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

for the
Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

Designation: D1655 − 18 An American National Standard

Standard Specification for

Aviation Turbine Fuels1
This standard is issued under the fixed designation D1655; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
This standard has been approved for use by agencies of the U.S. Department of Defense.

1. Scope* 1.8 This international standard was developed in accor-

1.1 This specification covers the use of purchasing agencies dance with internationally recognized principles on standard-
in formulating specifications for purchases of aviation turbine ization established in the Decision on Principles for the
fuel under contract. Development of International Standards, Guides and Recom-
mendations issued by the World Trade Organization Technical
1.2 This specification defines the minimum property re- Barriers to Trade (TBT) Committee.
quirements for Jet A and Jet A-1 aviation turbine fuel and lists
acceptable additives for use in civil operated engines and 2. Referenced Documents
aircrafts. Specification D1655 is directed at civil applications,
and maintained as such, but may be adopted for military, 2.1 ASTM Standards:2
government or other specialized uses. Guidance information D56 Test Method for Flash Point by Tag Closed Cup Tester
for these other applications is available in the appendix. D86 Test Method for Distillation of Petroleum Products and
Liquid Fuels at Atmospheric Pressure
1.3 This specification can be used as a standard in describ- D93 Test Methods for Flash Point by Pensky-Martens
ing the quality of aviation turbine fuel from production to the Closed Cup Tester
aircraft. However, this specification does not define the quality D130 Test Method for Corrosiveness to Copper from Petro-
assurance testing and procedures necessary to ensure that fuel leum Products by Copper Strip Test
in the distribution system continues to comply with this D156 Test Method for Saybolt Color of Petroleum Products
specification after batch certification. Such procedures are (Saybolt Chromometer Method)
defined elsewhere, for example in ICAO 9977, EI/JIG Stan- D240 Test Method for Heat of Combustion of Liquid Hy-
dard 1530, JIG 1, JIG 2, API 1543, API 1595, and ATA-103. drocarbon Fuels by Bomb Calorimeter
1.4 This specification does not include all fuels satisfactory D323 Test Method for Vapor Pressure of Petroleum Products
for aviation turbine engines. Certain equipment or conditions (Reid Method)
of use may permit a wider, or require a narrower, range of D381 Test Method for Gum Content in Fuels by Jet Evapo-
characteristics than is shown by this specification. ration
1.5 Aviation turbine fuels defined by this specification may D445 Test Method for Kinematic Viscosity of Transparent
be used in other than turbine engines that are specifically and Opaque Liquids (and Calculation of Dynamic Viscos-
designed and certified for this fuel. ity)
D613 Test Method for Cetane Number of Diesel Fuel Oil
1.6 This specification no longer includes wide-cut aviation D1266 Test Method for Sulfur in Petroleum Products (Lamp
turbine fuel (Jet B). FAA has issued a Special Airworthiness Method)
Information Bulletin which now approves the use of Specifi- D1298 Test Method for Density, Relative Density, or API
cation D6615 to replace Specification D1655 as the specifica- Gravity of Crude Petroleum and Liquid Petroleum Prod-
tion for Jet B and refers users to this standard for reference. ucts by Hydrometer Method
1.7 The values stated in SI units are to be regarded as D1319 Test Method for Hydrocarbon Types in Liquid Petro-
standard. However, other units of measurement are included in leum Products by Fluorescent Indicator Adsorption
this standard. D1322 Test Method for Smoke Point of Kerosine and
Aviation Turbine Fuel
1
This specification is under the jurisdiction of ASTM Committee D02 on
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of
2
Subcommittee D02.J0.01 on Jet Fuel Specifications. For referenced ASTM standards, visit the ASTM website, www.astm.org, or
Current edition approved Jan. 1, 2018. Published January 2018. Originally contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM
approved in 1959. Last previous edition approved in 2017 as D1655 – 17a. DOI: Standards volume information, refer to the standard’s Document Summary page on
10.1520/D1655-18. the ASTM website.

