D02.J0.04 - Additives and Electrical Properties

SIGNIFICANCE AND USE
4.1 Pumping, filtering, and tank filling of petroleum products, particularly refined distillates, can cause the generation and accumulation of electrostatic charges and can result in static discharges capable of causing fires and explosions. This guide provides an overview of the factors involved in the generation of such electrostatic charges. Methods are described for the alleviation of the problem, and cited authoritative references contain more details.  
4.2 This guide is not intended to provide operating or safety rules for the handling of petroleum products to avoid electrostatic hazards.
SCOPE
1.1 This guide describes how static electricity may be generated in petroleum fuel systems, the types of equipment conducive to charge generation, and methods for the safe dissipation of such charges. This guide is intended to increase awareness of potential operating problems and hazards resulting from electrostatic charge accumulation.  
1.2 This guide is not intended to provide specific solutions but indicates available techniques the user may wish to investigate to alleviate electrostatic charges. This guide does not cover the effects of stray currents or of lightning, either of which can also produce sparks leading to fires or explosions.  
1.3 This guide is not intended to address detailed safety practices associated with static electricity in petroleum product systems.  
1.4 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.  
1.5 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.  
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, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 Wear due to excessive friction resulting in shortened life of engine components such as fuel pumps and fuel controls has sometimes been ascribed to lack of lubricity in an aviation fuel.  
5.2 The relationship of test results to aviation fuel system component distress due to wear has been demonstrated for some fuel/hardware combinations where boundary lubrication is a factor in the operation of the component.  
5.3 The wear scar generated in the ball-on-cylinder lubricity evaluator (BOCLE) test is sensitive to contamination of the fluids and test materials, the presence of oxygen and water in the atmosphere, and the temperature of the test. Lubricity measurements are also sensitive to trace materials acquired during sampling and storage. Containers specified in Practice D4306 shall be used.  
5.4 The BOCLE test method may not directly reflect operating conditions of engine hardware. For example, some fuels that contain a high content of certain sulfur compounds can give anomalous test results.
SCOPE
1.1 This test method covers assessment of the wear aspects of the boundary lubrication properties of aviation turbine fuels on rubbing steel surfaces.  
1.1.1 This test method incorporates two procedures, one using a semi-automated instrument and the second a fully automated instrument. Either of the two instruments may be used to carry out the test.  
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 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.

SIGNIFICANCE AND USE
5.1 This practice is intended to describe the data requirements necessary to support the review of new aviation turbine fuels or additives by ASTM members for the developers or sponsors of these new products.  
5.2 Its purpose is to guide the sponsor of a new fuel or new fuel additive through a defined evaluation process that includes the prerequisite testing and required periodic reviews with the subcommittee members. This practice provides a basis for calculating the volume of additive or fuel required for assessment, insight into the cost associated with taking a new fuel or new fuel additive through the evaluation process, and a defined path forward for introducing a new technology for the benefit of the aviation community.  
5.3 The allocation of resources necessary to support the full scope of the evaluation process is the responsibility of the sponsor of the new fuel or fuel additive. This will include laboratory, rig, or engine tests, if required, as well as support of OEM activities such as the Phase 1 and 2 reviews.  
5.4 This process may also be used to assess the impact of changes to fuels due to changes in production methods and/or changes during transportation. An example is the assessment of the impact of incidental materials on fuel properties. In the context of Practice D4054, incidental materials shall be considered as an additive.  
5.5 This guide is not an approval process. It is intended to describe test and analysis requirements necessary to generate data to support specification revision or development. This guide does not address the approval process for ASTM International standards.  
5.6 This guide does not purport to specify an all-inclusive listing of test and analysis requirements to achieve ASTM International issuance of a specification or specification revision. The final requirements will be dependent upon the specific formulation and performance of the candidate fuel or additive and be determined by the ASTM International task g...
SCOPE
1.1 This standard practice provides procedures to develop data for use in research reports for new aviation turbine fuels, changes to existing aviation turbine fuels, or new aviation turbine fuel additives. These research reports are intended to support the development and issuance of new specifications or specification revisions for these products. This standard practice has also been used to evaluate the effect of incidental materials on jet fuel properties and performance.  
1.2 The procedures, tests, and selection of materials detailed in this practice are based on industry expertise to provide the necessary data to determine if the new or changed fuel or additive is suitable for use on existing aircraft and engines and for use in the current aviation operational and supply infrastructure. As such, it is primarily intended for the evaluation of drop-in fuels, but it can also be used for the evaluation of other fuels.  
1.3 Because of the diversity of aviation hardware and potential variation in fuel/additive formulations, not every aspect may be fully covered and further work may be required. Therefore, additional data beyond that described in this practice may be requested by the ASTM task force, Subcommittee J, or Committee D02 upon review of the specific composition, performance, or other characteristics of the candidate fuel or additive.  
1.4 Units of measure throughout this practice are stated in International System of Units (SI) unless the test method specifies non-SI units.  
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.  
1.6 This international standard was developed in accordance with internationally recognized principles on standardization establish...

SIGNIFICANCE AND USE
5.1 The ability of a fuel to dissipate charge that has been generated during pumping and filtering operations is controlled by its electrical conductivity, which depends upon its content of ion species. If the conductivity is sufficiently high, charges dissipate fast enough to prevent their accumulation and dangerously high potentials in a receiving tank are avoided.
SCOPE
1.1 These test methods cover the determination of the electrical conductivity of aviation and distillate fuels with and without a static dissipator additive. The test methods normally give a measurement of the conductivity when the fuel is uncharged, that is, electrically at rest (known as the rest conductivity).  
1.2 Two test methods are available for field tests of fuel conductivity. These are: (1) portable meters for the direct measurement in tanks or the field or laboratory measurement of fuel samples, and (2) in-line meters for the continuous measurement of fuel conductivities in a fuel distribution system. In using portable meters, care must be taken in allowing the relaxation of residual electrical charges before measurement and in preventing fuel contamination.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
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, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific precautionary statements, see 7.1, 7.1.1, and 11.2.1.  
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.

ABSTRACT
This specification covers additives for aviation fuels used to inhibit ice formation in aircraft fuel systems. Three types of fuel system icing inhibitors are provided as follows: type I - ethylene glycol monomethyl ether, type II - anhydrous isopropanol, and type III - diethylene glycol monomethyl ether. The relative density, color, distillation range, non-volatile matter, and odor shall be tested to meet the requirements prescribed. The water properties, heptanes miscibility, acidity, water miscibility, and flash point shall be tested to meet the requirements prescribed.
SCOPE
1.1 This specification covers additives for aviation fuels (for example, Specifications D910, D7547, and D1655) used to inhibit ice formation in aircraft fuel systems.  
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 WARNING—Mercury has been designated by many regulatory agencies as a hazardous substance that can cause serious medical issues. Mercury, or its vapor, has been demonstrated to be hazardous to health and corrosive to materials. Use Caution when handling mercury and mercury-containing products. See the applicable product Safety Data Sheet (SDS) for additional information. The potential exists that selling mercury or mercury-containing products, or both, is prohibited by local or national law. Users must determine legality of sales in their location.  
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, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
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.

ABSTRACT
This specification covers requirements for fuel grade ethyl tertiary-butyl ether (ETBE) that may be used for blending with fuels for aviation spark-ignition engines where permissible. The requirements for ETBE that may be used for blending with fuels for aviation spark-ignition engines are given. The ETBE shall be visually free of undissolved water, sediment, and suspended matter that could render the material unacceptable for the intended application.
SCOPE
1.1 This specification covers requirements for fuel grade ethyl tertiary-butyl ether (ETBE) that may be used for blending with fuels for aviation spark-ignition engines where permissible. Other ETBE grades available in the marketplace that do not comply with the requirements of this specification, are not suitable for blending with aviation fuels.  
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.  
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.

SIGNIFICANCE AND USE
5.1 DiEGME is miscible with water and can be readily extracted from the fuel by contact with water during shipping and in storage. Methods are therefore needed to check the additive content in the fuel to ensure proper additive concentration in the aircraft.  
5.2 This test method is applicable to analyses performed in the field or in a laboratory.
SCOPE
1.1 This test method covers a technique for measuring the concentration of Diethylene Glycol Monomethyl Ether (DiEGME) in aviation fuels. A measured volume of fuel, extracted with a fixed ratio of water, is tested with a suitable refractometer to determine the concentration of fuel system icing inhibitor (FSII) in fuel. Precision estimates have been determined for the DiEGME additive using specific extraction ratios with a wide variety of fuel types. The extraction ratios are high enough that portable handheld refractometers can be used, but not so high as to sacrifice accuracy or linearity, or both, in the 0.01 % to 0.25 % by volume range of interest.  
1.2 DiEGME is fully described in Specification D4171 and in other specifications.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.4 WARNING—Mercury has been designated by many regulatory agencies as a hazardous substance that can cause serious medical issues. Mercury, or its vapor, has been demonstrated to be hazardous to health and corrosive to materials. Use Caution when handling mercury and mercury-containing products. See the applicable product Safety Data Sheet (SDS) for additional information. The potential exists that selling mercury or mercury-containing products, or both, is prohibited by local or national law. Users must determine legality of sales in their location.  
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.  
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, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 The generation and dissipation of electrostatic charge in fuel due to handling depend largely on the ionic species present which may be characterized by the rest or equilibrium electrical conductivity. The time for static charge to dissipate is inversely related to conductivity. This test method can supplement Test Method D2624 which is limited to fuels containing static dissipator additive.
Note 1: For low-conductivity fluids below 1 pS/m in conductivity, an ac measurement technique is preferable to a dc test method for sensing the electrical conductivity of bulk fluid.
SCOPE
1.1 This test method covers and applies to the determination of the “rest” electrical conductivity of aviation fuels and other similar low-conductivity hydrocarbon liquids in the range from 1 pS/m to 2000 pS/m (see 3.1.2). This test method can be used in the laboratory or in the field.  
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 WARNING—Mercury has been designated by many regulatory agencies as a hazardous substance that can cause serious medical issues. Mercury, or its vapor, has been demonstrated to be hazardous to health and corrosive to materials. Use Caution when handling mercury and mercury-containing products. See the applicable product Safety Data Sheet (SDS) for additional information. The potential exists that selling mercury or mercury-containing products, or both, is prohibited by local or national law. Users must determine legality of sales in their location.  
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, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see 8.3 and Annex A1.  
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.

