred to in Section 10.C

The mercaptan sulfur determination may be waived if the fuel is considered sweet by the doctor test described in Test Method D 4952.D

Cyclohexane and toluene,as cited in 7.2and 7.7of Test Method D 5191,shall be used as calibrating reagents.Test Method D 5191shall be the referee method.E

Other freezing points may be agreed upon between supplier and purchaser.F

When using Test Method D 4305,use Procedure A only,do not use Procedure B.Test Method D 4305shall not be used on samples with viscosities greater than 5.0mm 2/s at -20°C.If the viscosity of the sample is not known and cannot be obtained by means of the batch certificate(s),then it shall be measured.The viscosity shall be reported when reporting the Test Method D 4305results.In case of dispute,Test Method D 2386shall be the referee method.G

Test Method D 5972may produce a higher (warmer)result than that from Test Method D 2386on wide-cut fuels such as Jet B or JP-4.In case of dispute,Test Method D 2386shall be the referee method.H

Use either Eq 1or Table 1in Test Method D 4529or Eq 2in Test Method D 3338.Test Method D 4809may be used as an alternative.In case of dispute,Test Method D 4809shall be used.I

Preferred SI units are 3.3kPa,max.J

Thermal stability test (JFTOT)shall be conducted for 2.5h at a control temperature of 260°C,but if the requirements of Table 1are not met,the test may be conducted at 245°C.Results at both temperatures shall be reported in this case.Tube deposits shall always be reported by the Visual Method;a rating by the Tube Deposit Rating (TDR)optical density method is desirable but not mandatory.K

If electrical conductivity additive is used,the conductivity shall not exceed 450pS/m at the point of use of the fuel.When electrical conductivity additive is specified by the purchaser,the conductivity shall be 50to 450pS/m under the conditions at point of delivery.

1pS/m 51310212V 21m 2

1

9.1The type and number of reports to ensure conformance with the requirements of this specification shall be mutually agreed upon by the seller and the purchaser of the aviation turbine fuel.

9.2A suggested form for reporting inspection data on aviation turbine fuels is given in Appendix X3of Specification D1655.

10.Test Methods

10.1Determine the requirements enumerated in this speci-fication in accordance with the following ASTM test methods.

10.1.1Density—Test Methods D1298or D4052.

10.1.2Distillation—Test Method D86.

10.1.3Vapor Pressure—Test Methods D323or D5191. Test Method D5191shall be the referee test method.

10.1.4Freezing Point—Test Methods D2386,D4305, D5901,or D5972.Test Method D2386shall be the referee test method.

10.1.5Net Heat of Combustion—Test Methods D4529, D3338,or D4809.

10.1.6Corrosion(Copper Strip)—Test Method D130. 10.1.7Sulfur—Test Methods D1266,D1552,D2622, D4294,or D5453.

10.1.8Mercaptan Sulfur—Test Method D3227.

10.1.9Water Reaction—Test Method D1094.

10.1.10Existent Gum—Test Method D381.

10.1.11Thermal Stability—Test Method D3241.

N OTE2—Table1requires the measurement of thermal stability at a tube temperature of260°C,but permits a retest at245°C if thefirst test fails.This two tier system was developed to resolve a dispute over the equivalence of results by Test Method D3241compared to Test Method D1660,the original thermal stability method.A more detailed discussion of test conditions is found in X1.3.2.

10.1.12Aromatics—Test Method D1319.

10.1.13Smoke Point—Test Method D1322.

10.1.14Naphthalene Content—Test Method D1840.

10.1.15Electrical Conductivity—Test Method D2624.

11.Keywords

11.1aviation turbine fuel;avtag;Jet B;jet fuel;turbine fuel; wide-cut

APPENDIXES

(Nonmandatory Information)

X1.PERFORMANCE CHARACTERISTICS OF A VIATION TURBINE FUELS

X1.1Introduction

X1.1.1This appendix describes the performance character-istics of aviation turbine fuels.A more detailed discussion of the individual test methods and their significance is found in ASTM Manual No.1.13

X1.2Significance and Use

X1.2.1Specification D6615defines one type of jet fuel for civil use.Limiting values for the two types of fuel covered are placed on fuel properties believed to be related to the perfor-mance of the aircraft and engines in which they are most commonly used.