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

Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States

1
 D1655 − 18
D1405 Test Method for Estimation of Net Heat of Combus- D4809 Test Method for Heat of Combustion of Liquid
tion of Aviation Fuels Hydrocarbon Fuels by Bomb Calorimeter (Precision
D1660 Method of Test for Thermal Stability of Aviation Method)
Turbine Fuels (Withdrawn 1992)3 D4865 Guide for Generation and Dissipation of Static Elec-
D1840 Test Method for Naphthalene Hydrocarbons in Avia- tricity in Petroleum Fuel Systems
tion Turbine Fuels by Ultraviolet Spectrophotometry D4952 Test Method for Qualitative Analysis for Active
D2276 Test Method for Particulate Contaminant in Aviation Sulfur Species in Fuels and Solvents (Doctor Test)
Fuel by Line Sampling D4953 Test Method for Vapor Pressure of Gasoline and
D2386 Test Method for Freezing Point of Aviation Fuels Gasoline-Oxygenate Blends (Dry Method)
D2622 Test Method for Sulfur in Petroleum Products by D5001 Test Method for Measurement of Lubricity of Avia-
Wavelength Dispersive X-ray Fluorescence Spectrometry tion Turbine Fuels by the Ball-on-Cylinder Lubricity
D2624 Test Methods for Electrical Conductivity of Aviation Evaluator (BOCLE)
and Distillate Fuels D5006 Test Method for Measurement of Fuel System Icing
D2887 Test Method for Boiling Range Distribution of Pe-
Inhibitors (Ether Type) in Aviation Fuels
troleum Fractions by Gas Chromatography
D5190 Test Method for Vapor Pressure of Petroleum Prod-
D2892 Test Method for Distillation of Crude Petroleum
ucts (Automatic Method) (Withdrawn 2012)3
(15-Theoretical Plate Column)
D5191 Test Method for Vapor Pressure of Petroleum Prod-
D3120 Test Method for Trace Quantities of Sulfur in Light
Liquid Petroleum Hydrocarbons by Oxidative Microcou- ucts (Mini Method)
lometry D5452 Test Method for Particulate Contamination in Avia-
D3227 Test Method for (Thiol Mercaptan) Sulfur in tion Fuels by Laboratory Filtration
Gasoline, Kerosine, Aviation Turbine, and Distillate Fuels D5453 Test Method for Determination of Total Sulfur in
(Potentiometric Method) Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel
D3240 Test Method for Undissolved Water In Aviation Engine Fuel, and Engine Oil by Ultraviolet Fluorescence
Turbine Fuels D5972 Test Method for Freezing Point of Aviation Fuels
D3241 Test Method for Thermal Oxidation Stability of (Automatic Phase Transition Method)
Aviation Turbine Fuels D6045 Test Method for Color of Petroleum Products by the
D3242 Test Method for Acidity in Aviation Turbine Fuel Automatic Tristimulus Method
D3338 Test Method for Estimation of Net Heat of Combus- D6379 Test Method for Determination of Aromatic Hydro-
tion of Aviation Fuels carbon Types in Aviation Fuels and Petroleum
D3343 Test Method for Estimation of Hydrogen Content of Distillates—High Performance Liquid Chromatography
Aviation Fuels Method with Refractive Index Detection
D3701 Test Method for Hydrogen Content of Aviation D6469 Guide for Microbial Contamination in Fuels and Fuel
Turbine Fuels by Low Resolution Nuclear Magnetic Systems
Resonance Spectrometry D6615 Specification for Jet B Wide-Cut Aviation Turbine
D3828 Test Methods for Flash Point by Small Scale Closed Fuel
Cup Tester D6751 Specification for Biodiesel Fuel Blend Stock (B100)
D3948 Test Method for Determining Water Separation Char- for Middle Distillate Fuels
acteristics of Aviation Turbine Fuels by Portable Separom- D6890 Test Method for Determination of Ignition Delay and
eter Derived Cetane Number (DCN) of Diesel Fuel Oils by
D4052 Test Method for Density, Relative Density, and API Combustion in a Constant Volume Chamber
Gravity of Liquids by Digital Density Meter D7042 Test Method for Dynamic Viscosity and Density of
D4057 Practice for Manual Sampling of Petroleum and Liquids by Stabinger Viscometer (and the Calculation of
Petroleum Products
Kinematic Viscosity)
D4171 Specification for Fuel System Icing Inhibitors
D7153 Test Method for Freezing Point of Aviation Fuels
D4176 Test Method for Free Water and Particulate Contami-
(Automatic Laser Method)
nation in Distillate Fuels (Visual Inspection Procedures)
D7154 Test Method for Freezing Point of Aviation Fuels
D4294 Test Method for Sulfur in Petroleum and Petroleum
Products by Energy Dispersive X-ray Fluorescence Spec- (Automatic Fiber Optical Method)
trometry D7170 Test Method for Determination of Derived Cetane
D4306 Practice for Aviation Fuel Sample Containers for Number (DCN) of Diesel Fuel Oils—Fixed Range Injec-
Tests Affected by Trace Contamination tion Period, Constant Volume Combustion Chamber
D4529 Test Method for Estimation of Net Heat of Combus- Method
tion of Aviation Fuels D7224 Test Method for Determining Water Separation Char-
D4737 Test Method for Calculated Cetane Index by Four acteristics of Kerosine-Type Aviation Turbine Fuels Con-
Variable Equation taining Additives by Portable Separometer
D7345 Test Method for Distillation of Petroleum Products
3
The last approved version of this historical standard is referenced on and Liquid Fuels at Atmospheric Pressure (Micro Distil-
www.astm.org. lation Method)