SIGNIFICANCE AND USE
3.1 General descriptions for the manual sampling of petroleum products are given in Practice D4057. However, a number of aviation fuel properties are established or affected by trace levels of polar or other compounds. Measurement significance therefore requires that the sample containers not add or adsorb any materials. This practice presents types and preparations of sampling containers found satisfactory for the determination of water separation, copper corrosion, electrical conductivity, thermal stability, lubricity, and trace metal content. The choice of construction materials is an important factor, particularly in the case of aviation turbine fuel, where thermal stability can be degraded by the presence of very low concentrations of copper. The use of copper or copper based alloys shall be eliminated from aviation sampling apparatus. An approval procedure for new containers is also given.  
3.2 Two properties, particulate contamination and free water content, involve materials easily removed by any sampling container. These properties should be determined by placing the sample directly into the measuring apparatus and not using containers to transport the sample to the measuring equipment.  
3.3 Recommendations in this practice provide guidance for immediate use and for storage of samples. Immediate use involves sample storage for periods less than 24 h.
SCOPE
1.1 This practice2 covers the types of and preparation of containers found most suitable for the handling of aviation fuel samples for the determination of critical properties affected by trace contamination.  
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. For specific warning statements, see 5.1, 5.2, 5.3, 5.4, and 5.6.  
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.

SIGNIFICANCE AND USE
5.1 This practice is intended to describe the data requirements necessary to support the review of new aviation turbine fuels or additives by ASTM members for the developers or sponsors of these new products.  
5.2 Its purpose is to guide the sponsor of a new fuel or new fuel additive through a defined evaluation process that includes the prerequisite testing and required periodic reviews with the subcommittee members. This practice provides a basis for calculating the volume of additive or fuel required for assessment, insight into the cost associated with taking a new fuel or new fuel additive through the evaluation process, and a defined path forward for introducing a new technology for the benefit of the aviation community.  
5.3 The allocation of resources necessary to support the full scope of the evaluation process is the responsibility of the sponsor of the new fuel or fuel additive. This will include laboratory, rig, or engine tests, if required, as well as support of OEM activities such as the Phase 1 and 2 reviews.  
5.4 This process may also be used to assess the impact of changes to fuels due to changes in production methods and/or changes during transportation. An example is the assessment of the impact of incidental materials on fuel properties. In the context of Practice D4054, incidental materials shall be considered as an additive.  
5.5 This guide is not an approval process. It is intended to describe test and analysis requirements necessary to generate data to support specification revision or development. This guide does not address the approval process for ASTM International standards.  
5.6 This guide does not purport to specify an all-inclusive listing of test and analysis requirements to achieve ASTM International issuance of a specification or specification revision. The final requirements will be dependent upon the specific formulation and performance of the candidate fuel or additive and be determined by the ASTM International task g...
SCOPE
1.1 This standard practice provides procedures to develop data for use in research reports for new aviation turbine fuels, changes to existing aviation turbine fuels, or new aviation turbine fuel additives. These research reports are intended to support the development and issuance of new specifications or specification revisions for these products. This standard practice has also been used to evaluate the effect of incidental materials on jet fuel properties and performance.  
1.2 The procedures, tests, and selection of materials detailed in this practice are based on industry expertise to provide the necessary data to determine if the new or changed fuel or additive is suitable for use on existing aircraft and engines and for use in the current aviation operational and supply infrastructure. As such, it is primarily intended for the evaluation of drop-in fuels, but it can also be used for the evaluation of other fuels.  
1.3 Because of the diversity of aviation hardware and potential variation in fuel/additive formulations, not every aspect may be fully covered and further work may be required. Therefore, additional data beyond that described in this practice may be requested by the ASTM task force, Subcommittee J, or Committee D02 upon review of the specific composition, performance, or other characteristics of the candidate fuel or additive.  
1.4 Units of measure throughout this practice are stated in International System of Units (SI) unless the test method specifies non-SI units.  
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.  
1.6 This international standard was developed in accordance with internationally recognized principles on standardization establish...

SIGNIFICANCE AND USE
5.1 The ability of a fuel to dissipate charge that has been generated during pumping and filtering operations is controlled by its electrical conductivity, which depends upon its content of ion species. If the conductivity is sufficiently high, charges dissipate fast enough to prevent their accumulation and dangerously high potentials in a receiving tank are avoided.
SCOPE
1.1 These test methods cover the determination of the electrical conductivity of aviation and distillate fuels with and without a static dissipator additive. The test methods normally give a measurement of the conductivity when the fuel is uncharged, that is, electrically at rest (known as the rest conductivity).  
1.2 Two test methods are available for field tests of fuel conductivity. These are: (1) portable meters for the direct measurement in tanks or the field or laboratory measurement of fuel samples, and (2) in-line meters for the continuous measurement of fuel conductivities in a fuel distribution system. In using portable meters, care must be taken in allowing the relaxation of residual electrical charges before measurement and in preventing fuel contamination.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
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, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific precautionary statements, see 7.1, 7.1.1, and 11.2.1.  
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.

SIGNIFICANCE AND USE
5.1 This practice is intended to describe the data requirements necessary to support the review of new aviation turbine fuels or additives by ASTM members for the developers or sponsors of these new products.  
5.2 Its purpose is to guide the sponsor of a new fuel or new fuel additive through a defined evaluation process that includes the prerequisite testing and required periodic reviews with the subcommittee members. This practice provides a basis for calculating the volume of additive or fuel required for assessment, insight into the cost associated with taking a new fuel or new fuel additive through the evaluation process, and a defined path forward for introducing a new technology for the benefit of the aviation community.  
5.3 The allocation of resources necessary to support the full scope of the evaluation process is the responsibility of the sponsor of the new fuel or fuel additive. This will include laboratory, rig, or engine tests, if required, as well as support of OEM activities such as the Phase 1 and 2 reviews.  
5.4 This process may also be used to assess the impact of changes to fuels due to changes in production methods and/or changes during transportation. An example is the assessment of the impact of incidental materials on fuel properties. In the context of Practice D4054, incidental materials shall be considered as an additive.  
5.5 This guide is not an approval process. It is intended to describe test and analysis requirements necessary to generate data to support specification revision or development. This guide does not address the approval process for ASTM International standards.  
5.6 This guide does not purport to specify an all-inclusive listing of test and analysis requirements to achieve ASTM International issuance of a specification or specification revision. The final requirements will be dependent upon the specific formulation and performance of the candidate fuel or additive and be determined by the ASTM International task g...
SCOPE
1.1 This standard practice provides procedures to develop data for use in research reports for new aviation turbine fuels, changes to existing aviation turbine fuels, or new aviation turbine fuel additives. These research reports are intended to support the development and issuance of new specifications or specification revisions for these products. This standard practice has also been used to evaluate the effect of incidental materials on jet fuel properties and performance.  
1.2 The procedures, tests, and selection of materials detailed in this practice are based on industry expertise to provide the necessary data to determine if the new or changed fuel or additive is suitable for use on existing aircraft and engines and for use in the current aviation operational and supply infrastructure. As such, it is primarily intended for the evaluation of drop-in fuels, but it can also be used for the evaluation of other fuels.  
1.3 Because of the diversity of aviation hardware and potential variation in fuel/additive formulations, not every aspect may be fully covered and further work may be required. Therefore, additional data beyond that described in this practice may be requested by the ASTM task force, Subcommittee J, or Committee D02 upon review of the specific composition, performance, or other characteristics of the candidate fuel or additive.  
1.4 Units of measure throughout this practice are stated in International System of Units (SI) unless the test method specifies non-SI units.  
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.  
1.6 This international standard was developed in accordance with internationally recognized principles on standardization establish...