X1.2.2The safe and economical operation of aircraft re-quires fuel that is essentially clean and dry and free of any contamination prior to use.It is possible to measure a number of jet fuel characteristics related to quality.

X1.2.3The significance of standard tests for fuel properties may be summarized for convenience in terms of the technical relationships with performance characteristics as shown in Table X1.1.

X1.2.4The acceptability of additives for use must ulti-mately be determined by the engine and aircraft type certificate holder and must be approved by his certifying authority.In the United States of America the certifying authority is the Federal Aviation Administration.X1.3Thermal Stability

X1.3.1Stability to oxidation and polymerization at the operating temperatures encountered in certain jet aircraft is an important performance requirement.The“thermal stability”measurements are related to the amount of deposits formed in the engine fuel system on heating the fuel in a jet aircraft. Commercial jet fuels should be thermally stable at fuel temperature as high as149°C(300°F).Such fuels have been demonstrated to have inherent storage stability.

X1.3.2Originally,thermal stability was measured by Test Method D1660,known as the ASTM Coker.When this test was replaced by Test Method D3241,the JFTOT,a correlation study was conducted between the two methods.(CRC Report 450,dated1969and revised in1972.See also Bert and Painter’s SAE paper730385.14)It was concluded that,on average,a Test Method D3241test at245°C was equivalent to the original Test Method D1660requirement of300°F/ 400°F/5lbs/h(149°C/204.5°C/2.27kg/h).However,the data scatter about the bestfit line was such that users insisted on the initial test of260°C as a safety margin but permitted a retest at 245°C.

X1.4Combustion

X1.4.1Jet fuels are continuously burned in a combustion chamber by injection of liquid fuel into the rapidlyflowing

13ASTM Manual1,Manual on Significance of Tests for Petroleum Products, ASTM International,1993.

14Bert,J.A.,and Painter,L.,“A New Fuel Thermal Stability Test(A Summary of Coordinating Research Council Activity),”SAE Paper730385,Society of Automotive Engineers,Warrendale,PA,

1973.

stream of hot air.The fuel is vaporized and burned at near stoichiometric conditions in a primary zone.The hot gases so produced are continuously diluted with excess air to lower their temperature to a safe operating level for the turbine.Fuel combustion characteristics relating to soot formation are em-phasized by current specification test methods.Other fuel combustion characteristics not covered in current specifications are burning efficiency and flame-out.

X1.4.2In general,paraffin hydrocarbons offer the most desirable combustion cleanliness characteristics for jet fuels.Naphthenes are the next most desirable hydrocarbons for this use.Although olefins generally have good combustion charac-teristics,their poor gum stability usually limits their use in aircraft turbine fuels to about 1%or less.Aromatics generally have the least desirable combustion characteristics for aircraft turbine fuel.In aircraft turbines they tend to burn with a smoky flame and release a greater proportion of their chemical energy as undesirable thermal radiation than the other hydrocarbons.Naphthalenes or bicyclic aromatics produce more soot,smoke,and thermal radiation than monocyclic aromatics and are,therefore,the least desirable hydrocarbon class for aircraft jet fuel use.All of the following measurements are influenced by the hydrocarbon composition of the fuel and,therefore,pertain to combustion quality:luminometer number,smoke point,percent naphthalenes,and percent aromatics.15

X1.4.2.1Smoke Point —This method provides an indication of the relative smoke-producing properties of jet fuels and is related to the hydrocarbon-type composition of such fuels.Generally,the more highly aromatic the jet fuel,the more

smoky the flame.A high smoke point indicates a fuel of low smoke-producing tendency.

