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ASTM D3338/D3338M-09(2014)e2

(Test Method)

Standard Test Method for Estimation of Net Heat of Combustion of Aviation Fuels

Standard Test Method for Estimation of Net Heat of Combustion of Aviation Fuels

SIGNIFICANCE AND USE
5.1 This test method is intended for use as a guide in cases where experimental determination of heat of combustion is not available and cannot be made conveniently and where an estimate is considered satisfactory. It is not intended as a substitute for experimental measurements of heat of combustion. Table 1 shows a summary for the range of each variable used in developing the correlation. The mean value and an estimate of its distribution about the mean, namely the standard deviation, is shown. This indicates, for example, that the mean density for all fuels used in developing the correlation was 779.3 kg/m3  and that two thirds of the samples had a density between 721.4 kg/m3 and 837.1 kg/m3, that is, plus or minus one standard deviation. The correlation is most accurate when the values of the variables used are within one standard deviation of the mean, but is useful up to two standard deviations of the mean. The use of this correlation may be applicable to other hydrocarbon distillates and pure hydrocarbons; however, only limited data on non-aviation fuels over the entire range of the variables were included in the correlation.  
Note 4: The procedures for the experimental determination of the gross and net heats of combustion are described in Test Methods D240 and D4809.  
5.2 The calorimetric methods cited in Note 4 measure gross heat of combustion. However, net heat is used in aircraft calculations because all combustion products are in the gaseous state. This calculation method is based on net heat, but a correction is required for condensed sulfur compounds.
SCOPE
1.1 This test method covers the estimation of the net heat of combustion (megajoules per kilogram or [Btu per pound]) of aviation gasolines and aircraft turbine and jet engine fuels in the range from 40.19 to 44.73 megajoules per kilogram or [17 280 to 19 230 Btu per pound]. The precision for estimation of the net heat of combustion outside this range has not been determined for this test method.  
1.2 This test method is purely empirical and is applicable to liquid hydrocarbon fuels that conform to the specifications for aviation gasolines or aircraft turbine and jet engine fuels of grades Jet A, Jet A-1, Jet B, JP-4, JP-5, JP-7, and JP-8.
Note 1: The experimental data on heat of combustion from which the Test Method D3338 correlation was devised was obtained by a precision method similar to Test Method D4809.
Note 2: The estimation of the net heat of combustion of a hydrocarbon fuel is justifiable only when the fuel belongs to a well-defined class for which a relation between heat of combustion and aromatic and sulfur contents, density, and distillation range of the fuel has been derived from accurate experimental measurements on representative samples of that class. Even in this case, the possibility that the estimates may be in error by large amounts for individual fuels should be recognized. The fuels used to establish the correlation presented in this method are defined as follows:    
Fuels:  
Aviation gasoline—Grades 100/130 and 115/145  (1, 2)2  
Kerosines, alkylates, and special WADC fuels (3)    
Pure hydrocarbons—paraffins, naphthenes, and aromatics (4)    
Fuels for which data were reported by the Coordinating Research Council (5).
Note 3: The property ranges used in this correlation are as follows:    
Aromatics—from 0 mass percent to 100 mass percent  
API Gravity—from [25.7 ° to 81.2 °API]  
Volatility—from [160 °F to 540 °F], average boiling point  
1.3 The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system may not be exact equivalents; therefore, each system shall be used independently of the other. Combining values from the two systems may result in non-conformance with the standard.  
1.3.1 Although the test method permits the calculation of net heat of combustion in either SI or inch-pound units, SI un...

General Information

Status
Historical
Publication Date
30-Apr-2014
ICS
75.160.20 - Liquid fuels
Technical Committee
D02 - Petroleum Products, Liquid Fuels, and Lubricants
Drafting Committee
D02.05 - Properties of Fuels, Petroleum Coke and Carbon Material
Current Stage
Ref Project