SIGNIFICANCE AND USE
5.1 This practice is intended to describe the data requirements necessary to support the review of new aviation turbine fuels or additives by ASTM members for the developers or sponsors of these new products.  
5.2 Its purpose is to guide the sponsor of a new fuel or new fuel additive through a defined evaluation process that includes the prerequisite testing and required periodic reviews with the subcommittee members. This practice provides a basis for calculating the volume of additive or fuel required for assessment, insight into the cost associated with taking a new fuel or new fuel additive through the evaluation process, and a defined path forward for introducing a new technology for the benefit of the aviation community.  
5.3 The allocation of resources necessary to support the full scope of the evaluation process is the responsibility of the sponsor of the new fuel or fuel additive. This will include laboratory, rig, or engine tests, if required, as well as support of OEM activities such as the Phase 1 and 2 reviews.  
5.4 This process may also be used to assess the impact of changes to fuels due to changes in production methods and/or changes during transportation. An example is the assessment of the impact of incidental materials on fuel properties. In the context of Practice D4054, incidental materials shall be considered as an additive.  
5.5 This guide is not an approval process. It is intended to describe test and analysis requirements necessary to generate data to support specification revision or development. This guide does not address the approval process for ASTM International standards.  
5.6 This guide does not purport to specify an all-inclusive listing of test and analysis requirements to achieve ASTM International issuance of a specification or specification revision. The final requirements will be dependent upon the specific formulation and performance of the candidate fuel or additive and be determined by the ASTM International task g...
SCOPE
1.1 This standard practice provides procedures to develop data for use in research reports for new aviation turbine fuels, changes to existing aviation turbine fuels, or new aviation turbine fuel additives. These research reports are intended to support the development and issuance of new specifications or specification revisions for these products. This standard practice has also been used to evaluate the effect of incidental materials on jet fuel properties and performance.  
1.2 The procedures, tests, and selection of materials detailed in this practice are based on industry expertise to provide the necessary data to determine if the new or changed fuel or additive is suitable for use on existing aircraft and engines and for use in the current aviation operational and supply infrastructure. As such, it is primarily intended for the evaluation of drop-in fuels, but it can also be used for the evaluation of other fuels.  
1.3 Because of the diversity of aviation hardware and potential variation in fuel/additive formulations, not every aspect may be fully covered and further work may be required. Therefore, additional data beyond that described in this practice may be requested by the ASTM task force, Subcommittee J, or Committee D02 upon review of the specific composition, performance, or other characteristics of the candidate fuel or additive.  
1.4 Units of measure throughout this practice are stated in International System of Units (SI) unless the test method specifies non-SI units.  
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.  
1.6 This international standard was developed in accordance with internationally recognized principles on standardization establish...

SIGNIFICANCE AND USE
5.1 The ability of a fuel to dissipate charge that has been generated during pumping and filtering operations is controlled by its electrical conductivity, which depends upon its content of ion species. If the conductivity is sufficiently high, charges dissipate fast enough to prevent their accumulation and dangerously high potentials in a receiving tank are avoided.
SCOPE
1.1 These test methods cover the determination of the electrical conductivity of aviation and distillate fuels with and without a static dissipator additive. The test methods normally give a measurement of the conductivity when the fuel is uncharged, that is, electrically at rest (known as the rest conductivity).  
1.2 Two test methods are available for field tests of fuel conductivity. These are: (1) portable meters for the direct measurement in tanks or the field or laboratory measurement of fuel samples, and (2) in-line meters for the continuous measurement of fuel conductivities in a fuel distribution system. In using portable meters, care must be taken in allowing the relaxation of residual electrical charges before measurement and in preventing fuel contamination.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
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, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific precautionary statements, see 7.1, 7.1.1, and 11.2.1.  
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.

ABSTRACT
This specification covers additives for aviation fuels used to inhibit ice formation in aircraft fuel systems. Three types of fuel system icing inhibitors are provided as follows: type I - ethylene glycol monomethyl ether, type II - anhydrous isopropanol, and type III - diethylene glycol monomethyl ether. The relative density, color, distillation range, non-volatile matter, and odor shall be tested to meet the requirements prescribed. The water properties, heptanes miscibility, acidity, water miscibility, and flash point shall be tested to meet the requirements prescribed.
SCOPE
1.1 This specification covers additives for aviation fuels (for example, Specifications D910, D7547, and D1655) used to inhibit ice formation in aircraft fuel systems.  
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 WARNING—Mercury has been designated by many regulatory agencies as a hazardous substance that can cause serious medical issues. Mercury, or its vapor, has been demonstrated to be hazardous to health and corrosive to materials. Use Caution when handling mercury and mercury-containing products. See the applicable product Safety Data Sheet (SDS) for additional information. The potential exists that selling mercury or mercury-containing products, or both, is prohibited by local or national law. Users must determine legality of sales in their location.  
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, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
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.

SIGNIFICANCE AND USE
4.1 The intent of this document is to permit a new fuel or additive to be evaluated and transitioned into field use in a cost effective and timely manner.  
4.2 Its purpose is to guide the sponsor of a new fuel or new fuel additive through a clearly defined evaluation process that includes the prerequisite testing and required interactions with the engine and airframe manufacturers; standards organizations; and airworthiness agencies such as the FAA and EASA. This practice provides a basis for calculating the volume of additive or fuel required for assessment, insight into the cost associated with taking a new fuel or new fuel additive through the evaluation process, and a clear path forward for introducing a new technology for the benefit of the aviation community.  
4.3 This process may also be used to assess the impact of changes to fuels due to changes in production methods and/or changes during transportation. An example is assessment of incidental materials on fuel properties. In the context of Practice D4054, incidental materials shall be considered as an additive.
SCOPE
1.1 This practice covers and provides a framework for the Original Equipment Manufacturer (OEM) evaluation and approval of new fuels and new fuel additives for use in commercial and military aviation gas turbine engines. The practice was developed as a guide by the aviation gas-turbine engine Original Equipment Manufacturers (OEMs) with ASTM International member support. The OEMs are solely responsible for approval of a fuel or additive in their respective engines and airframes. Standards organizations such as ASTM International (Subcommittee D02.J0), United Kingdom Ministry of Defence, and the U.S. Military list only those fuels and additives that are mutually acceptable to all OEMs. ASTM International and OEM participation in the evaluation procedure does not constitute an endorsement of the fuel or additive.  
1.2 The OEMs will consider a new fuel or additive based on an established need or benefit attributed to its use. Upon OEM approval, the fuel or fuel additive may be listed in fuel specifications such as Pratt & Whitney (P&W) Service Bulletin No. 2016; General Electric Aviation (GE) Specification No. D50TF2; and Rolls Royce (RR) engine manuals. Subsequent to OEM approval and industry review and ballot, the fuel or fuel additive may be listed in fuel specifications such as Specification D1655, DEF STAN 91–091, United States Air Force MIL-DTL-83133, and the United States Navy MIL-DTL-5624. This OEM evaluation and approval process has been coordinated with airworthiness and certification groups within each company, the Federal Aviation Administration (FAA), and the European Aviation Safety Agency (EASA).  
1.3 Units of measure throughout this practice are stated in International System of Units (SI) unless the test method specifies non-SI units.  
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, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
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.

SIGNIFICANCE AND USE
4.1 The intent of this document is to permit a new fuel or additive to be evaluated and transitioned into field use in a cost effective and timely manner.  
4.2 Its purpose is to guide the sponsor of a new fuel or new fuel additive through a clearly defined evaluation process that includes the prerequisite testing and required interactions with the engine and airframe manufacturers; standards organizations; and airworthiness agencies such as the FAA and EASA. This practice provides a basis for calculating the volume of additive or fuel required for assessment, insight into the cost associated with taking a new fuel or new fuel additive through the evaluation process, and a clear path forward for introducing a new technology for the benefit of the aviation community.  
4.3 This process may also be used to assess the impact of changes to fuels due to changes in production methods and/or changes during transportation. An example is assessment of incidental materials on fuel properties. In the context of Practice D4054, incidental materials shall be considered as an additive.
SCOPE
1.1 This practice covers and provides a framework for the Original Equipment Manufacturer (OEM) evaluation and approval of new fuels and new fuel additives for use in commercial and military aviation gas turbine engines. The practice was developed as a guide by the aviation gas-turbine engine Original Equipment Manufacturers (OEMs) with ASTM International member support. The OEMs are solely responsible for approval of a fuel or additive in their respective engines and airframes. Standards organizations such as ASTM International (Subcommittee D02.J0), United Kingdom Ministry of Defence, and the U.S. Military list only those fuels and additives that are mutually acceptable to all OEMs. ASTM International and OEM participation in the evaluation procedure does not constitute an endorsement of the fuel or additive.  
1.2 The OEMs will consider a new fuel or additive based on an established need or benefit attributed to its use. Upon OEM approval, the fuel or fuel additive may be listed in fuel specifications such as Pratt & Whitney (P&W) Service Bulletin No. 2016; General Electric Aviation (GE) Specification No. D50TF2; and Rolls Royce (RR) engine manuals. Subsequent to OEM approval and industry review and ballot, the fuel or fuel additive may be listed in fuel specifications such as Specification D1655, DEF STAN 91–091, United States Air Force MIL-DTL-83133, and the United States Navy MIL-DTL-5624. This OEM evaluation and approval process has been coordinated with airworthiness and certification groups within each company, the Federal Aviation Administration (FAA), and the European Aviation Safety Agency (EASA).  
1.3 Units of measure throughout this practice are stated in International System of Units (SI) unless the test method specifies non-SI units.  
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, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
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.

