Astmd1655 22

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.
Designation: D1655 − 22
Standard Specification for

Aviation Turbine Fuels1
This standard is issued under the fixed designation D1655; 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 (´) indicates an editorial change since the last revision or reapproval.
This standard has been approved for use by agencies of the U.S. Department of Defense.
1. Scope* 1.8 This standard does not purport to address all of the
1.1 This specification covers the use of purchasing agencies safety concerns, if any, associated with its use. It is the
in formulating specifications for purchases of aviation turbine responsibility of the user of this standard to establish appro-
fuel under contract. priate safety, health, and environmental practices and deter-
mine the applicability of regulatory limitations prior to use.
1.2 This specification defines the minimum property re- 1.9 This international standard was developed in accor-
quirements for Jet A and Jet A-1 aviation turbine fuel and lists dance with internationally recognized principles on standard-
acceptable additives for use in civil and military operated ization established in the Decision on Principles for the
engines and aircraft. Specification D1655 was developed Development of International Standards, Guides and Recom-
initially for civil applications, but has also been adopted for mendations issued by the World Trade Organization Technical
military aircraft. Guidance information regarding the use of Jet Barriers to Trade (TBT) Committee.
A and Jet A-1 in specialized applications is available in the
appendix. 2. Referenced Documents
1.3 This specification can be used as a standard in describ-
2.1 ASTM Standards:2
ing the quality of aviation turbine fuel from production to the
D56 Test Method for Flash Point by Tag Closed Cup Tester
aircraft. However, this specification does not define the quality
D86 Test Method for Distillation of Petroleum Products and
assurance testing and procedures necessary to ensure that fuel
Liquid Fuels at Atmospheric Pressure
in the distribution system continues to comply with this
D93 Test Methods for Flash Point by Pensky-Martens
specification after batch certification. Such procedures are
Closed Cup Tester
defined elsewhere, for example in ICAO 9977, EI/JIG Stan-
D130 Test Method for Corrosiveness to Copper from Petro-
dard 1530, JIG 1, JIG 2, API 1543, API 1595, and ATA-103.
leum Products by Copper Strip Test
1.4 This specification does not include all fuels satisfactory D381 Test Method for Gum Content in Fuels by Jet Evapo-
for aviation turbine engines. Certain equipment or conditions ration
of use may permit a wider, or require a narrower, range of D445 Test Method for Kinematic Viscosity of Transparent
characteristics than is shown by this specification. and Opaque Liquids (and Calculation of Dynamic Viscos-
1.5 Aviation turbine fuels defined by this specification may ity)
be used in other than turbine engines that are specifically D613 Test Method for Cetane Number of Diesel Fuel Oil
designed and certified for this fuel. D1266 Test Method for Sulfur in Petroleum Products (Lamp
Method)
1.6 This specification no longer includes wide-cut aviation
D1298 Test Method for Density, Relative Density, or API
turbine fuel (Jet B). FAA has issued a Special Airworthiness
Gravity of Crude Petroleum and Liquid Petroleum Prod-
Information Bulletin which now approves the use of Specifi-
ucts by Hydrometer Method
cation D6615 to replace Specification D1655 as the specifica-
D1319 Test Method for Hydrocarbon Types in Liquid Petro-
tion for Jet B and refers users to this standard for reference.
leum Products by Fluorescent Indicator Adsorption
1.7 The values stated in SI units are to be regarded as D1322 Test Method for Smoke Point of Kerosene and
standard. However, other units of measurement are included in Aviation Turbine Fuel
this standard. D1660 Method of Test for Thermal Stability of Aviation
1
This specification is under the jurisdiction of ASTM Committee D02 on
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of
2
Subcommittee D02.J0.01 on Jet Fuel Specifications. For referenced ASTM standards, visit the ASTM website, www.astm.org, or
Current edition approved July 1, 2022. Published July 2022. Originally approved contact ASTM Customer Service at [email protected]. For Annual Book of ASTM
in 1959. Last previous edition approved in 2021 as D1655 – 21c. DOI: 10.1520/ Standards volume information, refer to the standard’s Document Summary page on
D1655-22. the ASTM website.
*A Summary of Changes section appears at the end of this standard

Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
'RZQORDGHG3ULQWHG$FFHVVHGE\XVHU9LFWRULD/R\_'DWH0RQ1RY
D1655 − 22
Turbine Fuels (Withdrawn 1992)3 tricity in Petroleum Fuel Systems
D1840 Test Method for Naphthalene Hydrocarbons in Avia- D4952 Test Method for Qualitative Analysis for Active
tion Turbine Fuels by Ultraviolet Spectrophotometry Sulfur Species in Fuels and Solvents (Doctor Test)
D2276 Test Method for Particulate Contaminant in Aviation D5001 Test Method for Measurement of Lubricity of Avia-
Fuel by Line Sampling tion Turbine Fuels by the Ball-on-Cylinder Lubricity
D2386 Test Method for Freezing Point of Aviation Fuels Evaluator (BOCLE)
D2622 Test Method for Sulfur in Petroleum Products by D5006 Test Method for Measurement of Fuel System Icing
Wavelength Dispersive X-ray Fluorescence Spectrometry Inhibitors (Ether Type) in Aviation Fuels
D2624 Test Methods for Electrical Conductivity of Aviation D5452 Test Method for Particulate Contamination in Avia-
and Distillate Fuels tion Fuels by Laboratory Filtration
D2887 Test Method for Boiling Range Distribution of Pe- D5453 Test Method for Determination of Total Sulfur in
troleum Fractions by Gas Chromatography Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel
D2892 Test Method for Distillation of Crude Petroleum Engine Fuel, and Engine Oil by Ultraviolet Fluorescence
(15-Theoretical Plate Column) D5972 Test Method for Freezing Point of Aviation Fuels
D3227 Test Method for (Thiol Mercaptan) Sulfur in (Automatic Phase Transition Method)
Gasoline, Kerosine, Aviation Turbine, and Distillate Fuels D6379 Test Method for Determination of Aromatic Hydro-
(Potentiometric Method) carbon Types in Aviation Fuels and Petroleum
D3240 Test Method for Undissolved Water In Aviation Distillates—High Performance Liquid Chromatography
Turbine Fuels Method with Refractive Index Detection
D3241 Test Method for Thermal Oxidation Stability of D6469 Guide for Microbial Contamination in Fuels and Fuel
Aviation Turbine Fuels Systems
D3242 Test Method for Acidity in Aviation Turbine Fuel D6615 Specification for Jet B Wide-Cut Aviation Turbine
D3338 Test Method for Estimation of Net Heat of Combus- Fuel
tion of Aviation Fuels D6751 Specification for Biodiesel Fuel Blend Stock (B100)
D3828 Test Methods for Flash Point by Small Scale Closed for Middle Distillate Fuels
Cup Tester D6866 Test Methods for Determining the Biobased Content
D3948 Test Method for Determining Water Separation Char-
of Solid, Liquid, and Gaseous Samples Using Radiocar-
acteristics of Aviation Turbine Fuels by Portable Separom-
bon Analysis
eter
D6890 Test Method for Determination of Ignition Delay and
D4052 Test Method for Density, Relative Density, and API
Derived Cetane Number (DCN) of Diesel Fuel Oils by
Gravity of Liquids by Digital Density Meter
Combustion in a Constant Volume Chamber
D4054 Practice for Evaluation of New Aviation Turbine
D7042 Test Method for Dynamic Viscosity and Density of
Fuels and Fuel Additives
Liquids by Stabinger Viscometer (and the Calculation of
D4057 Practice for Manual Sampling of Petroleum and
Petroleum Products Kinematic Viscosity)
D4171 Specification for Fuel System Icing Inhibitors D7153 Test Method for Freezing Point of Aviation Fuels
D4175 Terminology Relating to Petroleum Products, Liquid (Automatic Laser Method)
Fuels, and Lubricants D7154 Test Method for Freezing Point of Aviation Fuels
D4176 Test Method for Free Water and Particulate Contami- (Automatic Fiber Optical Method)
nation in Distillate Fuels (Visual Inspection Procedures) D7170 Test Method for Determination of Derived Cetane
D4294 Test Method for Sulfur in Petroleum and Petroleum Number (DCN) of Diesel Fuel Oils—Fixed Range Injec-
Products by Energy Dispersive X-ray Fluorescence Spec- tion Period, Constant Volume Combustion Chamber
trometry Method (Withdrawn 2019)3
D4306 Practice for Aviation Fuel Sample Containers for D7224 Test Method for Determining Water Separation Char-
Tests Affected by Trace Contamination acteristics of Kerosine-Type Aviation Turbine Fuels Con-
D4529 Test Method for Estimation of Net Heat of Combus- taining Additives by Portable Separometer
tion of Aviation Fuels D7236 Test Method for Flash Point by Small Scale Closed
D4625 Test Method for Middle Distillate Fuel Storage Cup Tester (Ramp Method)
Stability at 43 °C (110 °F) D7344 Test Method for Distillation of Petroleum Products
D4737 Test Method for Calculated Cetane Index by Four and Liquid Fuels at Atmospheric Pressure (Mini Method)
Variable Equation D7345 Test Method for Distillation of Petroleum Products
D4809 Test Method for Heat of Combustion of Liquid and Liquid Fuels at Atmospheric Pressure (Micro Distil-
Hydrocarbon Fuels by Bomb Calorimeter (Precision lation Method)
Method) D7524 Test Method for Determination of Static Dissipater
D4865 Guide for Generation and Dissipation of Static Elec- Additives (SDA) in Aviation Turbine Fuel and Middle
Distillate Fuels—High Performance Liquid Chromato-
graph (HPLC) Method
3
The last approved version of this historical standard is referenced on D7566 Specification for Aviation Turbine Fuel Containing
www.astm.org. Synthesized Hydrocarbons
D1655 − 22
D7619 Test Method for Sizing and Counting Particles in IP 156 Petroleum products and related materials—
Light and Middle Distillate Fuels, by Automatic Particle Determination of hydrocarbon types—Fluorescent indica-
Counter tor adsorption method
D7668 Test Method for Determination of Derived Cetane IP 160 Crude petroleum and liquid petroleum products—
Number (DCN) of Diesel Fuel Oils—Ignition Delay and Laboratory determination of density—Hydrometer
Combustion Delay Using a Constant Volume Combustion method
Chamber Method IP 170 Determination of flash point—Abel closed-cup
D7797 Test Method for Determination of the Fatty Acid method
Methyl Esters Content of Aviation Turbine Fuel Using IP 216 Particulate contaminant in aviation fuel
Flow Analysis by Fourier Transform Infrared
IP 225 Copper content of aviation turbine fuel
Spectroscopy—Rapid Screening Method
IP 227 Silver corrosion of aviation turbine fuel
D7872 Test Method for Determining the Concentration of
Pipeline Drag Reducer Additive in Aviation Turbine Fuels IP 274 Determination of electrical conductivity of aviation
D7945 Test Method for Determination of Dynamic Viscosity and distillate fuels
and Derived Kinematic Viscosity of Liquids by Constant IP 323 Determination of thermal oxidation stability of gas
Pressure Viscometer turbine fuels
D7959 Test Method for Chloride Content Determination of IP 336 Petroleum products—Determination of sulfur
Aviation Turbine Fuels using Chloride Test Strip content—Energy-dispersive X-ray fluorescence method
D8073 Test Method for Determination of Water Separation IP 342 Petroleum products—Determination of thiol (mer-
Characteristics of Aviation Turbine Fuel by Small Scale captan) sulfur in light and middle distillate fuels—
Water Separation Instrument Potentiometric method
D8148 Test Method for Spectroscopic Determination of IP 354 Determination of the acid number of aviation fuels—
Haze in Fuels Colour-indicator titration method
D8183 Test Method for Determination of Indicated Cetane IP 365 Crude petroleum and petroleum products—
Number (ICN) of Diesel Fuel Oils using a Constant Determination of density—Oscillating U-tube method
Volume Combustion Chamber—Reference Fuels Calibra- IP 406 Petroleum products—Determination of boiling range
tion Method distribution by gas chromatography
D8267 Test Method for Determination of Total Aromatic, IP 423 Determination of particulate contamination in avia-
Monoaromatic and Diaromatic Content of Aviation Tur- tion turbine fuels by laboratory filtration
bine Fuels Using Gas Chromatography with Vacuum
IP 435 Determination of the freezing point of aviation tur-
Ultraviolet Absorption Spectroscopy Detection (GC-
bine fuels by the automatic phase transition method
VUV)
IP 436 Determination of aromatic hydrocarbon types in
D8305 Test Method for The Determination of Total Aro-
matic Hydrocarbons and Total Polynuclear Aromatic Hy- aviation fuels and petroleum distillates—High perfor-
drocarbons in Aviation Turbine Fuels and other Kerosene mance liquid chromatography method with refractive
Range Fuels by Supercritical Fluid Chromatography index detection
E29 Practice for Using Significant Digits in Test Data to IP 523 Determination of flash point—Rapid equilibrium
Determine Conformance with Specifications closed cup method
2.2 EI Standards:4 IP 528 Determination for the freezing point of aviation
EI 1550 Handbook on equipment used for the maintenance turbine fuels—Automatic fibre optic method
and delivery of clean aviation fuel IP 529 Determination of the freezing point of aviation tur-
EI 1583 Laboratory tests and minimum performance levels bine fuels—Automatic laser method
for aviation fuel filter monitors IP 534 Determination of flash point – Small scale closed cup
EI/JIG 1530 Quality assurance requirements for the ramp method
manufacture, storage and distribution of aviation fuels to IP 540 Determination of the existent gum content of aviation
airports turbine fuel—Jet evaporation method
IP 12 Determination of specific energy IP 564 Determination of the level of cleanliness of aviation
IP 16 Determination of freezing point of aviation fuels— turbine fuel—Laboratory automatic particle counter
Manual method method
IP 71 Section 1 Petroleum products—Transparent and
IP 565 Determination of the level of cleanliness of aviation
opaque liquids—Determination of kinematic viscosity and
turbine fuel—Portable automatic particle counter method
calculation of dynamic viscosity
IP 577 Determination of the level of cleanliness of aviation
IP 123 Petroleum products—Determination of distillation
characteristics at atmospheric pressure turbine fuel—Automatic particle counter method using
IP 154 Petroleum products—Corrosiveness to copper— light extinction
Copper strip test IP 583 Determination of the fatty acid methyl esters content
of aviation turbine fuel using flow analysis by Fourier
4
Available from Energy Institute, 61 New Cavendish St., London, WIG 7AR, transform infrared spectroscopy—Rapid screening
U.K., http://www.energyinst.org.uk. method
D1655 − 22
IP 585 Determination of fatty acid methyl esters (FAME), JP-8 that will Provide Adequate Icing Inhibition and
derived from bio-diesel fuel, in aviation turbine fuel— Biostatic Protection for Air Force Aircraft14
GC-MS with selective ion monitoring/scan detection
method 3. Terminology
IP 590 Determination of fatty acid methyl esters (FAME) in 3.1 For definitions of terms used in this specification, refer
aviation fuel—HPLC evaporative light scattering detector to Terminology D4175.
method
3.2 Definitions of Terms Specific to This Standard:
IP 598 Petroleum products—Determination of the smoke
3.2.1 co-hydroprocessed esters and fatty acids, n—synthetic
point of kerosine, manual and automated method
hydrocarbons derived from the hydroprocessing of bio-derived
IP 599 Determination of fatty acid methyl esters (FAME) in
mono-, di-, and triglycerides, free fatty acids, and fatty acid
aviation turbine fuel by gas chromatography using heart-
esters with conventional hydrocarbons in accordance with the
cut and refocusing
requirements of A1.2.2.1.
2.3 API Standards:5
3.2.2 co-hydroprocessed Fischer-Tropsch hydrocarbons,
API 1543 Documentation, Monitoring and Laboratory Test-
n—synthetic hydrocarbons derived from the hydroprocessing
ing of Aviation Fuel During Shipment from Refinery to
of hydrocarbons derived from Fischer-Tropsch synthesis to
Airport
paraffinic syncrude with conventional hydrocarbons in accor-
API 1595 Design, Construction, Operation, Maintenance,
dance with the requirements of A1.2.2.2.
and Inspection of Aviation Pre-Airfield Storage Terminals
3.2.3 co-hydroprocessed synthesized kerosene,
2.4 Joint Inspection Group Standards:6 n—hydrocarbons in the kerosene boiling range derived from
JIG 1 Aviation Fuel Quality Control & Operating Standards non-petroleum sources such as coal, natural gas, biomass, fatty
for Into-Plane Fuelling Services acid esters and fatty acids by processes such as gasification,
JIG 2 Aviation Fuel Quality Control & Operating Standards Fischer-Tropsch synthesis, and hydroprocessing, that have
for Airport Depots & Hydrants been processed simultaneously with hydrocarbons from con-
2.5 ANSI Standard:7 ventional sources.
ANSI 863 Report of Test Results 3.2.4 identified incidental materials, n—chemicals and com-
2.6 Other Standards: positions that have defined upper content limits in an aviation
Defence Standard (Def Stan) 91-091 Turbine Fuel, Aviation fuel specification but are not approved additives.
Kerosine Type, Jet A-18 3.2.5 metrological method, n—heater tube deposit rating
IATA Guidance Material on Microbiological Contamination methods employing an optically-based deposit thickness mea-
in Aircraft Fuel Tanks Ref. No: 96809 surement and mapping technique described in the Test Method
IATA Guidelines for Sodium Chloride Contamination D3241 annexes.
Troubleshooting and Decontamination of Airframe and
Engine Fuel Systems, 2nd Ed., February 19989 4. General
EN14214 Automotive Fuels—Fatty Acid Methyl Esters 4.1 This specification, unless otherwise provided, prescribes
(FAME) for Diesel Engines—Requirements and Test the required properties of aviation turbine fuel at the time and
Methods10 place of delivery.
Bulletin Number 65 MSEP Protocol11
ATA-103 Standard for Jet Fuel Quality Control at Airports12 5. Classification
ICAO 9977 Manual on Civil Aviation Jet Fuel Supply13
5.1 Two types of aviation turbine fuels are provided, as
AFRL-RQ-WP-TR-2013-0271 Determination of the Mini-
follows:
mum Use Level of Fuel System Icing Inhibitor (FSII) in
5.1.1 Jet A and Jet A-1—Relatively high flash point distil-
lates of the kerosene type.
5
Available from American Petroleum Institute (API), 1220 L. St., NW,
5.2 Jet A and Jet A-1 represent two grades of kerosene fuel
Washington, DC 20005-4070, http://www.api.org. that differ in freezing point. Other grades would be suitably
6
Available from Joint Inspection Group (JIG), http://www.jigonline.com. identified.
7
Available from American National Standards Institute (ANSI), 25 W. 43rd St.,
4th Floor, New York, NY 10036. 5.3 This specification previously cited the requirements for
8
Available from Procurement Executive DFS (Air), Ministry of Defence, St. Jet B. Requirements for Jet B fuel now appear in Specification
Giles Court 1, St. Giles High St., London WC2H 8LD. D6615.
9
Available from International Air Transport Association (IATA), (Head Office)
800 Place Victoria, PO Box 113, Montreal, H4Z 1M1, Quebec, Canada. www.i-
ata.org 6. Materials and Manufacture
10
Available from European Committee for Standardization (CEN), 36 rue de 6.1 Aviation turbine fuel is a complex mixture predomi-
Stassart, B-1050, Brussels, Belgium, http://www.cenorm.be.
11
Available from Joint Inspection Group (JIG), http://www.jigonline.com. nantly composed of hydrocarbons and varies depending on
12
Available from Air Transport Association of America, Inc. (ATA) d/b/a
Airlines for America, 1275 Pennsylvania Ave. NW, Suite 1300, Washington, D.C.
14
20004, http://www.airlines.org. Available from Defense Technical Information Center (DTIC), 8725 John J.
13
Available from International Civil Aviation Organization (ICAO), 999 Uni- Kingman Rd., Ft. Belvoir, VA 22060-6218, http://www.dtic.mil/dtic, accession
versity St., Montreal, Quebec H3C 5H7, Canada, http://www.icao.int. number ADA595127.
D1655 − 22
crude source and manufacturing process. Consequently, it is 6.2 Additives—Additives are used to improve the perfor-
impossible to define the exact composition of Jet A/A-1. This mance of the fuel or for fuel handling and maintenance
specification has therefore evolved primarily as a performance purposes.
specification rather than a compositional specification. It is 6.2.1 Only additives approved by the aviation industry
acknowledged that this largely relies on accumulated experi- (including the aircraft certifying authority) are permitted in the
ence; therefore the specification limits aviation turbine fuels to fuel on which an aircraft is operated. Practice D4054 guides the
those made from conventional sources or by specifically practice used to evaluate additives intended for incorporation
approved processes.
into Specification D1655. The additives included in Specifica-
6.1.1 Aviation turbine fuel, except as otherwise specified in
tion D1655 jet fuel are shown in Table 2 and may be used
this specification, shall consist predominantly of refined hydro-
within the concentration limits shown in the table subject to
carbons (see Note 1) derived from conventional sources
including crude oil, natural gas liquid condensates, heavy oil, any restrictions described in the table footnotes.
shale oil, and oil sands. The use of jet fuel blends containing 6.2.2 Where it is necessary to dilute an additive for handling
components from other sources is permitted only in accordance purposes, a refined hydrocarbon stream from a refinery, pro-
with Annex A1. duced in accordance with Materials and Manufacture require-
ments of Specification D1655, or a reagent grade (or better)
NOTE 1—Conventionally refined jet fuel contains trace levels of
materials that are not hydrocarbons, including oxygenates, organosulfur, hydrocarbon or hydrocarbon mixture (excluding non-
and nitrogenous compounds. hydrocarbons) from a chemical supplier shall be used. Since
6.1.2 Fuels used in certified engines and aircraft are ulti- not all additives and diluents are compatible (for example, an
mately approved by the certifying authority subsequent to additive may drop-out if diluted with alkylate versus
formal submission of evidence to the authority as part of the reformate), the additive manufacturer should be consulted
type certification program for that aircraft and engine model. regarding the preferred diluent. Reporting does not change
Additives to be used as supplements to an approved fuel must when dilution is used; additive package content as received or
also be similarly approved on an individual basis (see X1.2.4 active ingredient content as described in Table 2 is the
and X1.15.1). concentration to be reported.
TABLE 1 Detailed Requirements of Aviation Turbine FuelsA

Test MethodsB
Property Jet A or Jet A-1
Referee Alternative
COMPOSITION
Acidity, total mg KOH/g max 0.10 D3242/IP 354
Aromatics
(1) percent by volume, or max 25 D1319 IP 156C or D8267 or D8305D
(2) percent by volume max 26.5 D6379/IP 436
Sulfur, mercaptan,E percent by mass max 0.003 D3227/IP 342
Sulfur, total percent by mass max 0.30 D1266, D2622, D4294, D5453,
or IP 336
VOLATILITY
Distillation temperature, °C: D2887/IP 406,G D7344,H, I
D7345,H
D86F IP 123F
10 % recovered, temperature max 205
50 % recovered, temperature report
90 % recovered, temperature report
Final boiling point, temperature max 300
Distillation residue, % max 1.5
Distillation loss, % max 1.5
Flash point, °C min 38J D56 D93,K D3828,K D7236,K IP 170,K
IP 523,K or IP 534K
3
Density at 15 °C, kg/m 775 to 840 D1298/IP 160 or D4052 or IP 365
FLUIDITYL
Freezing point, °C max −40 Jet AM,N D5972/IP 435, D7153/IP 529, or
D2386/IP 16
D7154/IP 528
M,N
−47 Jet A-1
Viscosity −20 °C, mm2/sO max 8.0 D445/IP 71, Section 1 D7042P or D7945
COMBUSTION
Net heat of combustion, MJ/kg min 42.8Q D4809 D4529, D3338, or IP 12
One of the following requirements shall be
met:
(1) Smoke point, mm, or min 25.0 D1322/IP 598
(2) Smoke point, mm, and min 18.0 D1322/IP 598
Naphthalenes, percent by volume max 3.0 D1840 D8305R
CORROSION
Copper strip, 2 h at 100 °C max No. 1 D130/IP 154
D1655 − 22
TABLE 1 Continued
Test MethodsB
Referee Alternative
THERMAL STABILITYL
(2.5 h at control temperature of 260 °C min)
Filter pressure drop, mm Hg max 25 D3241S /IP 323S
Tube rating: One of the following require-
ments shall be met:T
(1) Annex A1 VTR, VTR Color Code Less 3 (no peacock or ab-
than normal color deposits)
(2) Annex A2 ITR or Annex A3 ETR, max 85
nm average over area of 2.5 mm2
CONTAMINANTS
Existent gum, mg/100 mL max 7 D381 IP 540
Microseparometer,U Rating D3948
Without electrical conductivity additive min 85
With electrical conductivity additive min 70
ADDITIVES See 6.2