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NOTICE: This standard has either been superseded and replaced by a new version or withdrawn.
Contact ASTM International (www.astm.org) for the latest information
´2
Designation: D3338/D3338M − 09 (Reapproved 2014)
Standard Test Method for
Estimation of Net Heat of Combustion of Aviation Fuels
This standard is issued under the fixed designation D3338/D3338M; 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.
ε NOTE—Section 3 was corrected editorially in September 2014.
ε NOTE—SI units formatting was corrected editorially in July 2015.
1. Scope 1.3 The values stated in either SI units or inch-pound units
are to be regarded separately as standard. The values stated in
1.1 This test method covers the estimation of the net heat of
each system may not be exact equivalents; therefore, each
combustion (megajoules per kilogram or [Btu per pound]) of
system shall be used independently of the other. Combining
aviation gasolines and aircraft turbine and jet engine fuels in
values from the two systems may result in non-conformance
the range from 40.19 to 44.73 megajoules per kilogram or
with the standard.
[17 280 to 19 230 Btu per pound].The precision for estimation
1.3.1 Although the test method permits the calculation of
of the net heat of combustion outside this range has not been
netheatofcombustionineitherSIorinch-poundunits,SIunits
determined for this test method.
are the preferred units.
1.2 This test method is purely empirical and is applicable to
1.3.2 The net heat of combustion can also be estimated in
liquid hydrocarbon fuels that conform to the specifications for
inch-pound units by Test Method D1405 or in SI units by Test
aviation gasolines or aircraft turbine and jet engine fuels of
MethodD4529.TestMethodD1405requirescalculationofone
grades Jet A, Jet A-1, Jet B, JP-4, JP-5, JP-7, and JP-8.
of four equations dependent on the fuel type with a precision
equivalent to that of this test method. Test Method D4529
NOTE 1—The experimental data on heat of combustion from which the
requires calculation of a single equation for all aviation fuels
Test Method D3338 correlation was devised was obtained by a precision
method similar to Test Method D4809. with a precision equivalent to that of this test method. Unlike
NOTE2—Theestimationofthenetheatofcombustionofahydrocarbon
Test Method D1405 and D4529, Test Method D3338/D3338M
fuel is justifiable only when the fuel belongs to a well-defined class for
does not require the use of aniline point.
which a relation between heat of combustion and aromatic and sulfur
1.4 This standard does not purport to address all of the
contents, density, and distillation range of the fuel has been derived from
accurate experimental measurements on representative samples of that
safety concerns, if any, associated with its use. It is the
class. Even in this case, the possibility that the estimates may be in error
responsibility of the user of this standard to establish appro-
bylargeamountsforindividualfuelsshouldberecognized.Thefuelsused
priate safety and health practices and determine the applica-
toestablishthecorrelationpresentedinthismethodaredefinedasfollows:
bility of regulatory limitations prior to use.
Fuels:
Aviation gasoline—Grades 100/130 and 115/145 (1, 2)
2. Referenced Documents
Kerosines, alkylates, and special WADC fuels (3)
Pure hydrocarbons—paraffins, naphthenes, and aromatics (4)
2.1 ASTM Standards:
Fuels for which data were reported by the Coordinating Research
Council (5). D86 Test Method for Distillation of Petroleum Products at
Atmospheric Pressure
NOTE 3—The property ranges used in this correlation are as follows:
D240 Test Method for Heat of Combustion of Liquid Hy-
Aromatics—from 0 mass percent to 100 mass percent
drocarbon Fuels by Bomb Calorimeter
API Gravity—from [25.7 ° to 81.2 °API]
Volatility—from [160 °F to 540 °F], average boiling point
D1266 Test Method for Sulfur in Petroleum Products (Lamp
Method)
D1298 Test Method for Density, Relative Density, or API
Gravity of Crude Petroleum and Liquid Petroleum Prod-
This test method is under the jurisdiction of ASTM Committee D02 on
ucts by Hydrometer Method
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of
SubcommitteeD02.05onPropertiesofFuels,PetroleumCokeandCarbonMaterial.
CurrenteditionapprovedMay1,2014.PublishedJuly2014.Originallyapproved
in 1974. Last previous edition approved in 2009 as D3338/D3338M – 09. DOI: For referenced ASTM standards, visit the ASTM website, www.astm.org, or