2
 D1655 − 18
D7524 Test Method for Determination of Static Dissipater IP 227 Silver corrosion of aviation turbine fuel
Additives (SDA) in Aviation Turbine Fuel and Middle IP 274 Determination of electrical conductivity of aviation
Distillate Fuels—High Performance Liquid Chromato- and distillate fuels
graph (HPLC) Method IP 323 Determination of thermal oxidation stability of gas
D7566 Specification for Aviation Turbine Fuel Containing turbine fuels
Synthesized Hydrocarbons IP 336 Petroleum products—Determination of sulfur
D7619 Test Method for Sizing and Counting Particles in content—Energy-dispersive X-ray fluorescence method
Light and Middle Distillate Fuels, by Automatic Particle IP 342 Petroleum products—Determination of thiol (mer-
Counter captan) sulfur in light and middle distillate fuels—
D7668 Test Method for Determination of Derived Cetane Potentiometric method
Number (DCN) of Diesel Fuel Oils—Ignition Delay and IP 354 Determination of the acid number of aviation fuels—
Combustion Delay Using a Constant Volume Combustion Colour-indicator titration method
Chamber Method IP 365 Crude petroleum and petroleum products—
D7797 Test Method for Determination of the Fatty Acid Determination of density—Oscillating U-tube method
Methyl Esters Content of Aviation Turbine Fuel Using IP 406 Petroleum products—Determination of boiling range
Flow Analysis by Fourier Transform Infrared distribution by gas chromatography
Spectroscopy—Rapid Screening Method IP 423 Determination of particulate contamination in avia-
D7872 Test Method for Determining the Concentration of
tion turbine fuels by laboratory filtration
Pipeline Drag Reducer Additive in Aviation Turbine Fuels
IP 435 Determination of the freezing point of aviation tur-
D7945 Test Method for Determination of Dynamic Viscosity
bine fuels by the automatic phase transition method
and Derived Kinematic Viscosity of Liquids by Constant
IP 436 Determination of aromatic hydrocarbon types in
Pressure Viscometer
aviation fuels and petroleum distillates—High perfor-
D7959 Test Method for Chloride Content Determination of
mance liquid chromatography method with refractive
Aviation Turbine Fuels using Chloride Test Strip
E29 Practice for Using Significant Digits in Test Data to index detection
Determine Conformance with Specifications IP 523 Determination of flash point—Rapid equilibrium
2.2 EI Standards:4 closed cup method
EI 1550 Handbook on equipment used for the maintenance IP 528 Determination for the freezing point of aviation
and delivery of clean aviation fuel turbine fuels—Automatic fibre optic method
EI 1583 Laboratory tests and minimum performance levels IP 529 Determination of the freezing point of aviation tur-
for aviation fuel filter monitors bine fuels—Automatic laser method
EI/JIG 1530 Quality assurance requirements for the IP 540 Determination of the existent gum content of aviation
manufacture, storage and distribution of aviation fuels to turbine fuel—Jet evaporation method
airports IP 564 Determination of the level of cleanliness of aviation
IP 12 Determination of specific energy turbine fuel—Laboratory automatic particle counter
IP 16 Determination of freezing point of aviation fuels— method
Manual method IP 565 Determination of the level of cleanliness of aviation
IP 71 Section 1 Petroleum products—Transparent and turbine fuel—Portable automatic particle counter method
opaque liquids—Determination of kinematic viscosity and IP 577 Determination of the level of cleanliness of aviation
calculation of dynamic viscosity turbine fuel—Automatic particle counter method using
IP 123 Petroleum products—Determination of distillation light extinction
characteristics at atmospheric pressure IP 583 Determination of the fatty acid methyl esters content
IP 154 Petroleum products—Corrosiveness to copper— of aviation turbine fuel using flow analysis by Fourier
Copper strip test transform infrared spectroscopy—Rapid screening
IP 156 Petroleum products and related materials— method
Determination of hydrocarbon types—Fluorescent indica- IP 585 Determination of fatty acid methyl esters (FAME),
tor adsorption method derived from bio-diesel fuel, in aviation turbine fuel—
IP 160 Crude petroleum and liquid petroleum products— GC-MS with selective ion monitoring/scan detection
Laboratory determination of density—Hydrometer method
method IP 590 Determination of fatty acid methyl esters (FAME) in
IP 170 Determination of flash point—Abel closed-cup aviation fuel—HPLC evaporative light scattering detector
method method
IP 216 Particulate contaminant in aviation fuel IP 598 Petroleum products—Determination of the smoke
IP 225 Copper content of aviation turbine fuel point of kerosine, manual and automated method
IP 599 Determination of fatty acid methyl esters (FAME) in
4
Available from Energy Institute, 61 New Cavendish St., London, WIG 7AR, aviation turbine fuel by gas chromatography using heart-
U.K., http://www.energyinst.org.uk. cut and refocusing

