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ASTM D4054-93(1998)

(Practice)

Standard Practice for Evaluating the Compatibility of Additives with Aviation-Turbine Fuels and Aircraft Fuel System Materials

Standard Practice for Evaluating the Compatibility of Additives with Aviation-Turbine Fuels and Aircraft Fuel System Materials

SCOPE
1.1 This practice describes procedures required to determine the compatibility of additives proposed for aviation turbine fuels with both standardized fuels and the materials commonly used in commercial aircraft fuel system construction.  
1.2 Satisfactory evidence of compatibility using this practice is required by the ASTM Guidelines for Additive Approval (Research Report D02-1125)  for additives specified in Specification D1655 and also by individual aircraft and engine manufacturers as well as government agencies.  
1.3 Compatibility data resulting from these procedures represent only part of the performance information required for additive approval.  
1.4 The actual level of acceptance is established by the individual approving groups.
1.5 While efforts are made to maintain the list of fuel system materials to be tested and to keep it current, users of this practice must recognize that these lists are subject to continuing revision to meet the needs of equipment manufacturers.  
1.6 This standard does not purport to address all of the safety problems, 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.

General Information

Status
Historical
Publication Date
09-Dec-1998
ICS
75.160.20 - Liquid fuels
Technical Committee
D02 - Petroleum Products, Liquid Fuels, and Lubricants
Current Stage
Ref Project

Relations

Replaced By
ASTM D4054-93(2003) - Standard Practice for Evaluating the Compatibility of Additives with Aviation-Turbine Fuels and Aircraft Fuel System Materials
Effective Date
10-Jun-2003
Referred By
ASTM D7566-22a - Standard Specification for Aviation Turbine Fuel Containing Synthesized Hydrocarbons
Effective Date
10-Dec-1998
Referred By
ASTM D1655-23 - Standard Specification for Aviation Turbine Fuels
Effective Date
10-Dec-1998