10.1520/D3338_D3338M-09R14E02. contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM
The boldface numbers in parentheses refer to a list of references at the end of Standards volume information, refer to the standard’s Document Summary page on
this standard. the ASTM website.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
´2
D3338/D3338M − 09 (2014)
D1319 Test Method for Hydrocarbon Types in Liquid Petro-
Type Fuel
leum Products by Fluorescent Indicator Adsorption
All aviation gasolines, aircraft turbine, and jet engine fuels
D1405 Test Method for Estimation of Net Heat of Combus-
tion of Aviation Fuels
Equation
D1552 Test Method for Sulfur in Petroleum Products by
High Temperature Combustion and IR Detection
Q 5 16.24~G! 2 3.007~A!10.01714~G 3V! (1)
p1
D2622 Test Method for Sulfur in Petroleum Products by
20.2983 A 3G 10.00053 A 3G 3V 117685
~ ! ~ !
Wavelength Dispersive X-ray Fluorescence Spectrometry
D2887 Test Method for Boiling Range Distribution of Pe-
or in SI units
troleum Fractions by Gas Chromatography
Q 5 @5528.73 2 92.6499 A 1 10.1601 T (2)
p2
D3120 Test Method for Trace Quantities of Sulfur in Light
Liquid Petroleum Hydrocarbons by Oxidative Microcou-
1 0.314169 AT#/D10.0791707A
lometry
D4052 Test Method for Density, Relative Density, and API
20.00944893T 2 0.000292178AT135.9936
Gravity of Liquids by Digital Density Meter
where:
D4294 Test Method for Sulfur in Petroleum and Petroleum
Q = net heat of combustion, [Btu/lb] sulfur-free basis,
Products by Energy Dispersive X-ray Fluorescence Spec- p1
Q = net heat of combustion, MJ/kg, sulfur-free basis,
p2
trometry
A = aromatics, volume %
D4529 Test Method for Estimation of Net Heat of Combus-
G = gravity, API,
tion of Aviation Fuels
V = volatility: boiling point or average of Test Method
D4809 Test Method for Heat of Combustion of Liquid
D86 or D2887 10 %, 50 %, and 90 % points, [°F],
Hydrocarbon Fuels by Bomb Calorimeter (Precision
D = density, kg/m at 15 °C
Method)
T = volatility: boiling point or average of Test Method
D5453 Test Method for Determination of Total Sulfur in
D86 or D2887 10 %, 50 %, and 90 % points, °C.
Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel
4.2 To correct for the effect of the sulfur content of the fuel
Engine Fuel, and Engine Oil by Ultraviolet Fluorescence
on the net heat of combustion, apply the following equation:
D6379 Test Method for Determination of Aromatic Hydro-
carbon Types in Aviation Fuels and Petroleum
Q 5 Q 3 1 2 0.01 S 1C S (3)
@ ~ !# ~ !
p 1 1
Distillates—High Performance Liquid Chromatography
where:
Method with Refractive Index Detection
Q = net heat of combustion, MJ/kg or [Btu/lb], of the fuel
2.2 Energy Institute Standard:
containing S weight percent sulfur,
IP 436 Test Method for Determination of Aromatic Hydro-
Q = Q [inch-pound units] or Q (SI units),
p p1 p2
carbon Types in Aviation Fuels and Petroleum
S = sulfur content of the fuel, mass %, and
Distillates—High Performance Liquid Chromatography
C = 0.10166 (SI units) or [43.7 (inch-pound units)] = a
Method with Refractive Index Detection
constant based on the thermochemical data on sulfur
compounds.
3. Terminology
4.3 The empirical equations for the estimated net heat of
3.1 Definitions:
combustion, sulfur-free basis, were derived by stepwise linear
3.1.1 gross heat of combustion, Qg (MJ/kg), n—quantity of
regression methods using data from 241 fuels, most of which
energyreleasedwhenaunitmassoffuelisburnedinaconstant conform to specifications for aviation gasolines and aircraft
volume enclosure, with the products being gaseous, other than
turbine or jet engine fuels.
water, which is condensed to the liquid state.
5. Significance and Use
3.1.2 net heat of combustion, Qn (MJ/kg), n—quantity of
5.1 This test method is intended for use as a guide in cases
energy released when a unit mass of fuel is burned at constant
where experimental determination of heat of combustion is not
pressure, with all of the products, including water, being
available and cannot be made conveniently and where an
gaseous.
estimate is considered satisfactory. It is not intended as a
substitute for experimental measurements of heat of combus-
4. Summary of Test Method
tion. Table 1 shows a summary for the range of each variable
4.1 A correlation (6) in inch-pound units has been estab-
lished between the net heat of combustion and gravity, aro-
matic content, and average volatility of the fuel. This correla-
TABLE 1 Mean and Standard Deviation of the Variables
tion was converted to SI units; the relationships are given by
Standard
Variable Mean
the following equation
...