V
Electrical conductivity, pS/m D2624/IP 274
A
For compliance of test results against the requirements of Table 1, see 7.2.
B
The test methods indicated in this table are referred to in Section 11. Where applicable, the referee test methods are identified in Table 1.
C
In analyzing Aviation Turbine Fuel by Test Method D1319 or IP 156, users shall not report results obtained using any of the following lot numbers of Fluorescent Indicator
Dyed Gel: 3000000975, 3000000976, 3000000977, 3000000978, 3000000979, and 3000000980.
D
Results from Test Method D8305 shall be bias-corrected using the bias-correction equation for total aromatics in Section 13 (Precision and Bias) of Test Method D8305.
The bias-corrected aromatics result shall also be used in Test Method D3338.
E
The mercaptan sulfur determination may be waived if the fuel is considered sweet by the doctor test described in Test Method D4952.
F
D86 and IP 123 distillation of jet fuel is run at Group 4 conditions, except Group 3 condenser temperature is used.
G
D2887/IP 406 results shall be converted to estimated D86 or IP 123 results by application of the correlation in Appendix X4 on Correlation for Jet and Diesel Fuel in Test
Method D2887 or Annex G of IP 406. Distillation residue and loss limits provide control of the distillation process during the use of Test Method D86, and they do not apply
to Test Method D2887/IP 406. Distillation residue and loss shall be reported as “not applicable” (N/A) when reporting D2887 results.
H
Results from Test Method D7344 and D7345 shall be corrected for relative bias as described in each of the test methods.
I
Data supporting inclusion of the Test Method D7344 methodology is on file at ASTM International Headquarters and can be obtained by requesting Research Reports
RR:D02-1621 and RR:D02-1855. Contact ASTM Customer Service at [email protected].
J
A higher minimum flash point specification can be agreed upon between purchaser and supplier.
K
Relative to D56, results obtained by Test Method: D93 can be up to 1.5 °C higher; IP 170, IP 534, and D7236 can be up to 0.5 °C higher; D3828 (IP 523) can be up to
0.5 °C lower (a research report is pending being filed at ASTM and is available at the Energy Institute as ILS2019_MMS_1).
L
For Annex A1.2.2 co-processing the more stringent limits and test methods listed in Table A1.1 shall be applied at point of manufacture. Downstream from manufacture
standard Table 1 limits and test methods apply.
M
Other freezing points can be agreed upon between supplier and purchaser.
N
During downstream distribution if the freezing point of the fuel is very low and cannot be determined within the ASTM D2386/IP 16 lowest achievable temperature of minus
65 °C, if no crystals appear during cooling of the fuel and when the thermometer indicates a temperature of minus 65 °C, the freezing point shall be recorded as below
minus 65 °C. This limit does not apply if the freezing point is measured by D5972/IP 435, D7153/IP 529, or D7154/IP 528.
O
1 mm2/s = 1 cSt.
P
Test Method D7042 results shall be converted to bias-corrected kinematic viscosity results by the application of the correction described in Test Method D7042 for jet
fuel at –20 °C (currently subsection 15.4.4).
Q
For all grades use either Eq 1 or Table 1 in Test Method D4529 or Eq 2 in Test Method D3338. Calculate and report the net heat of combustion corrected for the sulfur
content when using Test Method D4529 and D3338 empirical test methods. Test Method D4809 may be used as an alternative.
R
Results from Test Method D8305 shall be bias-corrected using the bias-correction equation for total polynuclear aromatics in Section 13 (Precision and Bias) of Test
Method D8305.
S
D3241/IP 323 Thermal Stability is a critical aviation fuel test, the results of which are used to assess the suitability of jet fuel for aviation operational safety and regulatory
compliance. The integrity of D3241/IP 323 testing requires that heater tubes (test coupons) meet the requirements of D3241 Table 2 and give equivalent D3241 results
to the heater tubes supplied by the original equipment manufacturer (OEM). A test protocol to demonstrate equivalence of heater tubes from other suppliers is on file at
ASTM International Headquarters and can be obtained by requesting Research Report RR:D02-1550. Heater tubes and filter kits, manufactured by the OEM (PAC, 8824
Fallbrook Drive, Houston, TX 77064) were used in the development of the D3241/IP 323 test method. Heater tube and filter kits, manufactured by Falex (Falex Corporation,
1020 Airpark Dr., Sugar Grove, IL, 60554-9585) were demonstrated to give equivalent results (see D3241 for research report references). These historical facts should
not be construed as an endorsement or certification by ASTM International.
T
Tube deposit ratings shall be measured by D3241 Annex A2 ITR or Annex A3 ETR, when available. If the Annex A2 ITR device reports “N/A” for a tube’s volume
measurement, the test shall be a failure and the value reported as >85 nm. Visual rating of the heater tube by the method in D3241 Annex A1 is not required when Annex
A2 ITR or Annex A3 ETR deposit thickness measurements are reported. In case of dispute between results from visual and metrological methods, the referee shall be
considered the Annex A3 ETR method if available, otherwise Annex A2 ITR.
U
At point of manufacture. See X1.13 for guidance concerning the application of microseparometer results in fuel distribution.
V
If electrical conductivity additive is used, the conductivity shall not exceed 600 pS/m at the point of use of the fuel. When electrical conductivity additive is specified by
the purchaser, the conductivity shall be 50 to 600 pS/m under the conditions at point of delivery.
1 pS/m 5 1 3 10212 Ω 21
m 21
D1655 − 22
TABLE 2 Detailed Information for Additives for Aviation Turbine Fuels
Additive Dosage
Fuel Performance Enhancing Additives
AntioxidantsA, B 24.0 mg/L maxC
One of the following:
2,6 ditertiary-butyl phenol
2,6 ditertiary-butyl-4-methyl phenol
2,4 dimethyl-6-tertiary-butyl-phenol
75 % minimum, 2,6 ditertiary-butyl phenol plus
25 % maximum mixed tertiary and tritertiary butyl-phenols
55 % minimum 2,4 dimethyl-6-tertiary-butyl phenol plus
15 % minimum 2,6 ditertiary-butyl-4-methyl phenol,
remainder as monomethyl and dimethyl tertiary-butyl phenols
72 % minimum 2,4 dimethyl-6-tertiary-butyl phenol plus
28 % maximum monomethyl and dimethyl-tertiary-butyl-phenols
Metal Deactivator (MDA)A
N,N-disalicylidene-1,2-propane diamine
On initial blending 2.0 mg/L maxC, D
After field reblending cumulative concentration 5.7 mg/L max
Fuel System Icing InhibitorE, F, G, H 0.07 % by volume, minI

Diethylene Glycol Monomethyl Ether (see Specification D4171 Type III) 0.15 % by volume, max
Fuel Handling and Maintenance Additives
Electrical Conductivity ImproverJ

AvGuard SDAK, L
On initial blending 3 mg/L max
After field reblending, cumulative concentration 5 mg/L max
Stadis 450L, M
On initial blending 3 mg/L max
After field reblending, cumulative concentration 5 mg/L max
If the additive concentrations are unknown at time of retreatment, additional

concentration is restricted to 2 mg/L max
Leak Detection Additive 1 mg/kg max

Tracer A (LDTA-A)N
Biocidal AdditivesE, O, P
Biobor JFQ
Kathon FP1.5R
Corrosion Inhibitor/Lubricity ImproversS

HiTEC 580T 23 mg/L max
Innospec DCI-4AU 23 mg/L max
Nalco 5403 23 mg/L max
Into-Plane Water Management