3
 D1655 − 18
2.3 API Standards:5 4. General
API 1543 Documentation, Monitoring and Laboratory Test- 4.1 This specification, unless otherwise provided, prescribes
ing of Aviation Fuel During Shipment from Refinery to the required properties of aviation turbine fuel at the time and
Airport place of delivery.
API 1595 Design, Construction, Operation, Maintenance,
and Inspection of Aviation Pre-Airfield Storage Terminals 5. Classification
2.4 Joint Inspection Group Standards:6 5.1 Two types of aviation turbine fuels are provided, as
JIG 1 Aviation Fuel Quality Control & Operating Standards follows:
for Into-Plane Fuelling Services 5.1.1 Jet A and Jet A-1—Relatively high flash point distil-
JIG 2 Aviation Fuel Quality Control & Operating Standards lates of the kerosine type.
for Airport Depots & Hydrants
2.5 ANSI Standard:7 5.2 Jet A and Jet A-1 represent two grades of kerosine fuel
ANSI 863 Report of Test Results that differ in freezing point. Other grades would be suitably
2.6 Other Standards: identified.
Defence Standard (Def Stan) 91-91 Turbine Fuel, Aviation 5.3 This specification previously cited the requirements for
Kerosine Type, Jet A-18 Jet B. Requirements for Jet B fuel now appear in Specification
IATA Guidance Material on Microbiological Contamination D6615.
in Aircraft Fuel Tanks Ref. No: 9680-029
IATA Guidelines for Sodium Chloride Contamination 6. Materials and Manufacture
Troubleshooting and Decontamination of Airframe and 6.1 Aviation turbine fuel is a complex mixture predomi-
Engine Fuel Systems, 2nd Ed., February 19989 nantly composed of hydrocarbons and varies depending on
EN14214 Automotive Fuels—Fatty Acid Methyl Esters crude source and manufacturing process. Consequently, it is
(FAME) for Diesel Engines—Requirements and Test impossible to define the exact composition of Jet A/A-1. This
Methods10 specification has therefore evolved primarily as a performance
Bulletin Number 65 MSEP Protocol11 specification rather than a compositional specification. It is
ATA-103 Standard for Jet Fuel Quality Control at Airports12 acknowledged that this largely relies on accumulated experi-
ICAO 9977 Manual on Civil Aviation Jet Fuel Supply13 ence; therefore the specification limits aviation turbine fuels to
AFRL-RQ-WP-TR-2013-0271 Determination of the Mini- those made from conventional sources or by specifically
mum Use Level of Fuel System Icing Inhibitor (FSII) in approved processes.
JP-8 that will Provide Adequate Icing Inhibition and 6.1.1 Aviation turbine fuel, except as otherwise specified in
Biostatic Protection for Air Force Aircraft14 this specification, shall consist predominantly of refined hydro-
3. Terminology carbons (see Note 1) derived from conventional sources
including crude oil, natural gas liquid condensates, heavy oil,
3.1 Definitions of Terms Specific to This Standard: shale oil, and oil sands. The use of jet fuel blends containing
3.1.1 identified incidental materials, n—chemicals and com- components from other sources is permitted only in accordance
positions that have defined upper content limits in an aviation with Annex A1.
fuel specification but are not approved additives.
NOTE 1—Conventionally refined jet fuel contains trace levels of
3.1.2 metrological method, n—heater tube deposit rating materials that are not hydrocarbons, including oxygenates, organosulfur,
methods employing an optically-based deposit thickness mea- and nitrogenous compounds.
surement and mapping technique described in the Test Method 6.1.2 Fuels used in certified engines and aircraft are ulti-
D3241 annexes. mately approved by the certifying authority subsequent to
formal submission of evidence to the authority as part of the
5
Available from American Petroleum Institute (API), 1220 L. St., NW, type certification program for that aircraft and engine model.
Washington, DC 20005-4070, http://www.api.org.
6
Available from Joint Inspection Group (JIG), http://www.jigonline.com. Additives to be used as supplements to an approved fuel must
7
Available from American National Standards Institute (ANSI), 25 W. 43rd St., also be similarly approved on an individual basis (see X1.2.4
4th Floor, New York, NY 10036. and X1.15.1).
8
Available from Procurement Executive DFS (Air), Ministry of Defence, St.
Giles Court 1, St. Giles High St., London WC2H 8LD. 6.2 Additives—Only additives approved by the aviation
9
Available from International Air Transport Association (IATA), (Head Office) industry (including the aircraft certifying authority) are permit-
800 Place Victoria, PO Box 113, Montreal, H4Z 1M1, Quebec, Canada. www.iata-
online.com.
ted in the fuel on which an aircraft is operated. The additives
10
Available from European Committee for Standardization (CEN), 36 rue de approved for use in Specification D1655 jet fuel are shown in
Stassart, B-1050, Brussels, Belgium, http://www.cenorm.be. Table 2 and may be used within the concentration limits shown
11
Available from Joint Inspection Group (JIG), http://www.jigonline.com. in the table subject to any restrictions described in the table
12
Available from Air Transport Association of America, Inc. (ATA) d/b/a
Airlines for America, 1275 Pennsylvania Ave. NW, Suite 1300, Washington, D.C. footnotes. Where it is necessary to dilute an additive for
20004, http://www.airlines.org. handling purposes, a refined hydrocarbon stream from a
13
Available from International Civil Aviation Organization (ICAO), 999 Uni- refinery, produced in accordance with Materials and Manufac-
versity St., Montreal, Quebec H3C 5H7, Canada, http://www.icao.int.
14
ture requirements of Specification D1655, or a reagent grade
Available from Defense Technical Information Center (DTIC), 8725 John J.
Kingman Rd., Ft. Belvoir, VA 22060-6218, http://www.dtic.mil/dtic, accession (or better) hydrocarbon or hydrocarbon mixture (excluding
number ADA595127. non-hydrocarbons) from a chemical supplier shall be used.