X1.4.2.2Aromatics —The combustion of highly aromatic jet fuels generally results in smoke and carbon or soot deposition,and it is therefore desirable to limit the total aromatic content as well as the naphthalenes in jet fuels.X1.4.2.3Percent Naphthalenes —This method covers mea-surement of the total concentration of naphthalene,acenaph-thene,and alkylated derivatives of these hydrocarbons in jet fuels containing no more than 5%of such compounds and having boiling points below 600°F (316°C).

X1.5Fuel Metering and Aircraft Range

X1.5.1Density —Density is a property of a fluid and is of significance in metering flow and in mass-volume relationships for most commercial transactions.It is particularly useful in empirical assessments of heating value when used with other parameters such as aniline point or distillation.A low density may indicate low heating value per unit volume.

X1.5.2Net Heat of Combustion —The design of aircraft and engines is based on the convertibility of heat into mechanical energy.The net heat of combustion provides a knowledge of the amount of energy obtainable from a given fuel for the performance of useful work;in this instance,power.Aircraft design and operation are dependent upon the availability of a certain predetermined minimum amount of energy as heat.Consequently,a reduction in heat energy below this minimum is accompanied by an increase in fuel consumption with corresponding loss of range.Therefore,a minimum net heat of combustion requirement is incorporated in this specification.The determination of net heat of combustion is time consuming and difficult to conduct accurately.This led to the development and use of the aniline point and density relationship to estimate the heat of combustion of the fuel.This relationship is used along with the sulfur content of the fuel to obtain the net heat

15

Supporting data have been filed at ASTM International Headquarters and may be obtained by requesting Research Report RR:D02-1258.A task force studied the possible use of hydrogen content as an alternative to aromatics content and completed the report in 19.

TABLE X1.1Performance Characteristics of Aviation Turbine Fuels

Performance Characteristics

Test Method

Sections Engine fuel system deposits and coke Thermal stability X1.3Combustion properties

Smoke point X1.4.2.1Aromatics

X1.4.2.2Percent naphthalenes X1.4.2.3Fuel metering and aircraft range Density

X1.5.1Net heat of combustion X1.5.2Fuel atomization

Distillation

X1.6.1Vapor pressure X1.6.2Fluidity at low temperature

Freezing point X1.7.1Compatibility with elastomer and the metals in the fuel Mercaptan sulfur X1.8.1system and turbine Sulfur

X1.8.2Copper strip corrosion X1.8.3Fuel storage stability

Existant gum X1.9.1Fuel cleanliness,handling

Water reaction

X1.10.1Water separation characteristics

X1.10.2Free water and particulate contamination X1.10.3Particulate matter

Membrane color ratings Undissolved water X1.10.4X1.10.5X1.10.6Static electricity

Conductivity X1.10.7Fuel lubricating ability (lubricity)Fuel lubricity X1.11Miscellaneous

Additives

Sample containers

Leak detection additive Color

X1.12.1X1.12.2X1.12.3

X1.12.4

X1.6Fuel Atomization

X1.6.1Distillation—The fuel volatility and ease of vapor-ization at different temperatures are determined by distillation. The90%limit excludes heavier fractions that would be difficult to vaporize.

X1.6.2Vapor Pressure—The vapor pressure serves as a criterion of freedom from foaming,fuel slugging,and losses of light ends through aircraft tank vents at high altitude.This is of significance with respect to Jet B fuel because of its higher volatility in comparison to kerosine-type jet fuels.

X1.7Fluidity at Low Temperatures

X1.7.1Freezing Point—The freezing point is particularly important and must be sufficiently low to preclude interference withflow of fuel throughfilter screens to the engine at temperatures prevailing at high altitudes.The temperature of fuel in an aircraft tank decreases at a rate proportional to the duration offlight.The maximum freezing point allowed for the fuel is therefore related to the type offlight.For example,long durationflights would require fuel of lower freezing point than short durationflights.

X1.8Compatibility with Elastomer and the Metals in the Fuel System and Turbine

X1.8.1Mercaptan Sulfur—Mercaptans are known to be reactive with certain elastomers.A limitation in mercaptan content is specified to preclude such reactions and to minimize the unpleasant mercaptan odor.