Kerojet Aquarius PRD 30568468V 250 ppmv, max
A
The active ingredient of the additive must meet the composition specified.
B
Supporting data have been filed at ASTM International Headquarters and may be obtained by requesting Research Report RR:D02-1125. Contact ASTM Customer
Service at [email protected].
C
Active ingredient (not including weight of solvent).
D
At the point of manufacture, Metal Deactivator Additive (MDA) may be added to improve thermal oxidative stability subject to the following limitations:
(1) No more than 5 % of the jet fuel batches produced in a 12 month period may be treated with MDA to meet Table 1 thermal oxidative stability requirements (260 °C
test temperature).
(2) The batch of fuel shall pass Table 1 thermal oxidative stability requirements at a test temperature of 245 °C prior to any MDA addition.
(3) The fuel batch after MDA addition (2.0 mg/L maximum MDA) shall pass Table 1 thermal oxidative stability requirements at a test temperature of 275 °C.
(4) The thermal oxidative stability test result at 245 °C prior to MDA addition, the original test result at 260 °C and the test result at 275 °C (post MDA addition) and the
concentration of MDA added shall be reported on the Refinery Certificate of Quality.
Initial addition of more than 2.0 mg/L MDA to jet fuel that meets Table 1 thermal oxidative stability requirements (260 °C test temperature) prior to MDA addition is
permitted when fuel will be transported in supply chains where copper contamination can occur: the maximum cumulative addition in this table still applies.
MDA may be added to jet fuel in the distribution system to recover thermal oxidative stability performance lost during distribution (after refinery release). The Certificate
of Quality shall show the initial thermal oxidative stability test result, the result after the addition of the MDA and the concentration of MDA added.
E
The quantity shall be declared by the fuel supplier and agreed to by the purchaser.
F
The lower FSII concentration limit allowable in Jet Fuel is based on research by the U.S. Air Force as documented in report AFRL-RQ-WP-TR-2013-0271. Some engines
and aircraft as certified require higher minimum concentrations of icing inhibitor than the lower limit in this jet fuel specification. When fueling an aircraft, the fuel should
be additized to the concentration levels specified in the appropriate engine and aircraft manual.
G
DiEGME content can by analyzed by Test Method D5006.
H
DiEGME is not suitable for use in systems that will later use EI 1583 filter monitors, which are commonly used at the point of aircraft fueling. Additional guidance is
provided in EI 1550 Chapter 9.
I
Some aircraft require higher levels than 0.07 % by volume.
D1655 − 22
J
If electrical conductivity improver is used, the conductivity shall not exceed 600 pS/m at the point of use of the fuel. When electrical conductivity additive is specified by
the purchaser, the conductivity shall be 50 pS ⁄m to 600 pS/m under the conditions at point of delivery. 1 pS/m51310212 Ω 21 m 21
K
AvGuard is a trademark of Afton Chemical Corporation, 500 Spring Street Richmond, VA 23219. Supporting documentation for this additive is found in RR:D02-1861.
L
Electrical conductivity improver content can be analyzed by Test Method D7524.
M
Stadis 450 is a registered trademark marketed by Innospec Inc., Innospec Manufacturing Park, Oil Sites Road, Ellesmere Port, Cheshire, CH65 4EY, UK.
N
Tracer A (LDTA-A) is a registered trademark of Praxair Services, Inc., Tucson, AZ 85705.
O
Biocidal 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.
P
Refer to the Aircraft Maintenance Manual (AMM) to determined if either biocide is approved for use and for their appropriate use and dosage.
Q
Biobor JF is a registered trademark of Hammonds Technical Services, Inc. 910 Rankin Rd., Houston, TX 77073.
R
KATHON is a trademark of The Dow Chemical Company (“Dow”) or an affiliated company of Dow, 2030 Dow Center, Midland, MI 48674.
S
More information concerning minimum treat rates of corrosion inhibitor/lubricity improver additives is contained in X1.10.2.
T
HiTEC 580 is a trademark of Afton Chemical Corp., 500 Spring St., Richmond, VA 23219.
U
Innospec DCI-4A is available from Innospec Inc., Innospec Manufacturing Park, Oil Sites Road, Ellesmere Port, Cheshire, CH65 4EY, UK.
V
Kerojet Aquarius is available from BASF SE, Carl-Bosch-Strasse 38, D-67056 Ludwigshafen am Rhein, Germany. Any process or formulation change to Kerojet Aquarius
Product Number (PRD) 30568468 that invalidates the data submitted in ASTM Research Report RR:D02-2001 will require a new and unique PRD. Note that given the
unique function of Kerojet Aquarius and the need for careful management of use, the additive should only be used in compliance with the following controls: (1) Refer to
the Aircraft Documentation (e.g., approved additives listed in the Type Certificate Data Sheet (TCDS), Aircraft Flight Manual (AFM), Aircraft Maintenance Manual (AMM),
Consumable Materials List (CML), or other relevant documentation) for approved usage and dosage for the specific aircraft/engine/APU combination. (2) Additive to be
injected after final filtration at the skin of the aircraft. For possible defueling of aircraft, do not allow additive to pass through EI 1581 and EI 1583 filters. (3) Dose only in
compliance with Aircraft Documentation and recommended practice detailed in this specification. (4) Handling, usage, and injection equipment information is contained
in the Kerojet Aquarius User Manual and RR:D02-2001.
6.3 Identified Incidental Materials—Table 3 lists specific 7.2 Test results shall not exceed the maximum or be less
materials that have an agreed limit, known as Identified than the minimum values specified in Table 1. No allowance
Incidental Materials. Specification D1655 does not require that shall be made for the precision of the test methods. To
each batch of fuel be analyzed for identified incidental mate- determine conformance to the specification requirement, a test
rials where there is essentially no risk of contamination result may be rounded to the same number of significant figures
exceeding Table 3 limits. Where a supplier risk assessment as in Table 1 using Practice E29. Where multiple determina-
suggests that identified incidental materials could exceed Table tions are made, the average result, rounded in accordance with
3 limits, jet fuel should be confirmed to comply with Table 3 Practice E29, shall be used.
limits prior to airport supply because airports generally are not
equipped to mitigate identified incidental material content that 8. Workmanship, Finish, and Appearance
exceeds specification limits. Further guidance concerning these 8.1 The aviation turbine fuel specified in this specification
materials is presented in X1.16. shall be visually free of undissolved water, sediment, and
6.4 Guidance material is presented in Appendix X2 con- suspended matter. The odor of the fuel shall not be nauseating
cerning the need to control processing additives in jet fuel or irritating. If the fuel has an odor similar to that of “rotten
production. egg,” please refer to X1.12.5 for further discussion. No
substance of known dangerous toxicity under usual conditions
7. Detailed Requirements of handling and use shall be present, except as permitted in this
7.1 The aviation turbine fuel shall conform to the require- specification.
ments prescribed in Table 1.
9. Sampling
9.1 Because of the importance of proper sampling proce-
dures in establishing fuel quality, use the appropriate proce-
TABLE 3 Identified Incidental Materials
dures in Practice D4057 to obtain a representative sample from
Material Permitted Level Test MethodsA the batch of fuel for specification compliance testing. This
Referee Alternative requirement is met by producing fuel as a discrete batch then
Fatty Acid Methyl Ester 50 mg/kgC,D IP 585 D7797/IP 583, testing it for specification compliance. This requirement is not
(FAME),B max IP 590,
IP 599 satisfied by averaging online analysis results.
Pipeline Drag Reducing Additive 72 µg ⁄LF D7872
9.2 A number of jet fuel properties, including thermal
(DRA),E max stability, water separation, electrical conductivity, and others,
A
Where applicable, the referee test methods are identified in Table 3. are very sensitive to trace contamination, which can originate
B
For the purpose of meeting this requirement FAME is defined as material from sample containers. For recommended sample containers,
meeting the limits of EN14214 or Specification D6751. Fatty acid methyl esters refer to Practice D4306.
that fail to meet the biodiesel quality standards are not permitted in aviation turbine
fuel.
C
On an emergency basis, up to 100 mg/kg FAME is permitted in jet fuel when 10. Report
authorized by the airframe and engine manufacturers and managed in compliance
with airframe and engine manufacturer requirements. 10.1 The type and number of reports to ensure conformance
D
Subcommittee J intends to evaluate field experience in December 2016 to with the requirements of this specification shall be mutually
determine if a ballot to increase the FAME content limit to 100 mg/kg is supported
by the absence of significant FAME-related problems.
agreed upon by the seller and the purchaser of the aviation
E
Active polymer ingredient. turbine fuel.
F
DRA is not approved as an additive for jet fuel. This level is accepted by approval
authorities as the functional definition of “nil addition.” 10.2 When Table 1 test results and Table 2 additive addi-
tions are reported at the point of batch origination or at full
D1655 − 22
certification in a form commonly known as a “Certificate of Method D5972/IP 435 or Test Method D7153/IP 529, or both,
Quality” or “Certificate of Analysis,” at least the following on the basis of the reproducibility and cross-contamination
should be included: detection reported in RR:D02-1572.15 The cause of freezing
10.2.1 The designation of each test method used, point results outside specification limits by automated methods
10.2.2 The limits from Table 1 and Table 2 for each item should be investigated, but such results do not disqualify the
reported with units converted as appropriate to those measured fuel from aviation use if the results from the referee method are
and reported, and within the specification limit.
10.2.3 The designation of the quality system used by the 11.1.5 Viscosity—Test Method D445/IP 71 Section 1,
reporting test laboratory. If no quality system is used then this D7042, or D7945. Results from Test Method D7042 shall be
shall be reported as “None.” reported as bias-corrected kinematic viscosity results by appli-
cation of the correction in Test Method D7042, relative bias for
11. Test Methods jet fuel at –20 °C (currently subsection 15.4.4).
NOTE 2—Where IP test methods are referenced in this specification as
alternatives to ASTM test methods, the following nomenclature is used.
11.1.6 Net Heat of Combustion—Test Method D4809,
Where test methods are officially jointed, this is denoted as Dxxxx/IP xxx. D4529, D3338, or IP 12.
Where test methods are technically equivalent or related but not officially 11.1.7 Corrosion (Copper Strip)—Test Method D130/
jointed, this is denoted as Dxxxx or IP xxx. IP 154.
11.1 Determine the requirements enumerated in this speci- 11.1.8 Total Acidity—Test Method D3242/IP 354.
fication in accordance with the following ASTM test methods. 11.1.9 Sulfur—Test Method D1266, D2622, D4294, D5453,
In case of dispute among measurements, the referee test or IP 336.
methods are identified in Table 1, Table 3, and Table A1.1. 11.1.10 Mercaptan Sulfur—Test Method D3227/IP 342.
11.1.1 Density—Test Method D1298/IP 160 or D4052 or IP 11.1.11 Water Separation—Test Method D3948.
365. 11.1.12 Existent Gum—Test Method D381 or IP 540. Test
11.1.2 Distillation—Test Method D86 or IP 123. For Jet A Method D381, using steam jet operating conditions, shall be
and Jet A-1, Test Methods D2887/IP 406, D7344, and D7345 the referee test method.
may be used as an alternative. Results from Test Method 11.1.13 Thermal Stability—Test Method D3241/IP 323.
D2887 shall be reported as estimated D86 results by applica- 11.1.14 Aromatics—Test Method D1319, IP 156, D6379/IP
tion of the correlation in Appendix X4 on Correlation for Jet 436, D8267, or D8305.
and Diesel Fuel in Test Method D2887/IP 406. Results from 11.1.14.1 In analyzing Aviation Turbine Fuel by Test
Test Method D7344 and D7345 shall be corrected for bias by Method D1319 or IP 156, users shall not report results obtained
applying the GRP4 corrections in each of the test method’s using any of the following lot numbers of Fluorescent Indicator
Precision and Bias section. Dyed Gel: 3000000975, 3000000976, 3000000977,
11.1.3 Flash Point—Test Method D56, D93, D3828, 3000000978, 3000000979, and 3000000980.
D7236, IP 170, IP 523, or IP 534. 11.1.14.2 Results from Test Method D8305 shall be bias-
11.1.4 Freezing Point—Test Method D2386/IP 16, corrected using the bias-correction equation for total aromatics
D5972/IP 435, D7153/IP 529, or D7154/IP 528. Any of these in Section 13 (Precision and Bias) of Test Method D8305.
test methods can be used to certify and recertify jet fuel. An 11.1.15 Smoke Point—Test Method D1322/IP 598.
interlaboratory study (RR: D02–157215) that evaluated the 11.1.16 Naphthalene Content—Test Method D1840 or
ability of freezing point methods to detect jet fuel contamina- D8305. Results from Test Method D8305 shall be bias-
tion by diesel fuel determined that Test Methods D5972/IP 435 corrected using the bias-correction equation for total poly-
and D7153/IP 529 provided significantly more consistent nuclear aromatics in Section 13 (Precision and Bias) of Test
detection of freezing point changes caused by contamination Method D8305.
than Test Methods D2386/IP 16 and D7154/IP 528. It is 11.1.17 Electrical Conductivity—Test Method D2624/
recommended to certify and recertify jet fuel using either Test IP 274.
12. Keywords
15
Supporting data have been filed at ASTM International Headquarters and may
be obtained by requesting Research Report RR:D02-1572. Contact ASTM Customer 12.1 aviation turbine fuel; avtur; Jet A; Jet A-1; jet fuel;
Service at [email protected]. turbine fuel
D1655 − 22
ANNEX
(Mandatory Information)
A1. FUELS FROM NON-CONVENTIONAL SOURCES
A1.1 Introduction A1.2.2 Co-processing16,17—Feedstocks other than those de-

A1.1.1 Jet fuel has contained synthesized hydrocarbons fined in A1.2.2.1 or A1.2.2.2 are excluded from jet fuel
since the inception of Specification D1655. However, these co-processing.
synthesized materials are generated from petroleum, oil sand or A1.2.2.1 Co-processing of mono-, di-, and triglycerides,
shale derived feedstocks in the refinery and exhibit properties free fatty acids, and fatty acid esters producing co-
substantially similar to historically refined kerosene. The fuel hydroprocessed synthesized kerosene is recognized as being
property requirements defined in Specification D1655, Table 1 acceptable for jet fuel manufacture. The process streams used
are batch-to-batch quality control tests which historically have for jet fuel production in co-processing refinery units shall not
provided fit-for-purpose jet fuel but assume that the jet fuel has exceed 5 % by volume of mono-, di-, and triglycerides, free
a composition that is substantially similar to historical compo- fatty acids, and fatty acid esters in feedstock volume with the
sitions. There is no basis to assume that fuels having novel balance (≥ 95 % by volume) being conventionally sourced
compositions provide fit-for-purpose performance in current hydrocarbons as described in 6.1. Co-processing shall include
aviation hardware even if they appear to satisfy Specification hydrocracking or hydrotreating and fractionation. Processing
D1655, Table 1 requirements. While the use of synthesized may also include other conventional refinery processes. The
hydrocarbons is known and an acceptable practice, the use of final product is limited to 5 % by volume of co-hydroprocessed
synthesized hydrocarbon blend stocks from new sources re- synthesized kerosene derived from mono-, di-, and
quires specific guidance. This guidance can be found in triglycerides, free fatty acids, and fatty acid ester feedstock in
Specification D7566. any jet batch. Refer to X1.15.5 for a discussion of biobased
carbon content and identification of the applicable test method.
A1.1.2 Specification D7566 was developed by Subcommit- A1.2.2.2 Co-processing of hydrocarbons derived from syn-
tee D02.J0 to provide control for jet fuel produced with thesis gas via the Fischer-Tropsch process using iron or cobalt
non-petroleum, non-shale, non-oil sands derived synthesized catalyst producing co-hydroprocessed synthesized kerosene is
components. This specification guides the preparation of fuel recognized as being acceptable for jet fuel manufacture. The
blends that are compositionally similar to the refined fuels process streams used for jet fuel production in co-processing
generated to Specification D1655 and can be controlled thereby refinery units shall not exceed 5 % by volume of Fischer-
in the distribution system. Aviation turbine fuels with synthetic Tropsch hydrocarbons in feedstock volume with the balance
components produced in accordance with Specification D7566 (≥95 % by volume) being conventionally sourced hydrocar-
meet the requirements of Specification D1655. Specification bons as described in 6.1. Co-processing shall include hydroc-
D7566 does not yet include all fuels from non-conventional racking and fractionation. Processing may also include other
sources, so as an interim solution, it has been deemed neces- conventional refinery processes. The final product is limited to
sary to recognize, on an individual basis, fuels from non- 5 % by volume of co-hydroprocessed synthesized kerosene
conventional sources whose performance complies with the derived from Fischer-Tropsch feedstock in any jet batch. Refer
intent of this specification and that have been approved by a to X1.15.5 for a discussion of biobased carbon content and
coordinated specification authority. identification of the applicable test method.
A1.2 Acceptable Fuels from Non-Conventional Sources A1.2.2.3 For semi-synthetic kerosene manufactured by
co-hydroprocessed esters and fatty acids or Fischer-Tropsch
A1.2.1 SASOL: hydrocarbons, the following additional requirements and Table
A1.2.1.1 The SASOL semi-synthetic fuel, a blend of con- A1.1 limits apply:
ventionally produced kerosene and a synthetic iso-paraffinic
kerosene by itself or as combined with SASOL heavy naphtha
16
#1 and specified in Defence Standard (Def Stan) 91-091, is A task force studied the impact of co-hydroprocessing esters and fatty acids at
up to 5 % by volume with crude oil derived middle distillates following Specifica-
recognized as meeting the requirements of Specification tion D7566 Annex 2 approval. Supporting data have been filed at ASTM Interna-
D1655. tional Headquarters and may be obtained by requesting Research Report RR:D02-
A1.2.1.2 The SASOL fully synthetic fuel, a blend of up to 1886. Contact ASTM Customer Service at [email protected].
17
Supporting data concerning co-processing of hydrocarbons derived from
five synthetic streams, specified in B.3 of Defence Standard synthesis gas via the Fischer-Tropsch process has been filed at ASTM International
(Def Stan) 91-091, is recognized as meeting the requirements Headquarters and may be obtained by requesting Research Report RR:D02-1929.
of Specification D1655. Contact ASTM Customer Service at [email protected].
10
D1655 − 22
TABLE A1.1 Extended Requirements of Aviation Turbine Fuels Containing Co-hydroprocessed Esters and Fatty Acids or Fischer-
Tropsch HydrocarbonsA, B
Test MethodsC
Referee Alternative
THERMAL STABILITYD, E
(2.5 h at control temperature of 280 °C min)
Filter pressure drop, mm Hg max 25 D3241/IP 323
Tube rating: One of the following