This document is not an ASTM standard and is intended only to provide the user of an ASTM standard an indication of what changes have been made to the previous version. Because
it may not be technically possible to adequately depict all changes accurately, ASTM recommends that users consult prior editions as appropriate. In all cases only the current version
of the standard as published by ASTM is to be considered the official document.
´2
Designation: D3338/D3338M − 09 (Reapproved 2014) D3338/D3338M − 09 (Reapproved
´2
2014)
Standard Test Method for
Estimation of Net Heat of Combustion of Aviation Fuels
This standard is issued under the fixed designation D3338/D3338M; 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.
ε NOTE—Section 3 was corrected editorially in September 2014.
ε NOTE—SI units formatting was corrected editorially in July 2015.
1. Scope
1.1 This test method covers the estimation of the net heat of combustion (megajoules per kilogram or [Btu per pound]) of
aviation gasolines and aircraft turbine and jet engine fuels in the range from 40.19 to 44.73 megajoules per kilogram or [17 280
to 19 230 Btu per pound]. The precision for estimation of the net heat of combustion outside this range has not been determined
for this test method.
1.2 This test method is purely empirical and is applicable to liquid hydrocarbon fuels that conform to the specifications for
aviation gasolines or aircraft turbine and jet engine fuels of grades Jet A, Jet A-1, Jet B, JP-4, JP-5, JP-7, and JP-8.
NOTE 1—The experimental data on heat of combustion from which the Test Method D3338 correlation was devised was obtained by a precision method
similar to Test Method D4809.
NOTE 2—The estimation of the net heat of combustion of a hydrocarbon fuel is justifiable only when the fuel belongs to a well-defined class for which
a relation between heat of combustion and aromatic and sulfur contents, density, and distillation range of the fuel has been derived from accurate
experimental measurements on representative samples of that class. Even in this case, the possibility that the estimates may be in error by large amounts
for individual fuels should be recognized. The fuels used to establish the correlation presented in this method are defined as follows:
Fuels:
Aviation gasoline—Grades 100/130 and 115/145 (1, 2)
Kerosines, alkylates, and special WADC fuels (3)
Pure hydrocarbons—paraffins, naphthenes, and aromatics (4)
Fuels for which data were reported by the Coordinating Research
Council (5).
NOTE 3—The property ranges used in this correlation are as follows:
Aromatics—from 0 to 100 mass %
API Gravity—from [25.7 to 81.2°API]
Volatility—from [160 to 540°F], average boiling point
Aromatics—from 0 mass percent to 100 mass percent
API Gravity—from [25.7 ° to 81.2 °API]
Volatility—from [160 °F to 540 °F], average boiling point
1.3 The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each
system may not be exact equivalents; therefore, each system shall be used independently of the other. Combining values from the
two systems may result in non-conformance with the standard.
1.3.1 Although the test method permits the calculation of net heat of combustion in either SI or inch-pound units, SI units are
the preferred units.
1.3.2 The net heat of combustion can also be estimated in inch-pound units by Test Method D1405 or in SI units by Test Method
D4529. Test Method D1405 requires calculation of one of four equations dependent on the fuel type with a precision equivalent
to that of this test method. Test Method D4529 requires calculation of a single equation for all aviation fuels with a precision
equivalent to that of this test method. Unlike Test Method D1405 and D4529, Test Method D3338/D3338M does not require the
use of aniline point.
This test method is under the jurisdiction of ASTM Committee D02 on Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of Subcommittee
D02.05 on Properties of Fuels, Petroleum Coke and Carbon Material.
Current edition approved May 1, 2014. Published July 2014. Originally approved in 1974. Last previous edition approved in 2009 as D3338/D3338M – 09. DOI:
10.1520/D3338_D3338M-09R14E01.10.1520/D3338_D3338M-09R14E02.
The boldface numbers in parentheses refer to a list of references at the end of this standard.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
´2
D3338/D3338M − 09 (2014)
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility
of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory
limitations prior to use.
2. Referenced Documents
2.1 ASTM Standards:
D86 Test Method for Distillation of Petroleum Products at Atmospheric Pressure
D240 Test Method for Heat of Combustion of Liquid Hydrocarbon Fuels by Bomb Calorimeter
D1266 Test Method for Sulfur in Petroleum Products (Lamp Method)
D1298 Test Method for Density, Relative Density, or API Gravity of Crude Petroleum and Liquid Petroleum Products by
Hydrometer Method
D1319 Test Method for Hydrocarbon Types in Liquid Petroleum Products by Fluorescent Indicator Adsorption
D1405 Test Method for Estimation of Net Heat of Combustion of Aviation Fuels
D1552 Test Method for Sulfur in Petroleum Products by High Temperature Combustion and IR Detection
D2622 Test Method for Sulfur in Petroleum Products by Wavelength Dispersive X-ray Fluorescence Spectrometry
D2887 Test Method for Boiling Range Distribution of Petroleum Fractions by Gas Chromatography
D3120 Test Method for Trace Quantities of Sulfur in Light Liquid Petroleum Hydrocarbons by Oxidative Microcoulometry
D4052 Test Method for Density, Relative Density, and API Gravity of Liquids by Digital Density Meter
D4294 Test Method for Sulfur in Petroleum and Petroleum Products by Energy Dispersive X-ray Fluorescence Spectrometry
D4529 Test Method for Estimation of Net Heat of Combustion of Aviation Fuels
D4809 Test Method for Heat of Combustion of Liquid Hydrocarbon Fuels by Bomb Calorimeter (Precision Method)
D5453 Test Method for Determination of Total Sulfur in Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel Engine Fuel,
and Engine Oil by Ultraviolet Fluorescence
D6379 Test Method for Determination of Aromatic Hydrocarbon Types in Aviation Fuels and Petroleum Distillates—High
Performance Liquid Chromatography Method with Refractive Index Detection
2.2 Energy Institute Standard:
IP 436 Test Method for Determination of Aromatic Hydrocarbon Types in Aviation Fuels and Petroleum Distillates—High
Performance Liquid Chromatography Method with Refractive Index Detection
3. Terminology
3.1 Definitions:
3.1.1 gross heat of combustion, Qg (MJ/kg), n—quantity of energy released when a unit mass of fuel is burned in a constant
volume enclosure, with the products being gaseous, other than water, which is condensed to the liquid state.
3.1.2 net heat of combustion, Qn (MJ/kg), n—quantity of energy released when a unit mass of fuel is burned at constant pressure,
with all of the products, including water, being gaseous.
4. Summary of Test Method
4.1 A correlation (6) in inch-pound units has been established between the net heat of combustion and gravity, aromatic content,
and average volatility of the fuel. This correlation was converted to SI units; the relationships are given by the following equations:
Type Fuel
All aviation gasolines, aircraft turbine, and jet engine fuels
Equation
Q 5 16.24 G 2 3.007 A 10.01714 G 3V (1)
~ ! ~ ! ~ !
p1
20.2983 A 3G 10.00053 A 3G 3V 117685
~ ! ~ !
or in SI units
Q 5 5528.73 2 92.6499 A 1 10.1601 T (2)
@
p2
1 0.314169 AT#/D10.0791707A
20.00944893T 2 0.000292178AT135.9936
For referenced ASTM standards, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM Standards
volume information, refer to the standard’s Document Summary page on the ASTM website.
Available from Energy Institute, 61 New Cavendish St., London, WIG 7AR, U.K., http://www.energyinst.org.uk.
´2
D3338/D3338M − 09 (2014)
where:
Q = net heat of combustion, [Btu/lb] sulfur-free basis,
p1
Q = net heat of combustion, MJ/kg, sulfur-free basis,
p2
A = aromatics, volume %
G = gravity, API,
V = volatility: boiling point or average of Test Method D86 or D2887 10 %, 50 %, and 90 % points, [°F],
D = density, kg/m at 15°C
D = density, kg/m at 15 °C
T = volatility: boiling point or average of Test Method D86 or D2887 10 %, 50 %, and 90 % points, °C.
4.2 To correct for the effect of the sulfur content of the fuel on the net heat of combustion, apply the following equation:
Q 5 Q 3@12 0.01~S !#1C~S ! (3)
p 1 1
where:
Q = net heat of combustion, MJ/kg or [Btu/lb], of the fuel containing S weight percent sulfur,
Q = Q [inch-pound units] or Q (SI units),
p p1 p2
S = sulfur content of the fuel, mass %, and
C = 0.10166 (SI units) or [43.7 (inch-pound units)] = a constant based on the thermochemical data on sulfur compounds.
4.3 The empirical equations for the estimated net heat of combustion, sulfur-free basis, were derived by stepwise linear
regression methods using data from 241 fuels, most of which conform to specifications for aviation gasolines and aircraft turbine
or jet engine fuels.
5. Significance and Use
5.1 This test method is intended for use as a guide in cases where experimental determination of heat of combustion is not
available and cannot be made conveniently and where an estimate is considered satisfacto
...