SIGNIFICANCE AND USE
4.1 The intent of this document is to permit a new fuel or additive to be evaluated and transitioned into field use in a cost effective and timely manner.  
4.2 Its purpose is to guide the sponsor of a new fuel or new fuel additive through a clearly defined evaluation process that includes the prerequisite testing and required interactions with the engine and airframe manufacturers; standards organizations; and airworthiness agencies such as the FAA and EASA. This practice provides a basis for calculating the volume of additive or fuel required for assessment, insight into the cost associated with taking a new fuel or new fuel additive through the evaluation process, and a clear path forward for introducing a new technology for the benefit of the aviation community.  
4.3 This process may also be used to assess the impact of changes to fuels due to changes in production methods and/or changes during transportation. An example is assessment of incidental materials on fuel properties. In the context of Practice D4054, incidental materials shall be considered as an additive.
SCOPE
1.1 This practice covers and provides a framework for the Original Equipment Manufacturer (OEM) evaluation and approval of new fuels and new fuel additives for use in commercial and military aviation gas turbine engines. The practice was developed as a guide by the aviation gas-turbine engine Original Equipment Manufacturers (OEMs) with ASTM International member support. The OEMs are solely responsible for approval of a fuel or additive in their respective engines and airframes. Standards organizations such as ASTM International (Subcommittee D02.J0), United Kingdom Ministry of Defence, and the U.S. Military list only those fuels and additives that are mutually acceptable to all OEMs. ASTM International and OEM participation in the evaluation procedure does not constitute an endorsement of the fuel or additive.  
1.2 The OEMs will consider a new fuel or additive based on an established need or benefit attributed to its use. Upon OEM approval, the fuel or fuel additive may be listed in fuel specifications such as Pratt & Whitney (P&W) Service Bulletin No. 2016; General Electric Aviation (GE) Specification No. D50TF2; and Rolls Royce (RR) engine manuals. Subsequent to OEM approval and industry review and ballot, the fuel or fuel additive may be listed in fuel specifications such as Specification D1655, DEF STAN 91–091, United States Air Force MIL-DTL-83133, and the United States Navy MIL-DTL-5624. This OEM evaluation and approval process has been coordinated with airworthiness and certification groups within each company, the Federal Aviation Administration (FAA), and the European Aviation Safety Agency (EASA).  
1.3 Units of measure throughout this practice are stated in International System of Units (SI) unless the test method specifies non-SI units.  
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, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
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.

SIGNIFICANCE AND USE
4.1 The intent of this document is to permit a new fuel or additive to be evaluated and transitioned into field use in a cost effective and timely manner.  
4.2 Its purpose is to guide the sponsor of a new fuel or new fuel additive through a clearly defined evaluation process that includes the prerequisite testing and required interactions with the engine and airframe manufacturers; standards organizations; and airworthiness agencies such as the FAA and EASA. This practice provides a basis for calculating the volume of additive or fuel required for assessment, insight into the cost associated with taking a new fuel or new fuel additive through the evaluation process, and a clear path forward for introducing a new technology for the benefit of the aviation community.  
4.3 This process may also be used to assess the impact of changes to fuels due to changes in production methods and/or changes during transportation. An example is assessment of incidental materials on fuel properties. In the context of Practice D4054, incidental materials shall be considered as an additive.
SCOPE
1.1 This practice covers and provides a framework for the Original Equipment Manufacturer (OEM) evaluation and approval of new fuels and new fuel additives for use in commercial and military aviation gas turbine engines. The practice was developed as a guide by the aviation gas-turbine engine Original Equipment Manufacturers (OEMs) with ASTM International member support. The OEMs are solely responsible for approval of a fuel or additive in their respective engines and airframes. Standards organizations such as ASTM International (Subcommittee D02.J0), United Kingdom Ministry of Defence, and the U.S. Military list only those fuels and additives that are mutually acceptable to all OEMs. ASTM International and OEM participation in the evaluation procedure does not constitute an endorsement of the fuel or additive.  
1.2 The OEMs will consider a new fuel or additive based on an established need or benefit attributed to its use. Upon OEM approval, the fuel or fuel additive may be listed in fuel specifications such as Pratt & Whitney (P&W) Service Bulletin No. 2016; General Electric Aviation (GE) Specification No. D50TF2; and Rolls Royce (RR) engine manuals. Subsequent to OEM approval and industry review and ballot, the fuel or fuel additive may be listed in fuel specifications such as Specification D1655, DEF STAN 91–091, United States Air Force MIL-DTL-83133, and the United States Navy MIL-DTL-5624. This OEM evaluation and approval process has been coordinated with airworthiness and certification groups within each company, the Federal Aviation Administration (FAA), and the European Aviation Safety Agency (EASA).  
1.3 Units of measure throughout this practice are stated in International System of Units (SI) unless the test method specifies non-SI units.  
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, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
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.

SIGNIFICANCE AND USE
5.1 Wear due to excessive friction resulting in shortened life of engine components such as fuel pumps and fuel controls has sometimes been ascribed to lack of lubricity in an aviation fuel.  
5.2 The relationship of test results to aviation fuel system component distress due to wear has been demonstrated for some fuel/hardware combinations where boundary lubrication is a factor in the operation of the component.  
5.3 The wear scar generated in the ball-on-cylinder lubricity evaluator (BOCLE) test is sensitive to contamination of the fluids and test materials, the presence of oxygen and water in the atmosphere, and the temperature of the test. Lubricity measurements are also sensitive to trace materials acquired during sampling and storage. Containers specified in Practice D4306 shall be used.  
5.4 The BOCLE test method may not directly reflect operating conditions of engine hardware. For example, some fuels that contain a high content of certain sulfur compounds can give anomalous test results.
SCOPE
1.1 This test method covers assessment of the wear aspects of the boundary lubrication properties of aviation turbine fuels on rubbing steel surfaces.  
1.1.1 This test method incorporates two procedures, one using a semi-automated instrument and the second a fully automated instrument. Either of the two instruments may be used to carry out the test.  
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 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.

SIGNIFICANCE AND USE
5.1 Wear due to excessive friction resulting in shortened life of engine components such as fuel pumps and fuel controls has sometimes been ascribed to lack of lubricity in an aviation fuel.  
5.2 The relationship of test results to aviation fuel system component distress due to wear has been demonstrated for some fuel/hardware combinations where boundary lubrication is a factor in the operation of the component.  
5.3 The wear scar generated in the ball-on-cylinder lubricity evaluator (BOCLE) test is sensitive to contamination of the fluids and test materials, the presence of oxygen and water in the atmosphere, and the temperature of the test. Lubricity measurements are also sensitive to trace materials acquired during sampling and storage. Containers specified in Practice D4306 shall be used.  
5.4 The BOCLE test method may not directly reflect operating conditions of engine hardware. For example, some fuels that contain a high content of certain sulfur compounds can give anomalous test results.
SCOPE
1.1 This test method covers assessment of the wear aspects of the boundary lubrication properties of aviation turbine fuels on rubbing steel surfaces.  
1.1.1 This test method incorporates two procedures, one using a semi-automated instrument and the second a fully automated instrument. Either of the two instruments may be used to carry out the test.  
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 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.

SIGNIFICANCE AND USE
4.1 Pumping, filtering, and tank filling of petroleum products, particularly refined distillates, can cause the generation and accumulation of electrostatic charges and can result in static discharges capable of causing fires and explosions. This guide provides an overview of the factors involved in the generation of such electrostatic charges. Methods are described for the alleviation of the problem, and cited authoritative references contain more details.  
4.2 This guide is not intended to provide operating or safety rules for the handling of petroleum products to avoid electrostatic hazards.
SCOPE
1.1 This guide describes how static electricity may be generated in petroleum fuel systems, the types of equipment conducive to charge generation, and methods for the safe dissipation of such charges. This guide is intended to increase awareness of potential operating problems and hazards resulting from electrostatic charge accumulation.  
1.2 This guide is not intended to provide specific solutions but indicates available techniques the user may wish to investigate to alleviate electrostatic charges. This guide does not cover the effects of stray currents or of lightning, either of which can also produce sparks leading to fires or explosions.  
1.3 This guide is not intended to address detailed safety practices associated with static electricity in petroleum product systems.  
1.4 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.  
1.5 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.  
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, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
4.1 The intent of this document is to permit a new fuel or additive to be evaluated and transitioned into field use in a cost effective and timely manner.  
4.2 Its purpose is to guide the sponsor of a new fuel or new fuel additive through a clearly defined evaluation process that includes the prerequisite testing and required interactions with the engine and airframe manufacturers; standards organizations; and airworthiness agencies such as the FAA and EASA. This practice provides a basis for calculating the volume of additive or fuel required for assessment, insight into the cost associated with taking a new fuel or new fuel additive through the evaluation process, and a clear path forward for introducing a new technology for the benefit of the aviation community.  
4.3 This process may also be used to assess the impact of changes to fuels due to changes in production methods and/or changes during transportation. An example is assessment of incidental materials on fuel properties. In the context of Practice D4054, incidental materials shall be considered as an additive.
SCOPE
1.1 This practice covers and provides a framework for the Original Equipment Manufacturer (OEM) evaluation and approval of new fuels and new fuel additives for use in commercial and military aviation gas turbine engines. The practice was developed as a guide by the aviation gas-turbine engine Original Equipment Manufacturers (OEMs) with ASTM International member support. The OEMs are solely responsible for approval of a fuel or additive in their respective engines and airframes. Standards organizations such as ASTM International (Subcommittee D02.J0), United Kingdom Ministry of Defence, and the U.S. Military list only those fuels and additives that are mutually acceptable to all OEMs. ASTM International and OEM participation in the evaluation procedure does not constitute an endorsement of the fuel or additive.  
1.2 The OEMs will consider a new fuel or additive based on an established need or benefit attributed to its use. Upon OEM approval, the fuel or fuel additive may be listed in fuel specifications such as Pratt & Whitney (P&W) Service Bulletin No. 2016; General Electric Aviation (GE) Specification No. D50TF2; and Rolls Royce (RR) engine manuals. Subsequent to OEM approval and industry review and ballot, the fuel or fuel additive may be listed in fuel specifications such as Specification D1655, DEF STAN 91–091, United States Air Force MIL-DTL-83133, and the United States Navy MIL-DTL-5624. This OEM evaluation and approval process has been coordinated with airworthiness and certification groups within each company, the Federal Aviation Administration (FAA), and the European Aviation Safety Agency (EASA).  
1.3 Units of measure throughout this practice are stated in International System of Units (SI) unless the test method specifies non-SI units.  
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, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
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.