requirements shall be met:F
(1) Annex A1 VTR, VTR Color Code Less than 3

No peacock or abnormal color
deposits
(2) Annex A2 ITR or Annex 3 ETR, nm max 85

average over area of 2.5 mm2
Viscosity –40 °C mm2/sG max 12.0 D445/IP 71, Section 1H D7945
Freezing point °C Table 1 freezing point limits D5972/IP 435 D7153/IP 529 or D7154/IP 528
apply
Unconverted esters and fatty acids, mg/kgI max 15 D7797/IP 583I,J

A
Applies at the point of manufacture only.
B
Applies for the finished batch of jet fuel as opposed to the product of the refinery hydroprocessing unit which is used to blend the finished batch of jet fuel.
C
Where applicable, the referee test methods are identified in Table A1.1.
D
A D3241 test temperature of 280 °C has been selected to help ensure that reactive compounds introduced through co-hydroprocessed of esters and fatty acids are
limited. Research is ongoing on the actual requirement for a more restrictive thermal stability limit.
E
Metal Deactivator (MDA), as described in Table 2 and the associated footnotes, may not be used to meet this requirement.
F
Refer to Table 1, Footnote T.
G
The kinematic viscosity specification of 12.0 mm2/s at –40 °C maximum mitigates the potential risk of increased viscosity due to n-paraffin enrichment. Compared to
conventional hydrocarbons, a co-hydroprocessed esters and fatty acids stream may contain a higher concentration of n-paraffins. Research is ongoing on how n-paraffin
enrichment from co-hydroprocessed esters and fatty acids impact low temperature viscosity. The results of that research will be used to confirm the necessity of and
possibly adjust this requirement.
H
D445 or IP 71, Section 1 allows measuring the viscosity at –40 °C, however the precision values were determined down to –20 °C. Data correlating test results at –40 °C
for D445 and other related ASTM test methods is provided in Research Report RR:D02-1776.
I
Applies only to co-processing esters and fatty acids
J
The ability for D7797/IP 583 to identify carbonyl containing compounds in addition to FAMEs is acknowledged. The reported value may be corrected for a local
sample-specific bias related to trace carbonyl species inherent in aviation turbine fuel derived from conventional sources (as per A1.2.2.3 (1)). Corrected values shall be
identified as such.
(1) Only one co-processing route as defined in A1.2.2.1 or fatty acid esters to hydrocarbon or Fischer-Tropsch hydrocar-
A1.2.2.2 may be used for production of any single jet fuel bons to synthetic kerosene when added to any jet batch. Refer
batch. to the research report16 for additional considerations for MOC.
(2) An initial management of change (MOC) study shall be (3) The refinery certificate of quality (RCQ) shall include
undertaken and documented for sites manufacturing semi- wording to reflect that the batch may contain up to 5 % by
synthetic kerosene by coprocessing. Changes that impact the volume co-hydroprocessed synthesized kerosene.
conversion process shall require an updated MOC. Specific A1.2.2.4 For semi-synthetic kerosene manufactured by co-
changes that may have to be managed during initial and hydroprocessed esters and fatty acids the following additional
subsequent ongoing commercial operation include, but are not requirement applies:
limited to, feedstock (for example, selection, composition, (1) The extent of conversion shall be assessed via
pre-treatment), and hydroprocessing severity (for example, D7797/IP 583. In addition to the Table A1.1 limit on the
hydrogen partial pressure, residence time, temperature, finished product, the preferred methodology for assessing
catalyst, conversion capability). Each MOC shall ensure that conversion is comparison of D7797/IP 583 results between
the cumulative processing severity is evaluated to be sufficient process unit rundown jet line samples prior to and during
to convert mono-, di-, and triglycerides, free fatty acids and co-processing.
11
D1655 − 22
APPENDIXES
(Nonmandatory Information)
X1. PERFORMANCE CHARACTERISTICS OF AVIATION TURBINE FUELS
X1.1 Introduction X1.2.4 The acceptability of additives for use must ulti-
X1.1.1 This appendix describes the performance character- mately be determined by the engine and aircraft type certificate
istics of aviation turbine fuels. A more detailed discussion of holder and must be approved by his certifying authority. In the
the individual test methods and their significance is found in United States of America, the certifying authority is the Federal
ASTM Manual No. 1 (1).18 Additional information on aviation Aviation Administration.
turbine fuel and its properties is found in ASTM’s MNL 37 (2), X1.3 Thermal Stability
and the Handbook of Aviation Fuel Properties (3).
X1.3.1 Stability to oxidation and polymerization at the
X1.2 Significance and Use operating temperatures encountered in certain jet aircraft is an
important performance requirement. The thermal stability mea-
X1.2.1 Requests to modify Specification D1655 to support surements are related to the amount of deposits formed in the
applications that are not within the stated scope of this engine fuel system on heating the fuel in a jet aircraft.
specification, such as diesel engines (either in ground vehicles
or aircraft), or other novel engine or vehicle designs, are X1.3.2 In 1973, Test Method D3241/IP 323 replaced
considered when the proposed changes do not conflict with or Method of Test D1660, known as the ASTM Coker, for the
further burden the scope of the specification. Conversely, determination of oxidative thermal stability on the basis of a
requests to modify Specification D1655 cannot be contingent correlation study (see CRC Report 450, dated 1969 as revised
upon the requirements of these vehicles, engines, or aircraft 1972 and Bert and Painter’s SAE paper 730385 (4)) that
that are outside the scope of this specification. concluded Test Method D3241 at 245 °C gave equivalent
results to D1660 at specified test conditions. Specification
X1.2.2 The safe and economical operation of aircraft re- D1655 mandated Test Method D3241 testing at 260 °C (versus
quires fuel that is essentially clean and dry and free of any 245 °C) to incorporate a safety margin to cover the scatter
contamination prior to use. It is possible to measure a number around the best-fit correlation of the methods. Today, a single
of jet fuel characteristics related to quality. pass/fail run with the tube temperature controlled at 260 °C is
X1.2.3 The significance of standard tests for fuel properties used to ensure compliance with the specification minimum
may be summarized for convenience in terms of the technical requirements. (Passing performance in Test Method D3241
relationships with performance characteristics as shown in testing at 260 °C is the engineering design basis for current
Table X1.1. commercial engines.) For a more complete characterization of
a fuel’s thermal stability, a breakpoint can be obtained. The
18
The boldface numbers in parentheses refer to a list of references at the end of breakpoint is the highest tube temperature at which the fuel still
this standard. passes the specification requirements of tube deposit color and
TABLE X1.1 Performance Characteristics of Aviation Turbine Fuels