4
 D1655 − 18
Since not all additives and diluents are compatible (for change when dilution is used; additive package content as
example, an additive may drop-out if diluted with alkylate received or active ingredient content as described in Table 2 is
versus reformate), the additive manufacturer should be con- the concentration to be reported.
sulted regarding the preferred diluent. Reporting does not

TABLE 1 Detailed Requirements of Aviation Turbine FuelsA

Property Jet A or Jet A-1 Test MethodsB
COMPOSITION
Acidity, total mg KOH/g max 0.10 D3242/IP 354
1. Aromatics, percent by volume max 25 D1319 or IP 156
2. Aromatics, percent by volume max 26.5 D6379/IP 436
Sulfur, mercaptan,C percent by mass max 0.003 D3227/IP 342
Sulfur, total percent by mass max 0.30 D1266, D2622, D4294, D5453, or IP 336

VOLATILITY
Distillation temperature, °C: D86,D D2887/IP 406,E D7345F , IP 123D
10 % recovered, temperature max 205
50 % recovered, temperature report
90 % recovered, temperature report
Final boiling point, temperature max 300
Distillation residue, % max 1.5
Distillation loss, % max 1.5
Flash point, °C min 38G D56, D93,H D3828,H IP 170H or IP 523H
Density at 15 °C, kg/m3 775 to 840 D1298/IP 160 or D4052 or IP 365