SIGNIFICANCE AND USE
4.1 The intent of this document is to permit a new fuel or additive to be evaluated and transitioned into field use in a cost effective and timely manner.  
4.2 Its purpose is to guide the sponsor of a new fuel or new fuel additive through a clearly defined evaluation process that includes the prerequisite testing and required interactions with the engine and airframe manufacturers; standards organizations; and airworthiness agencies such as the FAA and EASA. This practice provides a basis for calculating the volume of additive or fuel required for assessment, insight into the cost associated with taking a new fuel or new fuel additive through the evaluation process, and a clear path forward for introducing a new technology for the benefit of the aviation community.  
4.3 This process may also be used to assess the impact of changes to fuels due to changes in production methods and/or changes during transportation. An example is assessment of incidental materials on fuel properties. In the context of Practice D4054, incidental materials shall be considered as an additive.
SCOPE
1.1 This practice covers and provides a framework for the Original Equipment Manufacturer (OEM) evaluation and approval of new fuels and new fuel additives for use in commercial and military aviation gas turbine engines. The practice was developed as a guide by the aviation gas-turbine engine Original Equipment Manufacturers (OEMs) with ASTM International member support. The OEMs are solely responsible for approval of a fuel or additive in their respective engines and airframes. Standards organizations such as ASTM International (Subcommittee D02.J0), United Kingdom Ministry of Defence, and the U.S. Military list only those fuels and additives that are mutually acceptable to all OEMs. ASTM International and OEM participation in the evaluation procedure does not constitute an endorsement of the fuel or additive.  
1.2 The OEMs will consider a new fuel or additive based on an established need or benefit attributed to its use. Upon OEM approval, the fuel or fuel additive may be listed in fuel specifications such as Pratt & Whitney (P&W) Service Bulletin No. 2016; General Electric Aviation (GE) Specification No. D50TF2; and Rolls Royce (RR) engine manuals. Subsequent to OEM approval and industry review and ballot, the fuel or fuel additive may be listed in fuel specifications such as Specification D1655, Defence Standard 91-91, United States Air Force MIL-DTL-83133, and the United States Navy MIL-DTL-5624. This OEM evaluation and approval process has been coordinated with airworthiness and certification groups within each company, the Federal Aviation Administration (FAA), and the European Aviation Safety Agency (EASA).  
1.3 Units of measure throughout this practice are stated in International System of Units (SI) unless the test method specifies non-SI units.  
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, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
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.

SCOPE
1.1 This specification covers requirements for fuel grade ethyl tertiary-butyl ether (ETBE) that may be used for blending with fuels for aviation spark-ignition engines where permissible. Other ETBE grades available in the marketplace that do not comply with the requirements of this specification, are not suitable for blending with aviation fuels.  
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 and health 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.

ABSTRACT
This specification covers additives for aviation fuels used to inhibit ice formation in aircraft fuel systems. Three types of fuel system icing inhibitors are provided as follows: type I - ethylene glycol monomethyl ether, type II - anhydrous isopropanol, and type III - diethylene glycol monomethyl ether. The relative density, color, distillation range, non-volatile matter, and odor shall be tested to meet the requirements prescribed. The water properties, heptanes miscibility, acidity, water miscibility, and flash point shall be tested to meet the requirements prescribed.
SCOPE
1.1 This specification covers additives for aviation fuels (for example, Specifications D910, D7547, and D1655) used to inhibit ice formation in aircraft fuel systems.  
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 WARNING —Mercury has been designated by many regulatory agencies as a hazardous material that can cause central nervous system, kidney and liver damage. Mercury, or its vapor, may be hazardous to health and corrosive to materials. Caution should be taken when handling mercury and mercury containing products. See the applicable product Material Safety Data Sheet (MSDS) for details and EPA’s website—http://www.epa.gov/mercury/faq.htm—for additional information. Users should be aware that selling mercury and/or mercury containing products into your state or country may be prohibited by law.  
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.

ABSTRACT
This specification covers additives for aviation fuels used to inhibit ice formation in aircraft fuel systems. Three types of fuel system icing inhibitors are provided as follows: type I - ethylene glycol monomethyl ether, type II - anhydrous isopropanol, and type III - diethylene glycol monomethyl ether. The relative density, color, distillation range, non-volatile matter, and odor shall be tested to meet the requirements prescribed. The water properties, heptanes miscibility, acidity, water miscibility, and flash point shall be tested to meet the requirements prescribed.
SCOPE
1.1 This specification covers additives for aviation fuels (for example, Specifications D910, D7547, and D1655) used to inhibit ice formation in aircraft fuel systems.  
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 WARNING —Mercury has been designated by many regulatory agencies as a hazardous material that can cause central nervous system, kidney and liver damage. Mercury, or its vapor, may be hazardous to health and corrosive to materials. Caution should be taken when handling mercury and mercury containing products. See the applicable product Material Safety Data Sheet (MSDS) for details and EPA’s website—http://www.epa.gov/mercury/faq.htm—for additional information. Users should be aware that selling mercury and/or mercury containing products into your state or country may be prohibited by law.  
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.

SIGNIFICANCE AND USE
5.1 DiEGME is miscible with water and can be readily extracted from the fuel by contact with water during shipping and in storage. Methods are therefore needed to check the additive content in the fuel to ensure proper additive concentration in the aircraft.  
5.2 This test method is applicable to analyses performed in the field or in a laboratory.
SCOPE
1.1 This test method covers a technique for measuring the concentration of Diethylene Glycol Monomethyl Ether (DiEGME) in aviation fuels. A measured volume of fuel, extracted with a fixed ratio of water, is tested with a suitable refractometer to determine the concentration of fuel system icing inhibitor (FSII) in fuel. Precision estimates have been determined for the DiEGME additive using specific extraction ratios with a wide variety of fuel types. The extraction ratios are high enough that portable handheld refractometers can be used, but not so high as to sacrifice accuracy or linearity, or both, in the 0.01 % to 0.25 % by volume range of interest.  
1.2 DiEGME is fully described in Specification D4171 and in other specifications.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.4 WARNING—Mercury has been designated by many regulatory agencies as a hazardous material that can cause central nervous system, kidney and liver damage. Mercury, or its vapor, may be hazardous to health and corrosive to materials. Caution should be taken when handling mercury and mercury containing products. See the applicable product Material Safety Data Sheet (MSDS) for details and EPA’s website—http://www.epa.gov/mercury/faq.htm—for additional information. Users should be aware that selling mercury and/or mercury containing products into your state or country may be prohibited by law.  
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 and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
3.1 The intent of this document is to streamline the approval process. The objective is to permit a new fuel or additive to be evaluated and transitioned into field use in a cost effective and timely manner.  
3.2 Its purpose is to guide the sponsor of a new fuel or new fuel additive through a clearly defined approval process that includes the prerequisite testing and required interactions with the engine and airframe manufacturers; standards organizations; and airworthiness agencies such as the FAA and EASA. This practice provides a basis for calculating the volume of additive or fuel required for assessment, insight into the cost associated with taking a new fuel or new fuel additive through the approval process, and a clear path forward for introducing a new technology for the benefit of the aviation community.  
3.3 This process may also be used to assess the impact of changes to fuels due to changes in production methods and/or changes during transportation. An example is assessment of incidental materials on fuel properties. In the context of Practice D4054, incidental materials shall be considered as an additive.
SCOPE
1.1 This practice covers and provides a framework for the qualification and approval of new fuels and new fuel additives for use in commercial and military aviation gas turbine engines. The practice was developed as a guide by the aviation gas-turbine engine Original Equipment Manufacturers (OEMs) with ASTM International member support. The OEMs are solely responsible for approval of a fuel or additive in their respective engines and airframes. For the purpose of this guide, “approval” means “permission to use;” it is not an endorsement of any kind. Standards organizations such as ASTM International (Subcommittee D02.J0), United Kingdom Ministry of Defence, and the U.S. Military list only those fuels and additives that are mutually acceptable to all OEMs. ASTM International and OEM participation in the evaluation or approval procedure does not constitute an endorsement of the fuel or additive.  
1.2 The OEMs will consider a new fuel or additive based on an established need or benefit attributed to its use. Upon OEM and regulatory authority approval, the fuel or fuel additive may be listed in fuel specifications such as Pratt & Whitney (P&W) Service Bulletin No. 2016; General Electric Aviation (GE) Specification No. D50TF2; and Rolls Royce (RR) engine manuals. Subsequent to OEM approval and industry (ASTM) review and ballot, the fuel or fuel additive may be listed in fuel specifications such as Specification D1655, Defence Standard 91-91, United States Air Force MIL-DTL-83133, and the United States Navy MIL-DTL-5624. This qualification and approval process has been coordinated with airworthiness and certification groups within each company, the Federal Aviation Administration (FAA), and the European Aviation Safety Agency (EASA).  
1.3 Units of measure throughout this practice are stated in International System of Units (SI) unless the test method specifies non-SI units.  
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.