Performance Characteristics Test Method Sections
Engine fuel system deposits and coke Thermal stability X1.3
Combustion properties Smoke point X1.4.2.1
Aromatics X1.4.2.2
Percent naphthalenes X1.4.2.3
Fuel metering and aircraft range Density X1.5.1
Net heat of combustion X1.5.2
Fuel atomization Distillation X1.6.1
Viscosity X1.6.2
Fluidity at low temperature Freezing point X1.7.1
Compatibility with elastomer and the metals in the fuel Mercaptan sulfur X1.8.1
system and turbine Sulfur X1.8.2
Copper strip corrosion X1.8.3
Acidity X1.8.4
Fuel storage stability Existent gum X1.9.1
Fuel handling Flash point X1.11.1
Static Electricity X1.11.2
Water separation characteristics X1.13.2
Free water and particulate contamination X1.12.3
Particulate matter X1.12.4
Membrane color ratings X1.12.4.1
Undissolved water X1.12.2
Chloride contamination X1.12.6
Fuel lubricating ability (lubricity) Fuel lubricity X1.10
Miscellaneous Additives X1.15.1
Sample containers X1.15.3
12
D1655 − 22
pressure differential. Normally, obtaining a breakpoint requires smoky the flame. A high smoke point indicates a fuel of low
two or more runs at differing tube temperatures. Breakpoints smoke-producing tendency.
are therefore not used for quality control, but they serve mostly X1.4.2.2 Aromatics—The combustion of highly aromatic jet
for research purposes. fuels generally results in smoke and carbon or soot deposition,
X1.3.3 Metal deactivator additive (MDA) may be added to and it is therefore desirable to limit the total aromatic content
fuel to counteract the effects of metals known to be deleterious as well as the naphthalenes in jet fuels.
to thermal stability, such as copper, cadmium, iron, cobalt, and X1.4.2.3 Percent Naphthalenes—This method covers mea-
zinc. Where metallic contamination is unproven, such as in surement of the total concentration of naphthalene,
recovery from processing upsets, MDA may be used to acenaphthene, and alkylated derivatives of these hydrocarbons
improve thermal stability. Thermal oxidative stability testing at in jet fuels containing no more than 5 % of such compounds
time of manufacture is required to pass at 245 °C prior to MDA and having boiling points below 600 °F (316 °C).
addition to ensure a base level of fuel quality. This is consistent
X1.5 Fuel Metering and Aircraft Range
with the results from a nozzle fouling study conducted by the
CRC (see CRC Report AV-6-06, “Metal Deactivator Additive X1.5.1 Density—Density is a property of a fluid and is of
(MDA) Impacts on Thermal Stability”) that concluded with the significance in metering flow and in mass-volume relationships
recommendation: “Based on these results the CRC MDA Task for most commercial transactions. It is particularly useful in
Group recommends a modest allowance of 15 °C for the use of empirical assessments of heating value when used with other
MDA where copper is not detected.” See also X1.15.1 for parameters, such as aniline point or distillation. A low density
guidance concerning MDA. may indicate low heating value per unit volume.
X1.5.2 Net Heat of Combustion—The design of aircraft and
X1.4 Combustion engines is based on the convertibility of heat into mechanical
X1.4.1 Jet fuels are continuously burned in a combustion energy. The net heat of combustion provides a knowledge of
chamber by injection of liquid fuel into the rapidly flowing the amount of energy obtainable from a given fuel for the
stream of hot air. The fuel is vaporized and burned at near performance of useful work; in this instance, power. Aircraft
stoichiometric conditions in a primary zone. The hot gases design and operation are dependent upon the availability of a
produced are continuously diluted with excess air to lower their certain predetermined minimum amount of energy as heat.
temperature to a safe operating level for the turbine. Fuel Consequently, a reduction in heat energy below this minimum
combustion characteristics relating to soot formation are em- is accompanied by an increase in fuel consumption with
phasized by current specification test methods. Other fuel corresponding loss of range. Therefore, a minimum net heat of
combustion characteristics not covered in current specifications combustion requirement is incorporated in this specification.
are burning efficiency and flame-out. The determination of net heat of combustion is time consuming
X1.4.2 In general, paraffin hydrocarbons offer the most and difficult to conduct accurately. This led to the development
desirable combustion cleanliness characteristics for jet fuels. and use of the aniline point and density relationship to estimate
Naphthenes are the next most desirable hydrocarbons for this the heat of combustion of the fuel. This relationship is used
use. Although olefins generally have good combustion along with the sulfur content of the fuel to obtain the net heat
characteristics, their poor gum stability usually limits their use of combustion by Test Method D4529 for the purposes of this
in aircraft turbine fuels to about 1 % or less. Aromatics specification. An alternative calculation, Test Method D3338,
generally have the least desirable combustion characteristics is based on correlations of aromatics content, gravity, volatility,
for aircraft turbine fuel. In aircraft turbines they tend to burn and sulfur content. This method may be preferred at refineries
with a smoky flame and release a greater proportion of their where all these values are normally obtained and the necessity
chemical energy as undesirable thermal radiation than the other to obtain the aniline point is avoided.
hydrocarbons. Naphthalenes or bicyclic aromatics produce
more soot, smoke, and thermal radiation than monocyclic X1.6 Fuel Atomization
aromatics and are, therefore, the least desirable hydrocarbon X1.6.1 Distillation—The fuel volatility and ease of vapor-
class for aircraft jet fuel use. All of the following measure- ization at different temperatures are determined by distillation.
ments are influenced by the hydrocarbon composition of the The 10 % distilled temperatures are limited to ensure easy
fuel and, therefore, pertain to combustion quality: smoke point, starting. The Final Boiling Point limit excludes heavier frac-
percent naphthalenes, and percent aromatics.19 tions that would be difficult to vaporize.
X1.4.2.1 Smoke Point—This method provides an indication X1.6.1.1 Results from Test Method D7344 and D7345 shall
of the relative smoke-producing properties of jet fuels and is be corrected for relative bias by applying the GRP4 corrections
related to the hydrocarbon-type composition of such fuels. in each of the test method’s Precision and Bias section. Test
Generally, the more highly aromatic the jet fuel, the more Method D86 or IP 123 and Test Method D2887/IP 406 do not
give the same numerical results. Test Method D2887/IP 406
always starts at a lower temperature and ends at a higher
19
A task force studied the possible use of hydrogen content as an alternative to temperature than Test Method D86 or IP 123 because Test
aromatics content. Supporting data (a report of these studies completed in 1989)
Method D2887/IP 406 gives true boiling point distribution
have been filed at ASTM International Headquarters and may be obtained by
requesting Research Report RR:D02-1258. Contact ASTM Customer Service at (similar to Test Method D2892), as opposed to Test Method
[email protected]. D86 or IP 123, which is a low efficiency distillation. To avoid
13
D1655 − 22
confusion, it is required that Test Method D2887/IP 406 results use is recommended in certifying and recertifying jet fuel.
be reported as estimated D86 or IP 123 results by applying the Recent experience has shown, however, that automated meth-
correlation in Appendix X4 of Test Method D2887 or Annex G ods sometimes give unreliable freezing points or freezing
of IP 406. points significantly warmer than the manual method. In such
X1.6.1.2 Caution should be used when using distillation cases, in the absence of cross-product contamination, the fuel
properties to estimate other fuel properties. A correlation may be certified/recertified by the manual method.
equation giving a quantitative estimate of a fuel property based X1.7.1.2 Because of the advantages of automated freezing
on Test Method D86 or IP 123 data should not be used with point methods, many laboratories no longer run the manual
unconverted Test Method D2887/IP 406 results without vali- freezing point method on a routine basis. It is recommended,
dation. Further, Test Method D2887/IP 406 results converted when requesting manual freezing point measurements, that
into a form compatible with Test Method D86 or IP 123 might requestors ensure that the method is being conducted properly.
not be suitable for some property correlations because of the NOTE X1.1—Absence of cross-product contamination is intended to set
accumulation of errors from each correlation step. an expectation that the possibility and ramifications of cross-product
X1.6.2 Viscosity—The viscosity of a fuel is closely related contamination are considered before the fuel is released, hence this
decision should not be made solely on the manual freezing point result.
to pumpability over the temperature range and consistency of
fuel nozzle spray patterns. The ability of fuel to lubricate a X1.8 Compatibility with Elastomer and the Metals in the
pump can also be related to the viscosity. Fuel System and Turbine
X1.6.2.1 Some engine and auxiliary power unit (APU)
manufacturers specify a maximum viscosity of 12 mm2/s to X1.8.1 Mercaptan Sulfur—Mercaptans are known to be
ensure satisfactory low temperature operation. Aviation turbine reactive with certain elastomers. A limitation in mercaptan
fuel viscosity can exceed 12 mm2/s as the fuel temperature content is specified to preclude such reactions and to minimize
approaches the specification freezing point maximum when the the unpleasant mercaptan odor.
viscosity at –20 °C exceeds 5.5 mm2/s for Jet A (–40 °C X1.8.2 Sulfur—Control of sulfur content is significant for
freezing point) or 4.5 mm2/s for Jet A-1 (–47 °C freezing jet fuels because the sulfur oxides formed during combustion
point). Most commercially available jet fuels have viscosities may be corrosive to turbine metal parts.
at –20 °C below these values. X1.8.3 Copper Strip Corrosion—A requirement that jet fuel
X1.6.2.2 Some small propulsion engines and APUs do not must pass the copper strip test ensures that the fuel will not
have inlet fuel-oil heat exchangers to warm the fuel and lower corrode copper or any copper-base alloys in various parts of the
the viscosity. This can potentially impact certain aircraft fuel system.
operation such as limiting the low temperature start envelope,
which could impact Extended Twin Operations (ETOPS). X1.8.4 Total Acidity—Some petroleum products are treated
While there are no known field problems at this time, there with mineral acid or caustic, or both, as part of the refining
needs to be further discussion on the need for all the fuel being procedure. Any residual mineral acid or caustic is undesirable.
delivered to these engines to have a 12 mm2/s maximum Neither impurity is likely to be present. However, a determi-
viscosity, and on how this could be accomplished (for example, nation of acidity confirms this when inspecting new or unused
through fuel specification changes, airframe or APU design fuel. It also measures organic acids if present.
changes, or operational changes).
X1.9 Fuel Storage Stability
X1.6.2.3 Test Method D7945 includes a procedure for
assessing the temperature at which the fuel viscosity reaches X1.9.1 Existent Gum—Gum is a nonvolatile residue left on
12 cSt. evaporation of fuel. Steam or air is used as an evaporating
agent for fuels that are to be used in aircraft equipped with
X1.7 Fluidity at Low Temperatures turbine engines. The amount of gum present is an indication of
the condition of the fuel at the time of test only. Large
X1.7.1 Freezing Point—The freezing point is particularly
quantities of gum are indicative of contamination of fuel by
important and must be sufficiently low to preclude interference
higher boiling oils or particulate matter and generally reflect
with flow of fuel through filter screens to the engine at
poor fuel handling practices.
temperatures prevailing at high altitudes. The temperature of
fuel in an aircraft tank decreases as the outside temperature X1.9.2 Performance criteria for a short accelerated stability
decreases. The minimum temperature experienced during a test that ensures satisfactory long-term storage of jet fuels at
flight depends mostly on the outside air temperature, flight the time of manufacture has not been established. However,
duration, and aircraft speed. For example, long duration flights storage stability of fuel may be assessed as part of the
would require fuel of lower freezing point than would short fit-for-purpose requirements and applied with management of
duration flights. change practices using Test Method D4625. An example
X1.7.1.1 The manual freezing point method, Test Method highlighting Test Method D3241 degradation is described in
D2386/IP 16, has a long history of providing results sufficient Ref (5).
to support safe aviation operations. As shown by the results in
RR:D02-157215, automated methods often provide greater X1.10 Fuel Lubricity
precision in determining freezing point and more sensitivity to X1.10.1 Aircraft/engine fuel system components and fuel
cross-product contamination than the manual method, so their control units rely on the fuel to lubricate their sliding parts. The
14
D1655 − 22
effectiveness of a jet fuel as a lubricant in such equipment is fuel may be made to these ultralow sulfur levels to maintain
referred to as its lubricity. Differences in fuel system compo- efficient production and distribution.
nent design and materials result in varying degrees of equip-
ment sensitivity to fuel lubricity. Similarly, jet fuels vary in X1.11 Fuel Handling
their level of lubricity. In-service problems experienced have X1.11.1 Flash Point—The flash point is an indication of the
ranged in severity from reductions in pump flow to unexpected maximum temperature for fuel handling and storage without
mechanical failure leading to in-flight engine shutdown. serious fire hazard. The shipment, storage, and handling
X1.10.2 The chemical and physical properties of jet fuel precautions regulated by municipal, state, or federal laws and
cause it to be a relatively poor lubricating material under high insurance requirements are a function of the flash point for the
temperature and high load conditions. Severe hydroprocessing particular fuel being utilized.
removes trace components resulting in fuels that tend to have X1.11.2 Static Electricity—The generation and dissipation
lower lubricity than straight-run or wet-treated fuels. Corrosion of static electricity can create problems in the handling of
inhibitor/lubricity improver additives (see Table 2) are rou- aviation fuels. Electrical conductivity additives can be added to
tinely used to improve the lubricity of military fuels and may dissipate charge more rapidly. This is most effective when the
be used in civil fuels. These additives vary in efficacy and may fuel conductivity is in the range from 50 pS ⁄m to 600 pS/m.
be depleted by adsorption on tank and pipe surfaces, so treat Studies have shown that when fuels treated with conductivity
rates should be set with care. Because of their polar nature, additive are commingled with non-additized fuel resulting in a
these additives can have adverse effects on fuel filtration low conductivity fuel, that fuel blend does not exhibit unusual
systems and on fuel water separation characteristics. For this static behavior. For more information on this subject, see Guide
reason, it is preferable to avoid adding more of these additives D4865.
than needed. When adequate jet fuel lubricity performance is
achieved solely by additive use (without BOCLE testing or X1.12 Fuel Cleanliness and Contamination
commingling with higher lubricity fuels), the additive concen-
tration should be used at no less than its Minimum Effective X1.12.1 Introduction:
Concentration (MEC) from the military Qualified Products List X1.12.1.1 Unlike most other fuel properties, fuel cleanli-
(QPL-25017). These levels are: ness is dynamic; constantly changing during transportation and
distribution. Jet fuel should be maintained in as clean a
CI/LI Additive MEC
HiTEC 580 15 g/m3 condition as possible right up to and in airport storage to ensure
Innospec DCI-4A 9 g/m3 that possible failures of individual filtration components will
Nalco 5403 12 g/m3
not result in an unsafe condition. Airport control of cleanliness
X1.10.3 Most modern aircraft fuel system components have should be such as to ensure that only fuel relatively absent of
been designed to operate on low lubricity fuel (Test Method free water and solid particulates is delivered into aircraft.
D5001 (BOCLE) wear scar diameter up to 0.85 mm). Other X1.12.1.2 The cleanliness of aviation turbine fuel is an
aircraft may have fuel system components that are more essential performance requirement. Cleanliness requires the
sensitive to fuel lubricity. Because low lubricity fuels are relative absence of free water and solid particulates. Water or
commingled with high lubricity fuels in most distribution dirt contamination, or both, in fuel onboard an aircraft repre-
systems, the resultant fuels no longer have low lubricity. sents a threat to flight safety and can cause long–term problems
However, problems have occurred when severely hydropro- in areas such as wear, corrosion, and plugging of filters and
cessed fuel from a single source was the primary supply for other narrow tolerance parts.
sensitive aircraft. Where there are concerns about fuel lubricity, X1.12.1.3 The cleanliness of aviation turbine fuel is pro-
the air frame manufacturer can advise precautionary measures, tected in part by allowing time for dirt and water to settle
such as the use of an approved lubricity additive to enhance the during fuel distribution and by the routine use of effective
lubricity of the fuel. filtration that removes both dirt and water. Generally the fuel
X1.10.4 Test Method D5001 (BOCLE) is a test for assess- handling system filters the fuel several times between manu-
ing fuel lubricity where lower lubricity fuels give larger facture and use with the final filtration occurring as the fuel is
BOCLE wear scar diameters. BOCLE is used for in-service loaded onto an aircraft.
trouble shooting, lubricity additive evaluation, and in the X1.12.2 Undissolved Water—The test method for undis-
monitoring of low lubricity test fluid during endurance testing solved water provides a quantitative means for measuring the
of equipment. However, because the BOCLE may not accu- amount of undissolved or free water in flowing fuel streams
rately model all types of wear that cause in-service problems, without exposing the sample to the atmosphere or to a sample
other methods may be developed to better simulate the type of container. It also provides a means for checking the perfor-
wear most commonly found in the field. mance of fuel filter-separators. Test Method D3240 describes
X1.10.5 Regulations are requiring increased production and this test method.
distribution of ultralow sulfur diesel fuel (15 ppm maximum X1.12.3 Free Water and Particulate Contamination in Dis-
sulfur content). Diesel fuels are desulfurized to these low levels tillate Fuels (Clear and Bright Pass/Fail Procedures)—The
by severe hydroprocessing, sometimes resulting in very low procedures in Test Method D4176 provide rapid but nonquan-
lubricity fuels. Jet fuel lubricity may be impacted by the titative methods for detecting contamination in a distillate fuel.
increased use of low sulfur diesel fuel, because batches of jet Other following methods permit quantitative determinations.
15
D1655 − 22
X1.12.3.1 Haze in Distillate Fuels—While fuel should be make up the aviation fuel storage and distribution network such
“clear and bright,” excess free or suspended water and fine as product pipeline, tankers, storage tanks and airport fueling
particulates can affect the clarity of the fuel with a disruption hydrant systems can experience accelerated forms of corrosion
of light transmittance called haze. When corrective measures thereby compromising the integrity and operation of the fuel
such as those described in X1.12.1.3 are utilized, this is usually network as well as acting as a conduit to introduce microor-
a temporary condition that clears with time. As a non- ganisms into aircraft fuel systems.
mandatory supplement to D4176, data gathered using Test X1.12.5.2 Once microorganisms have established a pres-
Method D8148 may be useful. It provides a quantitative ence in an aircraft fuel system a variety of operational and
measure of dispersed undissolved water or suspended matter in maintenance issues can occur that could affect the safe and
distillate fuels known as the Haze Clarity Index (HCI). Thus economic operation of the aircraft. For example, uncontrolled