FLUIDITY
Freezing point, °C max −40 Jet AI D5972/IP 435, D7153/IP 529, D7154/IP 528,
or D2386/IP 16
−47 Jet A-1I
Viscosity −20 °C, mm2/sJ max 8.0 D445/IP 71, Section 1,D7042,K or D7945

COMBUSTION
Net heat of combustion, MJ/kg min 42.8L D4529, D3338, D4809, or IP 12
One of the following requirements shall be
met:
(1) Smoke point, mm, or min 25.0 D1322/IP 598
(2) Smoke point, mm, and min 18.0 D1322/IP 598
Naphthalenes, vol, % max 3.0 D1840

CORROSION
Copper strip, 2 h at 100 °C max No. 1 D130/IP 154

THERMAL STABILITY
(2.5 h at control temperature of 260 °C min)
Filter pressure drop, mm Hg max 25 D3241M /IP 323M
Tube rating: One of the following require-
ments shall be met:N
(1) Annex A1 VTR, VTR Color Code Less than 3 (no peacock or abnormal
color deposits)
(2) Annex A2 ITR or Annex A3 ETR, max 85
nm average over area of 2.5 mm2

CONTAMINANTS
Existent gum, mg/100 mL max 7 D381, IP 540
Microseparometer,O Rating D3948
Without electrical conductivity additive min 85
With electrical conductivity additive min 70

ADDITIVES See 6.2

P
Electrical conductivity, pS/m D2624/IP 274
A
For compliance of test results against the requirements of Table 1, see 7.2.
B
The test methods indicated in this table are referred to in Section 11.
C
The mercaptan sulfur determination may be waived if the fuel is considered sweet by the doctor test described in Test Method D4952.
D
D86 and IP 123 distillation of jet fuel is run at Group 4 conditions, except Group 3 condenser temperature is used.
E
D2887/IP 406 results shall be converted to estimated D86 or IP 123 results by application of the correlation in Appendix X4 on Correlation for Jet and Diesel Fuel in Test
Method D2887 or Annex G of IP 406. Distillation residue and loss limits provide control of the distillation process during the use of Test Method D86, and they do not apply
to Test Method D2887/IP 406. Distillation residue and loss shall be reported as “not applicable” (N/A) when reporting D2887 results.
F
Results from Test Method D7345 shall be corrected for relative bias as described in Test Method D7345.
G
A higher minimum flash point specification can be agreed upon between purchaser and supplier.
H
Aviation turbine fuel results obtained by Test Method D93 can be up to 1 °C higher than those obtained by Test Method D56. Results obtained by Test Methods D3828,
IP 170, and IP 523 can be up to 2 °C lower than those obtained by Test Method D56, which is the preferred method. In case of dispute, Test Method D56 shall apply.
I
Other freezing points can be agreed upon between supplier and purchaser.
J
1 mm2/s = 1 cSt.
K
Test Method D7042 results shall be converted to bias-corrected kinematic viscosity results by the application of the correction described in Test Method D7042 for jet
fuel at –20 °C (currently subsection 15.4.4).

5
 D1655 − 18
L
For all grades use either Eq 1 or Table 1 in Test Method D4529 or Eq 2 in Test Method D3338. Calculate and report the net heat of combustion corrected for the sulfur
content when using Test Method D4529 and D3338 empirical test methods. Test Method D4809 can be used as an alternative. In case of dispute, Test Method D4809 shall
be used.
M
D3241/IP 323 Thermal Stability is a critical aviation fuel test, the results of which are used to assess the suitability of jet fuel for aviation operational safety and regulatory
compliance. The integrity of D3241/IP 323 testing requires that heater tubes (test coupons) meet the requirements of D3241 Table 2 and give equivalent D3241 results
to the heater tubes supplied by the original equipment manufacturer (OEM). A test protocol to demonstrate equivalence of heater tubes from other suppliers is on file at
ASTM International Headquarters and can be obtained by requesting Research Report RR:D02-1550. Heater tubes and filter kits, manufactured by the OEM (PAC, 8824
Fallbrook Drive, Houston, TX 77064) were used in the development of the D3241/IP 323 test method. Heater tube and filter kits, manufactured by Falex (Falex Corporation,
1020 Airpark Dr., Sugar Grove, IL, 60554-9585) were demonstrated to give equivalent results (see D3241 for research report references). These historical facts should
not be construed as an endorsement or certification by ASTM International.
N
Tube deposit ratings shall be measured by D3241 Annex A2 ITR or Annex A3 ETR, when available. If the Annex A2 ITR device reports “N/A” for a tube’s volume
measurement, the test shall be a failure and the value reported as >85 nm. Visual rating of the heater tube by the method in D3241 Annex A1 is not required when Annex
A2 ITR or Annex A3 ETR deposit thickness measurements are reported. In case of dispute between results from visual and metrological methods, the referee shall be
considered the Annex A3 ETR method if available, otherwise Annex A2 ITR.
O
At point of manufacture. See X1.13 for guidance concerning the application of microseparometer results in fuel distribution.
P
If electrical conductivity additive is used, the conductivity shall not exceed 600 pS/m at the point of use of the fuel. When electrical conductivity additive is specified by
the purchaser, the conductivity shall be 50 to 600 pS/m under the conditions at point of delivery.
1 pS/m 5 1 3 10212 Ω 21
m 21