X1.8.2Sulfur—Control of sulfur content is significant for jet fuels because the sulfur oxides formed during combustion may be corrosive to turbine metal parts.

X1.8.3Copper Strip Corrosion—A requirement that jet fuel must pass the copper strip test ensures that the fuel will not corrode copper or any copper-base alloys in various parts of the fuel system.

X1.9Fuel Storage Stability

X1.9.1Existent Gum—Gum is a nonvolatile residue left on evaporation of fuel.A steam jet is used as an evaporating agent for fuels that are to be used in aircraft equipped with turbine engines.The amount of gum present is an indication of the condition of the fuel at the time of test only.Large quantities of gum are indicative of contamination of fuel by higher boiling oils or particulate matter and generally reflect poor fuel handling practices.

X1.10Fuel Cleanliness and Handling

X1.10.1Water Reaction—The Test Method D1094water reaction test method provides a means to determine the presence of materials that react with water and form an insoluble scum at the fuel/water interface in the test.

X1.10.2Water Separation Characteristics—The ease of coalescence of water from fuels,as influenced by surface active agents(surfactants),is assessed by Test Method D3948. This test method is designed to be used as afield or laboratory method.A high rating suggests a fuel free of surfactants;a low rating indicates that surfactants are present.Surfactants,which may be contaminants or deliberately added materials,may gradually disarmfilter coalescers,allowingfine water droplets and particulate contaminants to pass separators in ground handling equipment.

X1.10.3Free Water and Particulate Contamination in Dis-tillate Fuels(Clear and Bright Pass/Fail Procedures)—The procedures in Test Method D4176provide rapid but nonquan-titative methods for detecting contamination in a distillate fuel. The methods described in X1.10.4and X1.10.6permit quan-titative determinations.

X1.10.4Particulate Matter—The presence of adventitious solid particulate contaminants such as dirt and rust may be detected byfiltration of the jet fuel through membranefilters under prescribed conditions.Suitable techniques are described in Test Methods D2276and D5452.

X1.10.5Membrane Color Ratings—Filtering the fuel through a membrane and rating the color of the deposits against a standard color scale offers a qualitative assessment of particulate contaminant levels in fuels or of changes in fuel contaminant levels at a particular location.Appendix XI of Test Method D2276describes a suitable technique.

X1.10.6Undissolved Water—The test method for undis-solved water provides a quantitative means for measuring the amount of undissolved or free water inflowing fuel streams without exposing the sample to the atmosphere or to a sample container.It also provides a means for checking the perfor-mance of fuelfilter-separators.Test Method D3240describes this test method.

X1.10.7Static Electricity—The generation and dissipation of static electricity can create problems in the handling of aviation fuels.Electrical conductivity additives can be added to dissipate charge more rapidly.This is most effective when the fuel conductivity is in the range from50to450pS/m.Studies have shown that when fuels treated with conductivity additive are commingled with non-additized fuel resulting in a low conductivity fuel,that fuel blend does not exhibit unusual static behavior.For more information on this subject,see Guide D4865.

X1.11Fuel Lubricity

X1.11.1Aircraft/engine fuel system components and fuel control units rely on the fuel to lubricate their moving parts. The effectiveness of a jet fuel as a lubricant in such equipment is referred to as its lubricity.Differences in fuel system component design and materials result in varying degrees of equipment sensitivity to fuel lubricity.Similarly,jet fuels vary in their level of lubricity.In-service problems experienced have ranged in severity from reductions in pumpflow to unexpected mechanical failure leading to in-flight engine shutdown.

X1.11.2The chemical and physical properties of jet fuel cause it to be a relatively poor lubricating material under

high

temperature and high load conditions.Severe hydroprocessing removes trace components resulting in fuels that tend to have lower lubricity than straight-run or wet-treated fuels.Certain additives,for example,corrosion inhibitors,can improve the lubricity and are widely used in military fuels.They have been used occasionally in civil jet fuel to overcome aircraft prob-lems but only as a temporary remedy while improvements to the fuel system components or changes to fuel were achieved. Because of their polar nature,these additives can have adverse effects on ground basefiltration systems and on fuel water separation characteristics.