HCI data may be used to help document D4176 visual fuel microbial contamination can lead to the corrosion of metallic
appearance ratings without replacing them and aid monitoring structures such as wing tanks; degradation of protective
of fuel under storage conditions. coatings, alloys, and electrical insulation; erratic readings in
X1.12.3.2 Other following methods permit quantitative de- the Fuel Quantity Indication System (FQIS); blocking of the
terminations. scavenge systems; and blocking of engine fuel filters. The two
X1.12.4 Particulate Matter—The presence of adventitious biocide additives that are generally approved for use by the
solid particulate contaminants such as dirt and rust may be airframe and engine manufacturers are Biobor JF20 and KA-
detected by filtration of the jet fuel through membrane filters THON.21 These biocide additives may be used in aviation fuel
under prescribed conditions. Test Methods D2276/IP 216 and only in accordance with local regulations, aircraft engine
D5452/IP 423 describe a suitable technique. guidelines and airframe manufacturer guidelines. The ultimate
X1.12.4.1 Membrane Color Ratings—Filtering the fuel user shall be informed and agree to the presence of biocide
through a membrane and rating the color of the deposits against additive in their jet fuel supply. Consult with the appropriate
a standard color scale offers a qualitative assessment of Aircraft Maintenance Manual (AMM) for instructions.
particulate contaminant levels in fuels or of changes in fuel X1.12.5.3 Guide D6469 provides individuals with a limited
contaminant levels at a particular location. Appendix XI on background in microbiology an understanding of the
Filter Membrane Color Ratings for Fuels of Test Method occurrence, symptoms, and consequences of chronic microbial
D2276 or Annex B of IP 216 describes a suitable technique. contamination. The guide also suggests means for detection
and remediation of microbial contamination in fuels and fuel
X1.12.4.2 Automatic Particle Counter—The test methods
systems. IATA Guidance Material on Microbiological Con-
provide a means for measuring the quantity and size distribu-
tamination in Aircraft Fuel Tanks also provides guidance for
tion of solid particulate and free water droplet contaminants in
determining the potential source, detection and remediation of
jet fuel. Chemical additives can be used to eliminate free water
the potential microbial contamination.
droplets from being counted as particulates. Test Methods
D7619, IP 564, IP 565, and IP 577 describe suitable techniques. X1.12.6 Chloride Contamination—Chloride present in avia-
tion turbine fuel can originate from refinery salt drier carryover
X1.12.5 Microbial Contamination—Uncontrolled microbial
or seawater contamination (for example, product transferred by
contamination in fuel systems can cause or contribute to a
marine vessel). Elevated chloride levels (for example,
variety of problems including corrosion, odor, filter plugging,
11 900 ppm to 21 900 ppm in the form of NaCl) in wing tank
decreased stability, and deterioration of fuel/water separation
water bottoms have caused corrosive wear of aircraft fuel
characteristics. In addition to system component damage,
control systems leading to engine failure as documented in
off-specification fuel can result.
IATA Guidelines for Sodium Chloride Contamination Trouble-
X1.12.5.1 Microorganisms (that is, bacteria, yeast, and
shooting and Decontamination of Airframe and Engine Fuel
mold) that have become established in a fuel system can
Systems. The IATA report states that jet fuel with water
present the fuel manufacturer, distributor, or user with a unique
bottoms containing less than 500 ppm NaCl “…appears to have
set of operational and maintenance challenges. Unlike inani-
no detrimental operating effects to the systems.” (Units of
mate material such as dirt, rust, or chemicals, microorganisms
“ppm” are used in the IATA report with no indication as to
are living organisms that are ubiquitous in the environment,
whether this concentration was determined on a mass or
can reproduce from a single cell into a great number (>109) of
volume basis.) Due to the rigorous housekeeping procedures
cells, are transported during fuel movement, need only small
utilized by petroleum distribution systems, a water bottom
amounts of water to remain viable and utilize aviation fuel as
sample is often not available for analysis. Australian Defence
a food source. Gross evidence of the presence of microbial
Standard Def (Aust) 5240B, Amendment 1, April 1990 (now
contamination can include suspended matter in the fuel or at
withdrawn) specified that jet fuel have less than 0.15 mg ⁄L
the fuel water interface and/or the smell of “rotten egg” which
chloride calculated as NaCl. When calculated as chloride alone
is due to the presence of hydrogen sulfide a typical metabolite
this value becomes 0.09 mg ⁄L. However the background for
of sulfate reducing bacteria. There are a number of semi-
quantitative and quantitative techniques available when gross
observation proves inconclusive to rule out the presence of 20
Biobor JF is a registered trademark of Hammonds Technical Services, Inc. 910
microorganisms. These techniques include nutrient/growth
Rankin Rd., Houston, TX 77073.
media, bioluminescence and immunoassay. As a result of 21
KATHON is a trademark of The Dow Chemical Company (“Dow”) or an
uncontrolled microbial growth, structural components that affiliated company of Dow, 2030 Dow Center, Midland, MI 48674.
16
D1655 − 22
this Def (Aust) requirement has been lost. Test Method D7959 to be taken following a failed water separation characteristic
provides a rapid means of determining chloride content in test can be found in the Joint Inspection Group’s Bulletin
aviation turbine fuel. The test method is a relatively inexpen- Number 121 under “product specifications.”) However, the
sive methodology to determine chloride content using widely fuel may be rejected in the absence of satisfactory Test Method
available laboratory equipment. As jet fuel cools at altitude, D3948, D7224, or D8073 testing results if no documented
free water will separate, which will promote the settling of any evidence is presented that a detailed investigation was carried
emulsified brine and most likely solubilize any inorganic out or if it is uncertain that the fuel will be free of excess water
chloride crystals present in the fuel. The amount of free water and dirt when delivered into aircraft. The values in Table X1.2
that separates and resulting chloride concentration of that water indicate a level of water separation characteristic below which
depends on several factors (for example, water content of the an investigation to determine the source of failure is recom-
jet fuel, chloride present in the jet fuel, and temperature). The mended.
maximum permissible chloride content in jet fuel is under X1.13.2.3 Water Separation Assessment—Because distribu-
investigation within industry. If elevated chloride content is tion systems can be complex and employ a variety of methods
detected in the fuel, subsequent trace metals analysis could of transporting the fuel, sampling points and methodologies
help identify the chloride origin (that is, refinery salt drier should be established as a result of a technical assessment
carryover or seawater contamination). Salt driers predomi- designed to ensure that fuel cleanliness is maintained through-
nately use NaCl or a combination of NaCl and CaCl2. MgCl2 out the system to the point of delivery into aircraft. Since
is prominent in seawater but rarely (if ever) used in salt driers. transport systems vary in their basic nature, for example, a
multi-product pipeline versus a dedicated pipeline, and also in
X1.13 Surfactants their detailed operating conditions, the parties assuming cus-
X1.13.1 A key element in preventing contamination is to tody of the fuel should evaluate their particular systems and
minimize or eliminate surfactants, which can compromise the establish suitable testing requirements.
ability of fuel handling systems to remove dirt and water. For X1.14 Cleanliness at Time of Fuel Custody Transfer at
example, surfactants can reduce the particle size of suspended Airport
solid and water droplets, which slows removal by settling.
Surfactants can disperse dirt and water so finely that they pass X1.14.1 Airport fueling is the most critical location for
through filters. Surfactants can adsorb on the surfaces of controlling dirt and water cleanliness. Into-airport storage is
filter/coalescers interfering with water removal. Surfactants thus an important point for controlling surfactant contamina-
can also lift rust from surfaces, thus increasing the solids level tion so as to protect out-of-storage and into-plane dirt and
in the fuel. water filtration.
X1.13.2 Water Separation Characteristics—The ease of X1.15 Miscellaneous
coalescence of water from fuels as influenced by surface active X1.15.1 Additives—Antioxidants and metal deactivator ad-
agents (surfactants) is assessed by Test Method D3948, D7224, ditive (MDA) are used to prevent the formation of oxidation
or D8073, which are designed to be used as field or laboratory deposits in aircraft engine fuel systems, to counteract the
methods. A high rating suggests a fuel free of surfactants; a low catalytic effects of active metals (see X1.3.3) in fuel systems,
rating indicates that surfactants are present. Surfactants, which and to improve the oxidation stability of fuels in storage. Note
may be contaminants or deliberately added materials, may that fuel containing MDA has been shown to promote the
gradually disarm filter coalescers, allowing fine water droplets dissolution of copper and can exacerbate thermal stability
and particulate contaminants to pass separators in ground problems. Other additives are available to inhibit the corrosion
handling equipment. High results support the expectation that of steel in fuel systems, to improve the fuel lubricity, to
filters/coalescers will remove dirt and water. (The water increase the electrical conductivity of fuel, to combat micro-
removal performance of filter monitors is believed to be biological organisms, to prevent the formation of ice in fuel
insensitive to surfactants.) systems containing water, and to assist in detecting leaks in
X1.13.2.1 Water Separation Characteristics at Point of fuel storage, delivery, and dispensing systems. The chemical
Manufacture—The presence of surfactants in aviation turbine names or registered trade names of approved additives and the
fuel specified by Specification D1655 is controlled at the point maximum quantities permitted are shown in the specifications.
of manufacture by the Test Method D3948 performance X1.15.1.1 Fuel System Icing Inhibitor, diethylene glycol
requirement listed in Table 1. To determine if surfactant monomethyl ether (DiEGME) conforming to the requirements
contamination occurs during transportation the fuel should also shown in Specification D4171, Type III, may be used in
be tested downstream of the point of manufacture as appropri-
ate.
TABLE X1.2 Downstream Characteristics of Aviation Turbine
X1.13.2.2 Water Separation Characteristics at Points Fuels
Downstream—Results of downstream Test Method D3948,
Property Jet A or Jet A-1 Test Method
D7224, or D8073 testing are not to be used as the sole reason Water Separation Characteristic, rating
for rejection of fuel, but they can indicate a mandatory need for Without electrical conductivity additive Min 85 D3948
further diligent investigation or remedial action, or both, such With electrical conductivity additive Min 70 D3948
With or without electrical conductivity additive Min 85 D7224
as passing the fuel through a clay adsorption unit to remove With or without electrical conductivity additive Min 88 D8073
surfactants. (A protocol giving guidelines on possible actions
17
D1655 − 22
concentrations of 0.07 % to 0.15 % by volume. Test Method content. 14C exists in living cells in constant concentration
D5006 can be used to determine the concentration of DiEGME (equilibrium) as a function of ongoing radioactive decay versus
in aviation fuels. metabolic uptake. Once a source of new 14C is removed from
X1.15.2 Leak Detection Additive—Addition of leak detec- the respiratory process, decay induces disequilibrium whereby
tion additive, Tracer A approved in Table 2, should be added to the 14C concentration eventually reaches zero. As such,
the fuel in accordance with the Tracer Tight22 methodology. identical hydrocarbons derived from fossil fuels, containing
essentially no 14C and present day living sources, containing a
X1.15.3 Sample Containers—A practice for sampling avia- standard level of 14C, can be differentiated depending upon
tion fuel for tests affected by trace contamination can be found whether or not 14C is present. Blends can also be identified to
in Practice D4306. proportion based on 14C concentration. Although FTIR, GS-
X1.15.4 Color—While this specification does not have a MS, or other analysis may identify the hydrocarbon, radiocar-
color requirement, color can be a useful indicator of fuel bon analysis differentiates the molecule to source. The appli-
quality. Normally fuel color ranges from water white (color- cable method for using radiocarbon to determine the biobased
less) to a straw/pale yellow. Other fuel colors may be the result content of a hydrocarbon is Test Methods D6866.
of crude oil characteristics or refining processes. Darkening of
fuel or a change in fuel color may be the result of product X1.16 Identified Incidental Materials
contamination and may be an indicator that the fuel is X1.16.1 Identified incidental materials are chemicals and
off-specification, which could render it unfit and not acceptable compositions that have defined upper content limits in aviation
for aircraft/engine use. Fuel having various shades of color, fuel but are not approved additives (see Table 2). Identified
that is, pink, red, green, blue, or a change in color from the incidental materials can occur in turbine fuel as a result of
supply source should be investigated to determine the cause of production, processing, distribution or storage (see Table 3).
color change to ensure suitability for aircraft/engine use and Identified incidental materials are unavoidable from a practical
should be documented prior to final delivery to airport storage. view point. Table 3 lists specific materials and their mandatory
X1.15.5 Biobased Carbon Content—This specification does limits for compliance with this specification.Table 3 does not
not generate a renewability rating for any product produced as include dirt and water, which are identified incidental materials
that is a regulatory matter that considers other factors beyond controlled by aviation fuel handling standards. Turbine fuel
the technical requirements of this specification. However, containing an identified incidental material in excess of the
knowing fossil versus present day carbon content of a synthe- limit listed in Table 3 may not comply with the operating
sized hydrocarbon is a key factor in determining the renewable limitations approved by aircraft regulatory authorities for use
content. For regulators attempting to make such an assessment, on commercial aircraft.
the following information is provided: Radiocarbon (14C) is an X1.16.2 It is not necessary to test each batch of turbine fuel
isotope of carbon which allows for determination of renewable for compliance with Table 3. The implementation of control or
management of change schemes that satisfy the expectation
22
Tracer Tight is a registered trademark of Tracer Research Corp., 3755 N. that Table 3 limits are not exceeded is adequate to meet the
Business Center Dr., Tucson, AZ 85705. requirements of this specification.
X2. CONTROL OF UPSTREAM AND PROCESS ADDITIVES, DISTRIBUTION, AND OTHER USES
X2.1 Experience has shown that additives, such as those X2.1.4 Additives used in crude oil production and transpor-
used in crude oil production, distribution or refinery tation are rarely disclosed to the refiner.
processing, might be carried over in trace quantities into
aviation fuel during refinery production. In some cases, this has X2.2 It is therefore not practical for this specification to
resulted in operational problems in aircraft fuel systems. require detailed chemical analysis of each production batch of
Moreover, these additives can cause problems at levels which aviation fuel beyond the requirements listed in Table 1. Instead,
may not be detected by the standard specification testing each manufacturing location should ensure that procedures are
detailed in Table 1. While the specification (6.1.2) requires that in place to control additive use (where known) and impact on
only approved additives are used, confirming that non- product performance. One acceptable approach to do this is to
approved additives are absent is difficult, because it is unclear implement a management of change procedure that evaluates
what analytical method to apply, given that: the impact of process changes (including upstream,
distribution, or process additives) on finished product quality.
X2.1.1 The analytical target may be uncertain, since there is Other approaches may also be acceptable.
a wide range of (often proprietary) materials involved.
X2.1.2 There is no industry-agreed basis for determining X2.3 Distribution Control
the required analysis sensitivity. X2.3.1 Although the application of Specification D1655
X2.1.3 There usually are no available data, relating additive extends from jet fuel manufacture to the wing tip, Specification
concentration to aircraft system performance, to set no-harm D1655 does not define quality assurance testing and handling
levels (to define analysis sensitivity). procedures appropriate for maintaining the quality of the fuel
18
D1655 − 22
through the distribution system. Standards for such procedures X2.4.2.1 Some compression-ignition aircraft engines are
were originally developed and maintained by fuel suppliers/ designed to operate with jet fuel meeting Specification D1655.
handlers. Recent initiatives in response to field incidents have These engines require jet fuel within a certain cetane number
resulted in the industry publishing ICAO 9977 to provide range to ensure stable operation, but cetane number (Test
guidance for jet fuel handling. ICAO 9977 calls out EI/ Method D613), indicated cetane number (Test Method D8183)
JIG 1530, JIG 1, JIG 2, API 1543, API 1595, and other stan- or derived cetane number (Test Methods D6890/D7170/
dards for producing, handling, and supplying aviation fuels. D7668) are not listed as a required property in Table 1 of
Changes in the fuel handling systems should be subject to a Specification D1655. Jet fuel properties that are specified in
formal risk and management of change assessment to ensure Table 1 of Specification D1655 do allow for the calculation of
product quality is maintained. cetane index, which can be used as an approximation for cetane
number. Cetane index is derived from distillation and density
X2.4 Information on Other Uses of Specification D1655
Aviation Turbine Fuel using Test Method D4737 (Procedure A). However, it should
be noted that the Test Method D4737 correlation was not
X2.4.1 Specification D1655 fuel is used in other applica- developed with consideration of synthetic kerosenes such as
tions besides aviation turbines. This section covers some those identified in Specification D7566, and therefore, its
important guidance information for these other applications. accuracy may be suspect should these blend components be
X2.4.2 Compression-ignition Aircraft Engines: present.
REFERENCES
(1) Manual on Significance of Tests for Petroleum Products, MNL 1, 663, Coordinating Research Council, Alpharetta, GA, 30022, 2014.
ASTM International, 2003. (4) Bert, J. A., and Painter, L., “A New Fuel Thermal Stability Test (A
(2) Fuels and Lubricants Handbook: Technology, Properties, Summary of Coordinating Research Council Activity),” SAE Paper
Performance, and Testing, MNL 37, Eds., Totten, George E., 730385, Society of Automotive Engineers, Warrendale, PA, 1973.
Westbrook, Steven R., and Shah, Rajesh J., ASTM International, W. (5) Gaughan, R. R., et al, “Pre-Refined Crudes and Their Impact on Jet
Conshohocken, PA, 2003. Fuel Thermal Stability Over Time,” IASH, Rhodes, Greece, 2013.
(3) Handbook of Aviation Fuel Properties, Fourth Edition, CRC Report
SUMMARY OF CHANGES
Subcommittee D02.J0 has identified the location of selected changes to this standard since the last issue
(D1655 – 21c) that may impact the use of this standard. (Approved July 1, 2022.)
(1) Added Footnote N and re-ordered footnotes of Table 1. (2) Revised Footnote F of Table A1.1.
(D1655 – 21b) that may impact the use of this standard. (Approved Dec. 1, 2021.)
(1) Added Terminology D4175 to Section 2 and referenced in (2) Added Test Method D8183 to Section 2 and subsection
new subsection 3.1. X2.4.2.1.
(D1655 – 21a) that may impact the use of this standard. (Approved Oct. 1, 2021.)
(1) Revised subsection 6.2.