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ASTM D396-24(Specification)
Standard Specification for Fuel Oils

ABSTRACT
This specification covers grades of fuel oil intended for use in various types of fuel-oil-burning equipment under various climatic and operating conditions. These grades include the following: Grades No. 1 S5000, No. 1 S500, No. 2 S5000, and No. 2 S500 for use in domestic and small industrial burners; Grades No. 1 S5000 and No. 1 S500 adapted to vaporizing type burners or where storage conditions require low pour point fuel; Grades No. 4 (Light) and No. 4 (Heavy) for use in commercial/industrial burners; and Grades No. 5 (Light), No. 5 (Heavy), and No. 6 for use in industrial burners. Preheating is usually required for handling and proper atomization. The grades of fuel oil shall be homogeneous hydrocarbon oils, free from inorganic acid, and free from excessive amounts of solid or fibrous foreign matter. Grades containing residual components shall remain uniform in normal storage and not separate by gravity into light and heavy oil components outside the viscosity limits for the grade. The grades of fuel oil shall conform to the limiting requirements prescribed for: (1) flash point, (2) water and sediment, (3) physical distillation or simulated distillation, (4) kinematic viscosity, (5) Ramsbottom carbon residue, (6) ash, (7) sulfur, (8) copper strip corrosion, (9) density, and (10) pour point. The test methods for determining conformance to the specified properties are given.
SCOPE
1.1 This specification (see Note 1) covers grades of fuel oil intended for use in various types of fuel-oil-burning equipment under various climatic and operating conditions. These grades are described as follows:  
1.1.1 Grades No. 1 S5000, No. 1 S500, No. 1 S15, No. 2 S5000, No. 2 S500, and No. 2 S15 are middle distillate fuels for use in domestic and small industrial burners. Grades No. 1 S5000, No. 1 S500, and No. 1 S15 are particularly adapted to vaporizing type burners or where storage conditions require low pour point fuel.  
1.1.2 Grades B6–B20 S5000, B6–B20 S500, and B6–B20 S15 are middle distillate fuel/biodiesel blends for use in domestic and small industrial burners.  
1.1.3 Grades No. 4 (Light) and No. 4 are heavy distillate fuels or middle distillate/residual fuel blends used in commercial/industrial burners equipped for this viscosity range.  
1.1.4 Grades No. 5 (Light), No. 5 (Heavy), and No. 6 are residual fuels of increasing viscosity and boiling range, used in industrial burners. Preheating is usually required for handling and proper atomization.  
Note 1: For information on the significance of the terminology and test methods used in this specification, see Appendix X1.
Note 2: A more detailed description of the grades of fuel oils is given in X1.3.  
1.2 This specification is for the use of purchasing agencies in formulating specifications to be included in contracts for purchases of fuel oils and for the guidance of consumers of fuel oils in the selection of the grades most suitable for their needs.  
1.3 Nothing in this specification shall preclude observance of federal, state, or local regulations which can be more restrictive.  
1.4 The values stated in SI units are to be regarded as standard.  
1.4.1 Non-SI units are provided in Table 1 and Table 2 and in 7.1.2.1/7.1.2.2 because these are common units used in the industry.
Note 3: The generation and dissipation of static electricity can create problems in the handling of distillate burner fuel oils. For more information on the subject, see Guide D4865.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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ASTM
ASTM D187-24(Test Method)
Standard Test Method for Burning Quality of Kerosene

