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ASTM D5901-99

(Test Method)

Standard Test Method for Freezing Point of Aviation Fuels (Automated Optical Method)

Standard Test Method for Freezing Point of Aviation Fuels (Automated Optical Method)

SCOPE
1.1 This test method covers the determination of the temperature below which solid hydrocarbon crystals form in aviation turbine fuels.  Note 1-This test method describes an alternative procedure and automated apparatus which mimics the apparatus and procedure described in Test Method D2386.
1.2 The measuring range of the apparatus is from 0 to -70°C. The precision statements were derived from samples with freezing point temperatures from -45 to -65°C.  Note 2-Typical aviation fuel has freezing point temperatures in the -40 to -65°C range. Samples with higher freezing points were not available for the current interlaboratory program.
1.3 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. For specific hazard statements see Notes 3 through 7.

General Information

Status
Historical
Publication Date
09-Jan-1999
ICS
49.025.99 - Other materials
75.160.20 - Liquid fuels
Technical Committee
D02 - Petroleum Products, Liquid Fuels, and Lubricants
Drafting Committee
D02.07 - Flow Properties
Current Stage
Ref Project

Relations

Replaced By
ASTM D5901-03 - Standard Test Method for Freezing Point of Aviation Fuels (Automated Optical Method) (Withdrawn 2010)
Effective Date
10-May-2003
Referred By
ASTM D7154-15(2021)e1 - Standard Test Method for Freezing Point of Aviation Fuels (Automatic Fiber Optical Method)
Effective Date
10-Jan-1999
Referred By
ASTM D3699-19 - Standard Specification for Kerosine
Effective Date
10-Jan-1999

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ASTM D5901-99 - Standard Test Method for Freezing Point of Aviation Fuels (Automated Optical Method)ASTM D5901-99 - Standard Test Method for Freezing Point of Aviation Fuels (Automated Optical Method)
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ASTM D5901-99 - Standard Test Method for Freezing Point of Aviation Fuels (Automated Optical Method)
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Standards Content (Sample)

NOTICE: This standard has either been superceded and replaced by a new version or discontinued.
Contact ASTM International (www.astm.org) for the latest information.
Designation: D 5901 – 99
Designation: 434/98
Standard Test Method for
Freezing Point of Aviation Fuels (Automated Optical
1
Method)
This standard is issued under the fixed designation D 5901; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (e) indicates an editorial change since the last revision or reapproval.
1. Scope 3. Terminology
1.1 This test method covers the determination of the tem- 3.1 Definitions:
perature below which solid hydrocarbon crystals may form in 3.1.1 freezing point, n— in aviation fuels, the fuel tempera-
aviation turbine fuels. ture at which solid hydrocarbon crystals, formed on cooling,
disappear when the temperature of the fuel is allowed to rise.
NOTE 1—This test method describes an alternative procedure and
3.2 Definitions of Terms Specific to This Standard:
automated apparatus which mimics the apparatus and procedure described
3.2.1 automated method, n— in this standard, the robotic
in Test Method D 2386.
automation of a manual procedure and apparatus.
1.2 The measuring range of the apparatus is from 0
to − 70°C. The precision statements were derived from
4. Summary of Test Method
samples with freezing point temperatures from − 45 to − 65°C.
4.1 After insertion of 25 mL of the test specimen into a test
NOTE 2—Typical aviation fuel has freezing point temperatures in chamber, the test specimen is cooled while being continuously
the − 40 to − 65°C range. Samples with higher freezing points were not
stirred and monitored by an optical system. The temperature of
available for the current interlaboratory program.
the specimen is measured with an electronic temperature
1.3 The values stated in SI units are to be regarded as the measuring device. When crystal formation is detected in the
standard. The values given in parentheses are for information specimen, the temperature is recorded and the specimen in the
only. test chamber is allowed to warm, while being continuously
1.4 This standard does not purport to address all of the stirred and monitored, until the crystals in the specimen
safety concerns, if any, associated with its use. It is the completely disappear. The temperature of the specimen when
responsibility of the user of this standard to establish appro- the last crystals disappear is recorded as the freezing point
priate safety and health practices and determine the applica- (automated method).
bility of regulatory limitations prior to use. For specific hazard
5. Significance and Use
statements see Notes 3-7.
5.1 The freezing point of an aviation fuel is an index of the
2. Referenced Documents
lowest temperature of its utility for certain applications. Solid
2.1 ASTM Standards: hydrocarbon crystals can restrict the flow of fuel in the fuel
2
D 2386 Test Method for Freezing Point of Aviation Fuels system of the aircraft. The temperature of the fuel in the aircraft
D 4057 Practice for Manual Sampling of Petroleum and tank normally decreases during flight depending on aircraft
3
Petroleum Products speed, altitude, and flight duration. The freezing point of the
D 4177 Practice for Automatic Sampling of Petroleum and fuel must always be lower than the minimum operational fuel
3
Petroleum Products temperature.
4
E 1 Specification for ASTM Thermometers 5.2 Petroleum blending operations require precise measure-
ment of the freezing point.
5.3 This test method expresses results with a resolution of
1
This test method is under the jurisdiction of ASTM Committee D-2 on
0.1°C.
Petroleum Products and Lubricants and is the direct responsibility of Subcommittee
D02.07.0D on Wax-Related Viscometric Properties of Fuels and Oils. 5.4 This test method provides results that have been found
Current edition approved Jan. 10, 1999. Published March 1999.Originally
to be equivalent to the results from Test Method D 2386 on
published as D 5901 – 96. Last previous edition D 5901 – 96.
identical samples. When the specification requires the use of
2
Annual Book of ASTM Standards, Vol 05.01.
3
Annual Book of ASTM Standards, Vol 05.02.
4
Annual Book of ASTM Standards, Vol 14.03.
Copyright © ASTM, 100 Barr Harbor Drive, West Conshohocken, PA 19428-2959, United States.
1

---------------------- Page: 1 ----------------------
NOTICE: This standard has either been superceded and replaced by a new version or discontinued.
Contact ASTM International (www.astm.org) for the latest information.
D 5901
Test Method D 2386, do not substitute this test method or any 9.2 Clean and dry the test chamber with petroleum naphtha
other method. to rinse out any previous specimen followed by a second rinse
of alcohol to remove naphtha. Dry with moisture-free air or
6. Apparatus (see Annex
...

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5.1 The freezing point of an aviation fuel is the lowest temperature at which the fuel remains free of solid hydrocarbon crystals. These crystals can restrict the flow of fuel through the fuel system of the aircraft. The temperature of the fuel in the aircraft tank normally decreases during flight depending on aircraft speed, altitude, and flight duration. The freezing point of the fuel must always be lower than the minimum operational fuel temperature.  
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5.1 The freezing point of an aviation fuel is the lowest temperature at which the fuel remains free of solid hydrocarbon crystals. These crystals can restrict the flow of fuel through the fuel system of the aircraft. The temperature of the fuel in the aircraft tank normally decreases during flight depending on aircraft speed, altitude, and flight duration. The freezing point of the fuel must always be lower than the minimum operational fuel temperature.  
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