(2) Reformatted Table 1, Table 3, Table A1.1, and Section 11 to
more clearly indicate referee versus alternative methods.
(D1655 – 21) that may impact the use of this standard. (Approved July 1, 2021.)
(1) Revised Table 2 and footnote V.

(2) Removed standards from Section 2 that are no longer
referenced in the standard.
19
D1655 − 22
(D1655 – 20d) that may impact the use of this standard. (Approved May 1, 2021.)
(1) Added definition for co-hydroprocessed synthesized kero- (3) Revised title of Appendix X2, revised subsections X2.1 and
sene to subsection 3.2. X2.2, added subsection X2.1.4.
(2) Revised subsections A1.2.2, A1.2.2.1, A1.2.2.2, and
A1.2.2.3.
ASTM International takes no position respecting the validity of any patent rights asserted in connection with any item mentioned
in this standard. Users of this standard are expressly advised that determination of the validity of any such patent rights, and the risk
of infringement of such rights, are entirely their own responsibility.
This standard is subject to revision at any time by the responsible technical committee and must be reviewed every five years and
if not revised, either reapproved or withdrawn. Your comments are invited either for revision of this standard or for additional standards
and should be addressed to ASTM International Headquarters. Your comments will receive careful consideration at a meeting of the
responsible technical committee, which you may attend. If you feel that your comments have not received a fair hearing you should
make your views known to the ASTM Committee on Standards, at the address shown below.
This standard is copyrighted by ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959,
United States. Individual reprints (single or multiple copies) of this standard may be obtained by contacting ASTM at the above
address or at 610-832-9585 (phone), 610-832-9555 (fax), or [email protected] (e-mail); or through the ASTM website
(www.astm.org). Permission rights to photocopy the standard may also be secured from the Copyright Clearance Center, 222
Rosewood Drive, Danvers, MA 01923, Tel: (978) 646-2600; http://www.copyright.com/
20

Astmd1655 22

Uploaded by

Copyright:

Available Formats

Astmd1655 22

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Astmd1655 22

Uploaded by

Copyright:

Available Formats

This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles

Standard Specification for

*A Summary of Changes section appears at the end of this standard

TABLE 1 Detailed Requirements of Aviation Turbine FuelsA

ADDITIVES See 6.2

Metal Deactivator (MDA)A

Fuel System Icing InhibitorE, F, G, H 0.07 % by volume, minI

One of the following:

If the additive concentrations are unknown at time of retreatment, additional

Leak Detection Additive 1 mg/kg max

Corrosion Inhibitor/Lubricity ImproversS

Into-Plane Water Management

A1. FUELS FROM NON-CONVENTIONAL SOURCES

A1.1 Introduction A1.2.2 Co-processing16,17—Feedstocks other than those de-

Tube rating: One of the following

(1) Annex A1 VTR, VTR Color Code Less than 3

(2) Annex A2 ITR or Annex 3 ETR, nm max 85

Viscosity –40 °C mm2/sG max 12.0 D445/IP 71, Section 1H D7945

Unconverted esters and fatty acids, mg/kgI max 15 D7797/IP 583I,J

X1. PERFORMANCE CHARACTERISTICS OF AVIATION TURBINE FUELS

TABLE X1.1 Performance Characteristics of Aviation Turbine Fuels

(1) Revised subsection 6.2.

(1) Revised Table 2 and footnote V.

You might also like