SIGNIFICANCE AND USE
3.1 General descriptions for the manual sampling of petroleum products are given in Practice D4057. However, a number of aviation fuel properties are established or affected by trace levels of polar or other compounds. Measurement significance therefore requires that the sample containers not add or adsorb any materials. This practice presents types and preparations of sampling containers found satisfactory for the determination of water separation, copper corrosion, electrical conductivity, thermal stability, lubricity, and trace metal content. An approval procedure for new containers is also given.  
3.2 Two properties, particulate contamination and free water content, involve materials easily removed by any sampling container. These properties should be determined by placing the sample directly into the measuring apparatus and not using containers to transport the sample to the measuring equipment.  
3.3 Recommendations in this practice provide guidance for immediate use and for storage of samples. Immediate use involves sample storage for periods less than 24 h.
SCOPE
1.1 This practice2 covers the types of and preparation of containers found most suitable for the handling of aviation fuel samples for the determination of critical properties affected by trace contamination.  
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 and health practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see 5.1, 5.2, 5.3, 5.4, and 5.6.

SIGNIFICANCE AND USE
5.1 The ability of a fuel to dissipate charge that has been generated during pumping and filtering operations is controlled by its electrical conductivity, which depends upon its content of ion species. If the conductivity is sufficiently high, charges dissipate fast enough to prevent their accumulation and dangerously high potentials in a receiving tank are avoided.
SCOPE
1.1 These test methods cover the determination of the electrical conductivity of aviation and distillate fuels with and without a static dissipator additive. The test methods normally give a measurement of the conductivity when the fuel is uncharged, that is, electrically at rest (known as the rest conductivity).  
1.2 Two test methods are available for field tests of fuel conductivity. These are: (1) portable meters for the direct measurement in tanks or the field or laboratory measurement of fuel samples, and (2) in-line meters for the continuous measurement of fuel conductivities in a fuel distribution system. In using portable meters, care must be taken in allowing the relaxation of residual electrical charges before measurement and in preventing fuel contamination.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
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 precautionary statements, see 7.1, 7.1.1, and 11.2.1.

SIGNIFICANCE AND USE
3.1 The intent of this document is to streamline the approval process. The objective is to permit a new fuel or additive to be evaluated and transitioned into field use in a cost effective and timely manner.  
3.2 Its purpose is to guide the sponsor of a new fuel or new fuel additive through a clearly defined approval process that includes the prerequisite testing and required interactions with the engine and airframe manufacturers; standards organizations; and airworthiness agencies such as the FAA and EASA. This practice provides a basis for calculating the volume of additive or fuel required for assessment, insight into the cost associated with taking a new fuel or new fuel additive through the approval process, and a clear path forward for introducing a new technology for the benefit of the aviation community.
SCOPE
1.1 This practice covers and provides a framework for the qualification and approval of new fuels and new fuel additives for use in commercial and military aviation gas turbine engines. The practice was developed as a guide by the aviation gas-turbine engine Original Equipment Manufacturers (OEMs) with ASTM International member support. The OEMs are solely responsible for approval of a fuel or additive in their respective engines and airframes. For the purpose of this guide, “approval” means “permission to use;” it is not an endorsement of any kind. Standards organizations such as ASTM International (Subcommittee D02.J0), United Kingdom Ministry of Defence, and the U.S. military list only those fuels and additives that are mutually acceptable to all OEMs. ASTM International and OEM participation in the evaluation or approval procedure does not constitute an endorsement of the fuel or additive.  
1.2 The OEMs will consider a new fuel or additive based on an established need or benefit attributed to its use. Upon OEM and regulatory authority approval, the fuel or fuel additive may be listed in fuel specifications such as Pratt & Whitney (P&W) Service Bulletin No. 2016; General Electric Aviation (GE) Specification No. D50TF2; and Rolls Royce (RR) engine manuals. Subsequent to OEM approval and industry (ASTM) review and ballot, the fuel or fuel additive may be listed in fuel specifications such as Specification D1655, Defence Standard 91-91, United States Air Force MIL-DTL-83133, and the United States Navy MIL-DTL-5624. This qualification and approval process has been coordinated with airworthiness and certification groups within each company, the Federal Aviation Administration (FAA), and the European Aviation Safety Agency (EASA).  
1.3 Units of measure throughout this practice are stated in International System of Units (SI) unless the test method specifies non-SI units.  
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.

SIGNIFICANCE AND USE
5.1 Wear due to excessive friction resulting in shortened life of engine components such as fuel pumps and fuel controls has sometimes been ascribed to lack of lubricity in an aviation fuel.  
5.2 The relationship of test results to aviation fuel system component distress due to wear has been demonstrated for some fuel/hardware combinations where boundary lubrication is a factor in the operation of the component.  
5.3 The wear scar generated in the ball-on-cylinder lubricity evaluator (BOCLE) test is sensitive to contamination of the fluids and test materials, the presence of oxygen and water in the atmosphere, and the temperature of the test. Lubricity measurements are also sensitive to trace materials acquired during sampling and storage. Containers specified in Practice D4306 shall be used.  
5.4 The BOCLE test method may not directly reflect operating conditions of engine hardware. For example, some fuels that contain a high content of certain sulfur compounds can give anomalous test results.
SCOPE
1.1 This test method covers assessment of the wear aspects of the boundary lubrication properties of aviation turbine fuels on rubbing steel surfaces.  
1.1.1 This test method incorporates two procedures, one using a semi-automated instrument and the second a fully automated instrument. Either of the two instruments may be used to carry out the test.  
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 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.

SIGNIFICANCE AND USE
4.1 Pumping, filtering, and tank filling of petroleum products, particularly refined distillates, can cause the generation and accumulation of electrostatic charges and can result in static discharges capable of causing fires and explosions. This guide provides an overview of the factors involved in the generation of such electrostatic charges. Methods are described for the alleviation of the problem, and cited authoritative references contain more details.  
4.2 This guide is not intended to provide operating or safety rules for the handling of petroleum products to avoid electrostatic hazards.
SCOPE
1.1 This guide describes how static electricity may be generated in petroleum fuel systems, the types of equipment conducive to charge generation, and methods for the safe dissipation of such charges. This guide is intended to increase awareness of potential operating problems and hazards resulting from electrostatic charge accumulation.  
1.2 This guide is not intended to provide specific solutions but indicates available techniques the user may wish to investigate to alleviate electrostatic charges. This guide does not cover the effects of stray currents or of lightning, either of which can also produce sparks leading to fires or explosions.  
1.3 This guide is not intended to address detailed safety practices associated with static electricity in petroleum product systems.  
1.4 The values in SI units are to be regarded as the standard. The values in parentheses are for information only.  
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 and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
3.1 General descriptions for the manual sampling of petroleum products are given in Practice D4057. However, a number of aviation fuel properties are established or affected by trace levels of polar or other compounds. Measurement significance therefore requires that the sample containers not add or adsorb any materials. This practice presents types and preparations of sampling containers found satisfactory for the determination of water separation, copper corrosion, electrical conductivity, thermal stability, lubricity, and trace metal content. An approval procedure for new containers is also given.  
3.2 Two properties, particulate contamination and free water content, involve materials easily removed by any sampling container. These properties should be determined by placing the sample directly into the measuring apparatus and not using containers to transport the sample to the measuring equipment.  
3.3 Recommendations in this practice provide guidance for immediate use and for storage of samples. Immediate use involves sample storage for periods less than 24 h.
SCOPE
1.1 This practice2 covers the types of and preparation of containers found most suitable for the handling of aviation fuel samples for the determination of critical properties affected by trace contamination.  
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 and health practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see 5.1, 5.2, 5.3, 5.4, and 5.6.