TABLE 2 Detailed Information for Additives for Aviation Turbine Fuels

Additive Dosage
Fuel Performance Enhancing Additives
A, B
Antioxidants 24.0 mg/L maxC
One of the following:
2,6 ditertiary-butyl phenol
2,6 ditertiary-butyl-4-methyl phenol
2,4 dimethyl-6-tertiary-butyl-phenol
75 % minimum, 2,6 ditertiary-butyl phenol plus
25 % maximum mixed tertiary and tritertiary butyl-phenols
55 % minimum 2,4 dimethyl-6-tertiary-butyl phenol plus
15 % minimum 2,6 ditertiary-butyl-4-methyl phenol,
remainder as monomethyl and dimethyl tertiary-butyl phenols
72 % minimum 2,4 dimethyl-6-tertiary-butyl phenol plus
28 % maximum monomethyl and dimethyl-tertiary-butyl-phenols

Metal Deactivator (MDA)A

N,N-disalicylidene-1,2-propane diamine
On initial blending 2.0 mg/L maxC, D
After field reblending cumulative concentration 5.7 mg/L max

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

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

One of the following:

AvGuard SDAK, L
On initial blending 3 mg/L max
After field reblending, cumulative concentration 5 mg/L max

Stadis 450L, M
On initial blending 3 mg/L max
After field reblending, cumulative concentration 5 mg/L max

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

concentration is restricted to 2 mg/L max

Leak Detection Additive 1 mg/kg max

Tracer A (LDTA-A)N

Biocidal AdditivesE, O, P
Biobor JFQ
Kathon FP1.5R

Corrosion Inhibitor/Lubricity ImproversS

One of the following:
HiTEC 580T 23 mg/L max
Innospec DCI-4AU 23 mg/L max
Nalco 5403 23 mg/L max
A
The active ingredient of the additive must meet the composition specified.
B
Supporting data have been filed at ASTM International Headquarters and may be obtained by requesting Research Report RR:D02-1125.
C
Active ingredient (not including weight of solvent).