SIGNIFICANCE AND USE
5.1 Since the information provided by this test method is largely qualitative in nature, specific limits covering the following characteristics are required in referring to this test method in specifications for kerosene:  
5.1.1 Duration of the test: 16 h is understood, if not otherwise specified;  
5.1.2 Permissible change in flame shape and dimensions during the test;  
5.1.3 Description of the acceptable appearance of the chimney deposit.
SCOPE
1.1 This test method covers the qualitative determination of the burning properties of kerosene to be used for illuminating purposes. (Warning—Combustible. Vapor harmful.)
Note 1: The corresponding Energy Institute (IP) test method is IP 10 which features a quantitative evaluation of the wick-char-forming tendencies of the kerosene, whereas Test Method D187 features a qualitative performance evaluation of the kerosene. Both test methods subject the kerosene to somewhat more severe operating conditions than would be experienced in typical designated applications.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. Specific warning statements appear throughout the test method.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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ASTM
ASTM D2700-24a(Test Method)
Standard Test Method for Motor Octane Number of Spark-Ignition Engine Fuel

SIGNIFICANCE AND USE
5.1 Motor O.N. correlates with commercial automotive spark-ignition engine antiknock performance under severe conditions of operation.  
5.2 Motor O.N. is used by engine manufacturers, petroleum refiners and marketers, and in commerce as a primary specification measurement related to the matching of fuels and engines.  
5.2.1 Empirical correlations that permit calculation of automotive antiknock performance are based on the general equation:
Values of k1, k2, and k3 vary with vehicles and vehicle populations and are based on road-octane number determinations.  
5.2.2 Motor O.N., in conjunction with Research O.N., defines the antiknock index of automotive spark-ignition engine fuels, in accordance with Specification D4814. The antiknock index of a fuel approximates the road octane ratings for many vehicles, is posted on retail dispensing pumps in the United States, and is referred to in vehicle manuals.
This is more commonly presented as:
5.3 Motor O.N. is used for measuring the antiknock performance of spark-ignition engine fuels that contain oxygenates.  
5.4 Motor O.N. is important in relation to the specifications for spark-ignition engine fuels used in stationary and other nonautomotive engine applications.  
5.5 Motor O.N. is utilized to determine, by correlation equation, the Aviation method O.N. or performance number (lean-mixture aviation rating) of aviation spark-ignition engine fuel.7
SCOPE
1.1 This laboratory test method covers the quantitative determination of the knock rating of liquid spark-ignition engine fuel in terms of Motor octane number, including fuels that contain up to 25 % v/v of ethanol. However, this test method may not be applicable to fuel and fuel components that are primarily oxygenates.2 The sample fuel is tested in a standardized single cylinder, four-stroke cycle, variable compression ratio, carbureted, CFR engine run in accordance with a defined set of operating conditions. The octane number scale is defined by the volumetric composition of primary reference fuel blends. The sample fuel knock intensity is compared to that of one or more primary reference fuel blends. The octane number of the primary reference fuel blend that matches the knock intensity of the sample fuel establishes the Motor octane number.  
1.2 The octane number scale covers the range from 0 to 120 octane number, but this test method has a working range from 40 to 120 octane number. Typical commercial fuels produced for automotive spark-ignition engines rate in the 80 to 90 Motor octane number range. Typical commercial fuels produced for aviation spark-ignition engines rate in the 98 to 102 Motor octane number range. Testing of gasoline blend stocks or other process stream materials can produce ratings at various levels throughout the Motor octane number range.  
1.3 The values of operating conditions are stated in SI units and are considered standard. The values in parentheses are the historical inch-pounds units. The standardized CFR engine measurements continue to be in inch-pound units only because of the extensive and expensive tooling that has been created for this equipment.  
1.4 For purposes of determining conformance with all specified limits in this standard, an observed value or a calculated value shall be rounded “to the nearest unit” in the last right-hand digit used in expressing the specified limit, in accordance with the rounding method of Practice E29.  
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For more specific hazard statements, see Section 8, 14.4.1, 15.5.1, 16.6.1, Annex A1, A2.2.3.1, A2.2.3.3(6) and (9), A2.3.5, X3.3.7, X4.2.3.1, X4.3.4.1, X4.3.9.3, X4.3.12.4, and X4.5.1.8. ...