SIGNIFICANCE AND USE
5.1 The generation and dissipation of electrostatic charge in fuel due to handling depend largely on the ionic species present which may be characterized by the rest or equilibrium electrical conductivity. The time for static charge to dissipate is inversely related to conductivity. This test method can supplement Test Method D2624 which is limited to fuels containing static dissipator additive.Note 1—For low-conductivity fluids below 1 pS/m in conductivity, an ac measurement technique is preferable to a dc test method for sensing the electrical conductivity of bulk fluid. This dc test method can be used at conductivities from 0.1 to 1 pS/m if precautions are observed in cell cleaning and sample handling. A waiting period of 15 min is required after filling the cell before measuring dc conductivities below 1 pS/m. A single-laboratory program was conducted comparing this test method with ac Test Methods D150.3
SCOPE
1.1 This test method covers and applies to the determination of the “rest” electrical conductivity of aviation fuels and other similar low-conductivity hydrocarbon liquids in the range from 0.1 to 2000 pS/m (see 3.1.2). This test method can be used in the laboratory or in the field.  
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 WARNING—Mercury has been designated by many regulatory agencies as a hazardous material that can cause central nervous system, kidney and liver damage. Mercury, or its vapor, may be hazardous to health and corrosive to materials. Caution should be taken when handling mercury and mercury containing products. See the applicable product Material Safety Data Sheet (MSDS) for details and EPA’s website—http://www.epa.gov/mercury/faq.htm—for additional information. Users should be aware that selling mercury and/or mercury containing products into your state or country may be prohibited by law.  
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 warning statements, see 7.1.1, 7.2, 8.3, and Annex A1.

ABSTRACT
This specification covers requirements for fuel grade ethyl tertiary-butyl ether (ETBE) that may be used for blending with fuels for aviation spark-ignition engines where permissible. The requirements for ETBE that may be used for blending with fuels for aviation spark-ignition engines are given. The ETBE shall be visually free of undissolved water, sediment, and suspended matter that could render the material unacceptable for the intended application.
SCOPE
1.1 This specification covers requirements for fuel grade ethyl tertiary-butyl ether (ETBE) that may be used for blending with fuels for aviation spark-ignition engines where permissible. Other ETBE grades available in the marketplace that do not comply with the requirements of this specification, are not suitable for blending with aviation fuels.  
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 and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
3.1 General descriptions for the manual sampling of petroleum products are given in Practice D4057. However, a number of aviation fuel properties are established or affected by trace levels of polar or other compounds. Measurement significance therefore requires that the sample containers not add or adsorb any materials. This practice presents types and preparations of sampling containers found satisfactory for the determination of water separation, copper corrosion, electrical conductivity, thermal stability, lubricity, and trace metal content. An approval procedure for new containers is also given.  
3.2 Two properties, particulate contamination and free water content, involve materials easily removed by any sampling container. These properties should be determined by placing the sample directly into the measuring apparatus and not using containers to transport the sample to the measuring equipment.  
3.3 Recommendations in this practice provide guidance for immediate use and for storage of samples. Immediate use involves sample storage for periods less than 24 h.
SCOPE
1.1 This practice2 covers the types of and preparation of containers found most suitable for the handling of aviation fuel samples for the determination of critical properties affected by trace contamination.  
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 and health practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see 5.1, 5.2, 5.3, 5.4, and 5.6.

SIGNIFICANCE AND USE
5.1 The generation and dissipation of electrostatic charge in fuel due to handling depend largely on the ionic species present which may be characterized by the rest or equilibrium electrical conductivity. The time for static charge to dissipate is inversely related to conductivity. This test method can supplement Test Method D2624 which is limited to fuels containing static dissipator additive.Note 1—For low-conductivity fluids below 1 pS/m in conductivity, an ac measurement technique is preferable to a dc test method for sensing the electrical conductivity of bulk fluid. This dc test method can be used at conductivities from 0.1 to 1 pS/m if precautions are observed in cell cleaning and sample handling. A waiting period of 15 min is required after filling the cell before measuring dc conductivities below 1 pS/m. A single-laboratory program was conducted comparing this test method with ac Test Methods D150.3
SCOPE
1.1 This test method covers and applies to the determination of the “rest” electrical conductivity of aviation fuels and other similar low-conductivity hydrocarbon liquids in the range from 0.1 to 2000 pS/m (see 3.1.2). This test method can be used in the laboratory or in the field.  
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 WARNING—Mercury has been designated by many regulatory agencies as a hazardous material that can cause central nervous system, kidney and liver damage. Mercury, or its vapor, may be hazardous to health and corrosive to materials. Caution should be taken when handling mercury and mercury containing products. See the applicable product Material Safety Data Sheet (MSDS) for details and EPA’s website—http://www.epa.gov/mercury/faq.htm—for additional information. Users should be aware that selling mercury and/or mercury containing products into your state or country may be prohibited by law.  
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 warning statements, see 7.1.1, 7.2, 8.3, and Annex A1.

SIGNIFICANCE AND USE
General descriptions for the manual sampling of petroleum products are given in Practice D4057. However, a number of aviation fuel properties are established or affected by trace levels of polar or other compounds. Measurement significance therefore requires that the sample containers not add or adsorb any materials. This practice presents types and preparations of sampling containers found satisfactory for the determination of water separation, copper corrosion, electrical conductivity, thermal stability, lubricity, and trace metal content. An approval procedure for new containers is also given.
Two properties, particulate contamination and free water content, involve materials easily removed by any sampling container. These properties should be determined by placing the sample directly into the measuring apparatus and not using containers to transport the sample to the measuring equipment.
Recommendations in this practice provide guidance for immediate use and for storage of samples. Immediate use involves sample storage for periods less than 24 h.
SCOPE
1.1 This practice covers the types of and preparation of containers found most suitable for the handling of aviation fuel samples for the determination of critical properties affected by trace contamination.
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 and health practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see 5.1, 5.2, 5.3, 5.4, and 5.6.

SIGNIFICANCE AND USE
General descriptions for the manual sampling of petroleum products are given in Practice D4057. However, a number of aviation fuel properties are established or affected by trace levels of polar or other compounds. Measurement significance therefore requires that the sample containers not add or adsorb any materials. This practice presents types and preparations of sampling containers found satisfactory for the determination of water separation, copper corrosion, electrical conductivity, thermal stability, lubricity, and trace metal content. An approval procedure for new containers is also given.
Two properties, particulate contamination and free water content, involve materials easily removed by any sampling container. These properties should be determined by placing the sample directly into the measuring apparatus and not using containers to transport the sample to the measuring equipment.
Recommendations in this practice provide guidance for immediate use and for storage of samples. Immediate use involves sample storage for periods less than 24 h.
SCOPE
1.1 This practice covers the types of and preparation of containers found most suitable for the handling of aviation fuel samples for the determination of critical properties affected by trace contamination.
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 and health practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see 5.1, 5.2, 5.3, 5.4, and 5.6.

SIGNIFICANCE AND USE
DiEGME is miscible with water and can be readily extracted from the fuel by contact with water during shipping and in storage. Methods are therefore needed to check the additive content in the fuel to ensure proper additive concentration in the aircraft.
This test method is applicable to analyses performed in the field or in a laboratory.
SCOPE
1.1 This test method covers a technique for measuring the concentration of Diethylene Glycol Monomethyl Ether (DiEGME) in aviation fuels. A measured volume of fuel, extracted with a fixed ratio of water, is tested with a suitable refractometer to determine the concentration of fuel system icing inhibitor (FSII) in fuel. Precision estimates have been determined for the DiEGME additive using specific extraction ratios with a wide variety of fuel types. The extraction ratios are high enough that portable handheld refractometers can be used, but not so high as to sacrifice accuracy or linearity, or both, in the 0.01 to 0.25 vol % range of interest.
1.2 DiEGME is fully described in Specification D4171 and in other specifications.
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
1.4 WARNINGMercury has been designated by many regulatory agencies as a hazardous material that can cause central nervous system, kidney and liver damage. Mercury, or its vapor, may be hazardous to health and corrosive to materials. Caution should be taken when handling mercury and mercury containing products. See the applicable product Material Safety Data Sheet (MSDS) for details and EPA’s websitehttp://www.epa.gov/mercury/faq.htmfor additional information. Users should be aware that selling mercury and/or mercury containing products into your state or country may be prohibited by law.
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 and health practices and determine the applicability of regulatory limitations prior to use.

ABSTRACT
This specification covers additives for aviation fuels used to inhibit ice formation in aircraft fuel systems. Three types of fuel system icing inhibitors are provided as follows: type I - ethylene glycol monomethyl ether, type II - anhydrous isopropanol, and type III - diethylene glycol monomethyl ether. The relative density, color, distillation range, non-volatile matter, and odor shall be tested to meet the requirements prescribed. The water properties, heptanes miscibility, acidity, water miscibility, and flash point shall be tested to meet the requirements prescribed.
SIGNIFICANCE AND USE
A1.3.1 Fuel system icing inhibitor performance (Type III) is based upon test results using the pure inhibitor in a specific concentration range. Impurities affect inhibitor solubility in the fuel and reduce the effective concentration. Methods are therefore needed to check additive purity to ensure adequate performance in the aircraft.
SCOPE
1.1 This specification covers additives for aviation fuels (see Specifications D910 and D1655) used to inhibit ice formation in aircraft fuel systems.
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 WARNINGMercury has been designated by many regulatory agencies as a hazardous material that can cause central nervous system, kidney and liver damage. Mercury, or its vapor, may be hazardous to health and corrosive to materials. Caution should be taken when handling mercury and mercury containing products. See the applicable product Material Safety Data Sheet (MSDS) for details and EPA’s websitehttp://www.epa.gov/mercury/faq.htmfor additional information. Users should be aware that selling mercury and/or mercury containing products into your state or country may be prohibited by law.
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.