X1.11.3Some modern aircraft fuel system components have been designed to operate on low lubricity fuel.Other aircraft may have fuel system components which are sensitive to fuel lubricity.In these cases,the manufacturer can advise precautionary measures,such as the use of an approved lubricity additive to enhance the lubricity of a particular fuel. Problems are more likely to occur when aircraft operations are confined to a single refinery source where fuel is severely hydroprocessed and where there is no co-mingling with fuels from other sources during distribution between refinery and aircraft.

X1.11.4Test Method D5001(BOCLE)is a test for assess-ing fuel lubricity and is used for in-service trouble shooting, lubricity additive evaluation,and in the monitoring of low lubricity testfluid during endurance testing of equipment. However,because the BOCLE may not accurately model all types of wear that cause in-service problems,other methods may be developed to better simulate the type of wear most commonly found in thefield.

X1.12Miscellaneous

X1.12.1Additives—Antioxidants and metal deactivators are used to prevent the formation of oxidation deposits in aircraft engine fuel systems,to counteract the catalytic effects of active metals in fuel systems,and to improve the oxidation stability of fuels in storage.Other additives are available to inhibit the corrosion of steel in fuel systems,to improve the fuel lubricity, to increase the electrical conductivity of fuel,to combat microbiological organisms,to prevent the formation of ice in fuel systems containing water,and to assist in detecting leaks in fuel storage,delivery and dispensing systems.The chemical names of approved additives and the maximum quantities permitted are shown in the specifications.

X1.12.1.1Fuel System Icing Inhibitor,diethylene glycol monomethyl ether approved in5.2.5.2shall conform to the requirements shown in Specification D4171.

X1.12.2Sample Containers—A practice for sampling avia-tion fuel for tests affected by trace contamination can be found in Practice D4306.

X1.12.3Leak Detection Additive—Addition of leak detec-tion additive,approved in5.2.4,should be added to the fuel in accordance with the Tracer Tight16technology.

X1.12.4Color—While this specification does not have a color requirement,color can be a useful indicator of fuel quality.Normally fuel color ranges from water white(color-less)to a straw/pale yellow.Other fuel colors may be the result of crude oil characteristics or refining processes.Darkening of fuel or a change in fuel color may be the result of product contamination and may be an indicator that the fuel is off-specification,which could render it unfit and not acceptable for aircraft/engine use.Fuel having various shades of color, that is,pink,red,green,blue or a change in color from the supply source should be investigated to determine the cause of color change to ensure suitability for aircraft/engine use and should be documented prior tofinal delivery to airport storage.

X2.CLEANLINESS GUIDELINES

X2.1Introduction

X2.1.1The cleanliness of aviation turbine fuels is an essential performance requirement to minimize long term problems,such as wear,corrosion,or plugging offilters or orifices(cleanliness here is defined as the relative absence of free water and solid particulates).However,unlike many other fuel properties,fuel cleanliness changes during transportation. Jet fuel should be maintained in as clean a condition as possible right up to and in airport storage.Airport control of cleanliness must be such as to ensure that only clean fuel is delivered into aircraft.

X2.2Cleanliness at Time of Fuel Custody Transfer at the Airport

X2.2.1Because Specification D6615is primarily used in the sale and purchase of aviation turbine fuel,the point of custody transfer best describes the location at which cleanli-ness should be checked.The test methods in X2.3have proven beneficial in evaluating the cleanliness of aviation turbine fuel. X2.3Test Methods

X2.3.1Particulate Contaminents—Test Methods D2276 and D5452.

X2.3.2Membrane Color—Appendix X1of Test Method D2276.

X2.3.3Water Separation Rating—Test Methods D3948.

16Tracer Tight is a registered trademark of Tracer Research Corp.,3755N. Business Center Dr.,Tucson,AZ

85705.

X3.FORM FOR REPORTING INSPECTION DATA ON A VIATION TURBINE FUELS

X3.1See Specification D1655for guidance on the form for

reporting inspection data.

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