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ASTM
ASTM D2699-24a(Test Method)
Standard Test Method for Research Octane Number of Spark-Ignition Engine Fuel

SIGNIFICANCE AND USE
5.1 Research O.N. correlates with commercial automotive spark-ignition engine antiknock performance under mild conditions of operation.  
5.2 Research O.N. is used by engine manufacturers, petroleum refiners and marketers, and in commerce as a primary specification measurement related to the matching of fuels and engines.  
5.2.1 Empirical correlations that permit calculation of automotive antiknock performance are based on the general equation:
Values of k1,  k2, and k3 vary with vehicles and vehicle populations and are based on road-O.N. determinations.  
5.2.2 Research O.N., in conjunction with Motor O.N., defines the antiknock index of automotive spark-ignition engine fuels, in accordance with Specification D4814. The antiknock index of a fuel approximates the Road octane ratings for many vehicles, is posted on retail dispensing pumps in the U.S., and is referred to in vehicle manuals.
This is more commonly presented as:
5.2.3 Research O.N. is also used either alone or in conjunction with other factors to define the Road O.N. capabilities of spark-ignition engine fuels for vehicles operating in areas of the world other than the United States.  
5.3 Research O.N. is used for measuring the antiknock performance of spark-ignition engine fuels that contain oxygenates.  
5.4 Research O.N. is important in relation to the specifications for spark-ignition engine fuels used in stationary and other nonautomotive engine applications.
SCOPE
1.1 This laboratory test method covers the quantitative determination of the knock rating of liquid spark-ignition engine fuel in terms of Research O.N., including fuels that contain up to 25 % v/v of ethanol. However, this test method may not be applicable to fuel and fuel components that are primarily oxygenates.2 The sample fuel is tested using a standardized single cylinder, four-stroke cycle, variable compression ratio, carbureted, CFR engine run in accordance with a defined set of operating conditions. The O.N. scale is defined by the volumetric composition of PRF blends. The sample fuel knock intensity is compared to that of one or more PRF blends. The O.N. of the PRF blend that matches the K.I. of the sample fuel establishes the Research O.N.  
1.2 The O.N. scale covers the range from 0 to 120 octane number but this test method has a working range from 40 to 120 Research O.N. Typical commercial fuels produced for spark-ignition engines rate in the 88 to 101 Research O.N. range. Testing of gasoline blend stocks or other process stream materials can produce ratings at various levels throughout the Research O.N. range.  
1.3 The values of operating conditions are stated in SI units and are considered standard. The values in parentheses are the historical inch-pound units. The standardized CFR engine measurements continue to be in inch-pound units only because of the extensive and expensive tooling that has been created for this equipment.  
1.4 For purposes of determining conformance with all specified limits in this standard, an observed value or a calculated value shall be rounded “to the nearest unit” in the last right-hand digit used in expressing the specified limit, in accordance with the rounding method of Practice E29.  
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see Section 8, 14.4.1, 15.5.1, 16.6.1, Annex A1, A2.2.3.1, A2.2.3.3 (6) and (9), A2.3.5, X3.3.7, X4.2.3.1, X4.3.4.1, X4.3.9.3, X4.3.11.4, and X4.5.1.8.  
1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Gu...