SIGNIFICANCE AND USE
The generation and dissipation of electrostatic charge in fuel due to handling depend largely on the ionic species present which may be characterized by the rest or equilibrium electrical conductivity. The time for static charge to dissipate is inversely related to conductivity. This test method can supplement Test Method D2624 which is limited to fuels containing static dissipator additive.
Note 1—For low-conductivity fluids below 1 pS/m in conductivity, an ac measurement technique is preferable to a dc test method for sensing the electrical conductivity of bulk fluid. This dc test method can be used at conductivities from 0.1 to 1 pS/m if precautions are observed in cell cleaning and sample handling. A waiting period of 15 min is required after filling the cell before measuring dc conductivities below 1 pS/m. A single-laboratory program was conducted comparing this test method with ac Test Methods D150.
SCOPE
1.1 This test method covers and applies to the determination of the “rest” electrical conductivity of aviation fuels and other similar low-conductivity hydrocarbon liquids in the range from 0.1 to 2000 pS/m (see 3.2). This test method can be used in the laboratory or in the field.
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 WARNINGMercury has been designated by many regulatory agencies as a hazardous material that can cause central nervous system, kidney and liver damage. Mercury, or its vapor, may be hazardous to health and corrosive to materials. Caution should be taken when handling mercury and mercury containing products. See the applicable product Material Safety Data Sheet (MSDS) for details and EPA’s websitehttp://www.epa.gov/mercury/faq.htmfor additional information. Users should be aware that selling mercury and/or mercury containing products into your state or country may be prohibited by law.
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 warning statements, see 7.1.1, 7.2, 8.3, and Annex A1.

SIGNIFICANCE AND USE
DiEGME is miscible with water and can be readily extracted from the fuel by contact with water during shipping and in storage. Methods are therefore needed to check the additive content in the fuel to ensure proper additive concentration in the aircraft.
This test method is applicable to analyses performed in the field or in a laboratory.
SCOPE
1.1 This test method covers a technique for measuring the concentration of Diethylene Glycol Monomethyl Ether (DiEGME) in aviation fuels. A measured volume of fuel, extracted with a fixed ratio of water, is tested with a suitable refractometer to determine the concentration of fuel system icing inhibitor (FSII) in fuel. Precision estimates have been determined for the DiEGME additive using specific extraction ratios with a wide variety of fuel types. The extraction ratios are high enough that portable handheld refractometers can be used, but not so high as to sacrifice accuracy or linearity, or both, in the 0.01 to 0.25 vol % range of interest.
1.2 DiEGME is fully described in Specification D4171 and in other specifications.
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
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.

SIGNIFICANCE AND USE
DiEGME is miscible with water and can be readily extracted from the fuel by contact with water during shipping and in storage. Methods are therefore needed to check the additive content in the fuel to ensure proper additive concentration in the aircraft.
This test method is applicable to analyses performed in the field or in a laboratory.
SCOPE
1.1 This test method covers a technique for measuring the concentration of Diethylene Glycol Monomethyl Ether (DiEGME) in aviation fuels. A measured volume of fuel, extracted with a fixed ratio of water, is tested with a suitable refractometer to determine the concentration of fuel system icing inhibitor (FSII) in fuel. Precision estimates have been determined for the DiEGME additive using specific extraction ratios with a wide variety of fuel types. The extraction ratios are high enough that portable handheld refractometers can be used, but not so high as to sacrifice accuracy or linearity, or both, in the 0.01 to 0.25 vol % range of interest.
1.2 DiEGME is fully described in Specification D4171 and in other specifications.
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
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.

SIGNIFICANCE AND USE
Wear due to excessive friction resulting in shortened life of engine components such as fuel pumps and fuel controls has sometimes been ascribed to lack of lubricity in an aviation fuel.
The relationship of test results to aviation fuel system component distress due to wear has been demonstrated for some fuel/hardware combinations where boundary lubrication is a factor in the operation of the component.
The wear scar generated in the ball-on-cylinder lubricity evaluator (BOCLE) test is sensitive to contamination of the fluids and test materials, the presence of oxygen and water in the atmosphere, and the temperature of the test. Lubricity measurements are also sensitive to trace materials acquired during sampling and storage. Containers specified in Practice D4306 shall be used.
The BOCLE test method may not directly reflect operating conditions of engine hardware. For example, some fuels that contain a high content of certain sulfur compounds can give anomalous test results.
SCOPE
1.1 This test method covers assessment of the wear aspects of the boundary lubrication properties of aviation turbine fuels on rubbing steel surfaces.
1.1.1 This test method incorporates two procedures, one using a semi-automated instrument and the second a fully automated instrument. Either of the two instruments may be used to carry out the test.
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 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.

ABSTRACT
This specification covers additives for aviation fuels used to inhibit ice formation in aircraft fuel systems. Three types of fuel system icing inhibitors are provided as follows: type I - ethylene glycol monomethyl ether, type II - anhydrous isopropanol, and type III - diethylene glycol monomethyl ether. The relative density, color, distillation range, non-volatile matter, and odor shall be tested to meet the requirements prescribed. The water properties, heptanes miscibility, acidity, water miscibility, and flash point shall be tested to meet the requirements prescribed.
SIGNIFICANCE AND USE
A1.3.1 Fuel system icing inhibitor performance (Type III) is based upon test results using the pure inhibitor in a specific concentration range. Impurities affect inhibitor solubility in the fuel and reduce the effective concentration. Methods are therefore needed to check additive purity to ensure adequate performance in the aircraft.
SCOPE
1.1 This specification covers additives for aviation fuels (see Specifications D910 and D1655) used to inhibit ice formation in aircraft fuel systems.
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 and health practices and determine the applicability of regulatory limitations prior to use.  
A1.1.1 This test method measures the purity of fuel system icing inhibitors (Type III). The test results are used to determine if the inhibitor meets the purity requirements listed in Table 2.

SIGNIFICANCE AND USE
The generation and dissipation of electrostatic charge in fuel due to handling depend largely on the ionic species present which may be characterized by the rest or equilibrium electrical conductivity. The time for static charge to dissipate is inversely related to conductivity. This test method can supplement Test Method D2624 which is limited to fuels containing static dissipator additive.
Note 1—For low-conductivity fluids below 1 pS/m in conductivity, an ac measurement technique is preferable to a dc test method for sensing the electrical conductivity of bulk fluid. This dc test method can be used at conductivities from 0.1 to 1 pS/m if precautions are observed in cell cleaning and sample handling. A waiting period of 15 min is required after filling the cell before measuring dc conductivities below 1 pS/m. A single-laboratory program was conducted comparing this test method with ac Test Methods D150.
SCOPE
1.1 This test method covers and applies to the determination of the “rest” electrical conductivity of aviation fuels and other similar low-conductivity hydrocarbon liquids in the range from 0.1 to 2000 pS/m (see 3.2). This test method can be used in the laboratory or in the field.
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 and health practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see 7.1.1, 7.2, and 8.3.

SIGNIFICANCE AND USE
The intent of this document is to streamline the approval process. The objective is to permit a new fuel or additive to be evaluated and transitioned into field use in a cost effective and timely manner.
Its purpose is to guide the sponsor of a new fuel or new fuel additive through a clearly defined approval process that includes the prerequisite testing and required interactions with the engine and airframe manufacturers; standards organizations; and airworthiness agencies such as the FAA and EASA. This practice provides a basis for calculating the volume of additive or fuel required for assessment, insight into the cost associated with taking a new fuel or new fuel additive through the approval process, and a clear path forward for introducing a new technology for the benefit of the aviation community.
SCOPE
1.1 This practice covers and provides a framework for the qualification and approval of new fuels and new fuel additives for use in commercial and military aviation gas turbine engines. The practice was developed as a guide by the aviation gas-turbine engine Original Equipment Manufacturers (OEMs) with ASTM International member support. The OEMs are solely responsible for approval of a fuel or additive in their respective engines and airframes. For the purpose of this guide, “approval” means “permission to use;” it is not an endorsement of any kind. Standards organizations such as ASTM International (Subcommittee D02.J0), United Kingdom Ministry of Defence, and the U.S. military list only those fuels and additives that are mutually acceptable to all OEMs. ASTM International and OEM participation in the evaluation or approval procedure does not constitute an endorsement of the fuel or additive.
1.2 The OEMs will consider a new fuel or additive based on an established need or benefit attributed to its use. Upon OEM and regulatory authority approval, the fuel or fuel additive may be listed in fuel specifications such as Pratt & Whitney (P&W) Service Bulletin No. 2016; General Electric Aviation (GE) Specification No. D50TF2; and Rolls Royce (RR) engine manuals. Subsequent to OEM approval and industry (ASTM) review and ballot, the fuel or fuel additive may be listed in fuel specifications such as Specification D1655, Defence Standard 91-91, United States Air Force MIL-DTL-83133, and the United States Navy MIL-DTL-5624. This qualification and approval process has been coordinated with airworthiness and certification groups within each company, the Federal Aviation Administration (FAA), and the European Aviation Safety Agency (EASA).
1.3 Units of measure throughout this practice are stated in International System of Units (SI) unless the test method specifies non-SI units.
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.