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ASTM D4054-93(1998) - Standard Practice for Evaluating the Compatibility of Additives with Aviation-Turbine Fuels and Aircraft Fuel System MaterialsASTM D4054-93(1998) - Standard Practice for Evaluating the Compatibility of Additives with Aviation-Turbine Fuels and Aircraft Fuel System Materials
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ASTM D4054-93(1998) - Standard Practice for Evaluating the Compatibility of Additives with Aviation-Turbine Fuels and Aircraft Fuel System Materials
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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.
An American National Standard
Designation: D 4054 – 93 (Reapproved 1998)
Standard Practice for
Evaluating the Compatibility of Additives with Aviation-
Turbine Fuels and Aircraft Fuel System Materials
This standard is issued under the fixed designation D 4054; 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 D 3227 Test Method for Mercaptan Sulfur in Gasoline,
Kerosine, Aviation Turbine, and Distillate Fuels (Potentio-
1.1 This practice describes procedures required to determine
metric Method)
the compatibility of additives proposed for aviation turbine
D 3602 Field Test Method for Water Separation Character-
fuels with both standardized fuels and the materials commonly
istics of Aviation Turbine Fuels
used in commercial aircraft fuel system construction.
D 3948 Test Methods for Determining Water Separation
1.2 Satisfactory evidence of compatibility using this prac-
Characteristics of Aviation Turbine Fuels by Portable
tice is required by the ASTM Guidelines for Additive Approval
Separometer
(Research Report D02-1125) for additives specified in Speci-
D 4308 Test Method for Electrical Conductivity of Liquid
fication D 1655 and also by individual aircraft and engine
Hydrocarbons by Precision Meter
manufacturers as well as government agencies.
D 4952 Test Method for Qualitative Analysis of Active
1.3 Compatibility data resulting from these procedures rep-
Sulfur Species in Fuels and Solvents (Doctor Test)
resent only part of the performance information required for
additive approval.
3. Summary of Practice
1.4 The actual level of acceptance is established by the
3.1 These procedures are laboratory techniques for estab-
individual approving groups.
lishing additive compatibility with commercial aviation turbine
1.5 While efforts are made to maintain the list of fuel system
fuels, with additives previously approved in standard fuels and
materials to be tested and to keep it current, users of this
with the fuel system components used in commercial aircraft,
practice must recognize that these lists are subject to continu-
including tank coatings, sealants, and elastomers. Tests are
ing revision to meet the needs of equipment manufacturers.
conducted with Jet A/A-1 fuel at four times the maximum
1.6 This standard does not purport to address all of the
additive concentration as recommended by the additive sup-
safety concerns, if any, associated with its use. It is the
plier. Immersion tests, with fuel system components only, are
responsibility of the user of this standard to establish appro-
conducted in the more severe Reference Test Fluids, TT-S-735,
priate safety and health practices and determine the applica-
Types III and VII. The time and temperature of immersion tests
bility of regulatory limitations prior to use.
are representative of aircraft use conditions and immersed
2. Referenced Documents components are evaluated after exposure, using industry stan-
dard methods. Comparisons are made with representative
2.1 ASTM Standards:
components exposed to the base fluid with and without
D 156 Test Method for Saybolt Color of Petroleum Prod-
3 additive.
ucts (Saybolt Chromometer Method)
D 1266 Test Method for Sulfur in Petroleum Products
NOTE 1—Data obtained with Jet A/A-1 fuels can be applicable to Jet B
(Lamp Method)
fuel or to aviation fuels specified by other organizations, with the
agreement of the approving air frame/engine manufacturer.
D 1655 Specification for Aviation Turbine Fuels
D 2624 Test Methods for Electrical Conductivity of Avia-
4. Significance and Use
tion and Distillate Fuels Containing a Static Dissipator
4.1 Additives are generally used to enhance a fuel property
Additive
such as oxidation stability or to improve fuel performance by
providing corrosion inhibition, protection against icing, metal
deactivation, and so forth. However, their use can adversely
This practice is under the jurisdiction of ASTM Committee D-2 on Petroleum
Products and Lubricants and is the direct responsibility of Subcommittee D02.J0.09
affect other fuel properties or the ground-handling systems for
on Additive-Related Properties.
fuels. Application of the procedures of this practice is intended
Current edition approved March 15, 1993. Published May 1993. Originally
to disclose these adverse effects.
published as D4054 – 81. Last previous edition D4054 – 81 (1987)
Copies of ASTM Guidelines for additive approval (D02-1125) and the
Research Report (D02-1137) are available from ASTM Headquarters.
3 4
Annual Book of ASTM Standards, Vol 05.01. Annual Book of ASTM Standards, Vol 05.02.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.
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 4054
4.2 Combinations of additives may exhibit antagonistic samples in dark storage during conditioning and between
effects on fuel properties or performance. Compatibility testing inspections.
with previously approved additives is intended to disclose such
NOTE 4—Photographs are a useful record of results of compatibility
antagonistic effects of incompatibilities.
testing.
4.3 Fuel system components such as sealants, coatings, and
elastomers are normally selected because of their resistance to 7. Procedure C—Additive Compatibility with Fuel
System Components
a Reference Test Fluid, which is designed to be more severe to
components than standard fuels. Application of the procedures
7.1 Formulate the jet reference liquid required for conduct-
of this practice is intended to disclose adverse effects of
ing fluid immersion tests as follows:
additives beyond the effects of the Reference Test Fluids.
Jet Reference Fluid, TT-S-735, Type III
Toluene (TT-T-548) 30 Volumes
5. Procedure A—Additive Effects on Fuel
Isooctane (TT-S-735, Type I or ASTM 70 Volumes
Reference Grade)
5.1 Base Fuel required for Procedures A and B must meet
Jet Reference Fluid, TT-S 735, Type VII
the Jet A or Jet A-1 requirements of Specification D 1655 and
Toluene (TT-T-548) 30 volumes
be clay treated in accordance with the procedure of Test
Cyclohexane (D 3055 or technical 60 volumes
grade)
Method D 3948, Appendix X1, “Preparation of Reference
Isooctane (TT-S-735, Type I or ASTM 10 volumes
Fluid Base.” It should exhibit a rating of 98 WSIM after
...

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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.
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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.  
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Note 1: For information on the significance of the terminology and test methods used in this specification, see Appendix X1.
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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.  
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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:
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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.  
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SIGNIFICANCE AND USE
5.1 Research O.N. correlates with commercial automotive spark-ignition engine antiknock performance under mild conditions of operation.  
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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.
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SCOPE
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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.  
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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.  
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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.  
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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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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.  
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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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