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ASTM
ASTM D7566-24a(Specification)
Standard Specification for Aviation Turbine Fuel Containing Synthesized Hydrocarbons

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

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ASTM
ASTM D8267-24(Test Method)
Standard Test Method for Determination of Total Aromatic, Monoaromatic and Diaromatic Content of Aviation Turbine Fuels Using Gas Chromatography with Vacuum Ultraviolet Absorption Spectroscopy Detection (GC-VUV)

SIGNIFICANCE AND USE
5.1 The determination of class group composition of aviation turbine fuels is useful for evaluating quality and expected performance, as well as compliance with various industry specifications and governmental regulations.
SCOPE
1.1 This test method is a standard procedure for the determination of total aromatic, monoaromatic and diaromatic content in aviation turbine fuels using gas chromatography and vacuum ultraviolet detection (GC-VUV).  
1.2 Concentrations of compound classes and certain individual compounds are determined by percent mass or percent volume.  
1.2.1 This test method is developed for testing aviation turbine engine fuels having concentration test results ranging from 0.487 % to 27.876 % by volume total aromatic compounds, 0.49 % to 27.537 % by volume monoaromatics and 0.027 % to 2.523 % by volume diaromatics.
Note 1: Samples with a final boiling point greater than 300 °C that contain triaromatics and higher polyaromatic compounds are not determined by this test method.  
1.3 Individual hydrocarbon components are not reported by this test method, however, any individual component determinations are included in the appropriate summation of the total aromatic, monoaromatic or diaromatic groups.  
1.3.1 Individual compound peaks are typically not baseline-separated by the procedure described in this test method, that is, some components will coelute. The coelutions are resolved at the detector using VUV absorbance spectra and deconvolution algorithms.  
1.4 This test method has been tested for aviation turbine engine fuels including synthetic alternative jet fuels. This test method may apply to other hydrocarbon streams boiling between hexane (68 °C) and heneicosane (356 °C), but has not been extensively tested for such applications.  
1.5 Units—The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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ASTM
ASTM D8276-19(2024)(Test Method)
Standard Test Method for Hydrocarbon Types in Middle Distillates, including Biodiesel Blends by Gas Chromatography/Mass Spectrometry

SIGNIFICANCE AND USE
5.1 A knowledge of the hydrocarbon composition of the middle distillates, including the biodiesel blends is useful in following the effect of changes in process variables, diagnosing the source of plant upsets, and in evaluating the effect of changes in composition on product performance properties. The total aromatics content and polycyclic aromatics content are also important to evaluate the quality of diesel fuels/biodiesel blends. It requires an appropriate analytical method to make such determinations for diesel fuel/biodiesel blends production process and quality control.  
5.2 This test method provides a comprehensive analytical strategy for the determination of the total aromatics contents, polycyclic aromatics contents and the detail hydrocarbon composition of diesel fuel/biodiesel blends to ensure compliance with certain specifications or regulations.  
5.3 Test Method D2425 is applicable to the determination of the detailed hydrocarbon composition in middle distillates, however, the pre-separation procedure of elution chromatography is time-consuming and not eco-friendly. By combining with the separation procedures described in Test Method D8144, the dual column GC-MS system proposed in this method can determine the total aromatic hydrocarbon contents, polycyclic aromatic hydrocarbon contents and detailed hydrocarbon composition of diesel fuel/biodiesel blends simultaneously. The content of FAME in biodiesel blends can also be determined by GC. It is demonstrated to be time-saving and eco-friendly for the quality control of diesel fuel and biodiesel blends.
SCOPE
1.1 This test method covers an analytical scheme using the gas chromatography/mass spectrometry (GC-MS) to determine the hydrocarbon types present in middle distillates 170 °C to 365 °C boiling range, 5 % to 95 % by volume as determined by Test Method D86, including biodiesel blends with up to 20 % by volume of fatty acid methyl ester (FAME). The detailed hydrocarbon composition, total aromatic hydrocarbon and polycyclic aromatic hydrocarbon contents can be determined. The hydrocarbon types include: paraffins, noncondensed cycloparaffins, condensed dicycloparaffins, condensed tricycloparaffins, alkylbenzenes, indans or tetralins, or both, CnH2n-10 (indenes, etc.), naphthalenes, CnH2n-14 (acenaphthenes, etc.), CnH2n-16 (acenaphthylenes, etc.), and tricyclic aromatics. The content of FAME in biodiesel blends can also be determined by GC.  
1.2 The values stated in acceptable SI units are to be regarded as the standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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ASTM
ASTM D1655-24(Specification)
Standard Specification for Aviation Turbine Fuels

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

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ASTM
ASTM D3231-24(Test Method)
Standard Test Method for Phosphorus in Gasoline

SIGNIFICANCE AND USE
5.1 Phosphorus in gasoline will damage catalytic convertors used in automotive emission control systems, and its level therefore is kept low.
SCOPE
1.1 This test method covers the determination of phosphorus generally present as pentavalent phosphate esters or salts, or both, in gasoline. This test method is applicable for the determination of phosphorus in the range from 0.2 mg to 40 mg P/L or 0.0008 g to 0.15 g P/U.S. gal.  
1.2 The values stated in SI units are to be regarded as standard. The values given in parentheses after SI units are provided for information only and are not considered standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see Section 7 and 10.5.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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ASTM
ASTM D3241-24(Test Method)
Standard Test Method for Thermal Oxidation Stability of Aviation Turbine Fuels

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

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