6
 D1655 − 18
D
At the point of manufacture, Metal Deactivator Additive (MDA) may be added to improve thermal oxidative stability subject to the following limitations:
(1) No more than 5 % of the jet fuel batches produced in a 12 month period may be treated with MDA to meet Table 1 thermal oxidative stability requirements (260 °C
test temperature).
(2) The batch of fuel shall pass Table 1 thermal oxidative stability requirements at a test temperature of 245 °C prior to any MDA addition.
(3) The fuel batch after MDA addition (2.0 mg/L maximum MDA) shall pass Table 1 thermal oxidative stability requirements at a test temperature of 275 °C.
(4) The thermal oxidative stability test result at 245 °C prior to MDA addition, the original test result at 260 °C and the test result at 275 °C (post MDA addition) and the
concentration of MDA added shall be reported on the Refinery Certificate of Quality.
Initial addition of more than 2.0 mg/L MDA to jet fuel that meets Table 1 thermal oxidative stability requirements (260 °C test temperature) prior to MDA addition is
permitted when fuel will be transported in supply chains where copper contamination can occur: the maximum cumulative addition in this table still applies.
MDA may be added to jet fuel in the distribution system to recover thermal oxidative stability performance lost during distribution (after refinery release). The Certificate
of Quality shall show the initial thermal oxidative stability test result, the result after the addition of the MDA and the concentration of MDA added.
E
The quantity shall be declared by the fuel supplier and agreed to by the purchaser.
F
The lower FSII concentration limit allowable in Jet Fuel is based on research by the U.S. Air Force as documented in report AFRL-RQ-WP-TR-2013-0271. Some engines
and aircraft as certified require higher minimum concentrations of icing inhibitor than the lower limit in this jet fuel specification. When fueling an aircraft, the fuel should
be additized to the concentration levels specified in the appropriate engine and aircraft manual.
G
DiEGME content can by analyzed by Test Method D5006.
H
DiEGME is not suitable for use in systems that will later use EI 1583 filter monitors, which are commonly used at the point of aircraft fueling. Additional guidance is
provided in EI 1550 Chapter 9.
I
Some aircraft require higher levels than 0.07 % by volume.
J
If electrical conductivity improver is used, the conductivity shall not exceed 600 pS/m at the point of use of the fuel. When electrical conductivity additive is specified by
the purchaser, the conductivity shall be 50 pS ⁄m to 600 pS/m under the conditions at point of delivery. 1 pS/m51310212 Ω 21 m 21
K
AvGuard is a trademark of Afton Chemical Corporation, 500 Spring Street Richmond, VA 23219. Supporting documentation for this additive is found in RR:D02-1861.
L
Electrical conductivity improver content can be analyzed by Test Method D7524.
M
Stadis 450 is a registered trademark marketed by Innospec Inc., Innospec Manufacturing Park, Oil Sites Road, Ellesmere Port, Cheshire, CH65 4EY, UK.
N
Tracer A (LDTA-A) is a registered trademark of Tracer Research Corp., 3755 N. Business Center Dr., Tucson, AZ 85705.
O
Biocidal additives are available for controlled usage. Where such an additive is used in the fuel, the approval status of the additive and associated conditions must be
checked for the specific aircraft and engines to be operated.
P
Refer to the Aircraft Maintenance Manual (AMM) to determined if either biocide is approved for use and for their appropriate use and dosage.
Q
Biobor JF is a registered trademark of Hammonds Technical Services, Inc. 910 Rankin Rd., Houston, TX 77073.
R
KATHON is a trademark of The Dow Chemical Company (“Dow”) or an affiliated company of Dow, 2030 Dow Center, Midland, MI 48674.
S
More information concerning minimum treat rates of corrosion inhibitor/lubricity improver additives is contained in X1.10.2.
T
HiTEC 580 is a trademark of Afton Chemical Corp., 500 Spring St., Richmond, VA 23219.
U
Innospec DCI-4A is available from Innospec Inc., Innospec Manufacturing Park, Oil Sites Road, Ellesmere Port, Cheshire, CH65 4EY, UK.

6.3 Identified Incidental Materials—Table 3 lists specific 6.4 Guidance material is presented in Appendix X2 con-
materials that have an agreed limit, known as Identified cerning the need to control processing additives in jet fuel
Incidental Materials. Specification D1655 does not require that production.
each batch of fuel be analyzed for identified incidental mate-
rials where there is essentially no risk of contamination 7. Detailed Requirements
exceeding Table 3 limits. Where a supplier risk assessment 7.1 The aviation turbine fuel shall conform to the require-
suggests that identified incidental materials could exceed Table ments prescribed in Table 1.
3 limits, jet fuel should be confirmed to comply with Table 3 7.2 Test results shall not exceed the maximum or be less
limits prior to airport supply because airports generally are not than the minimum values specified in Table 1. No allowance
equipped to mitigate identified incidental material content that shall be made for the precision of the test methods. To
exceeds specification limits. Further guidance concerning these determine conformance to the specification requirement, a test
materials is presented in X1.16. result may be rounded to the same number of significant figures
as in Table 1 using Practice E29. Where multiple determina-
tions are made, the average result, rounded in accordance with
Practice E29, shall be used.
TABLE 3 Identified Incidental Materials
Material Permitted Level Test Methods 8. Workmanship, Finish, and Appearance
Fatty Acid Methyl Ester 50 mg/kgB,C D7797/IP 583, IP 585,D 8.1 The aviation turbine fuel specified in this specification
(FAME),A max IP 590, IP 599
shall be visually free of undissolved water, sediment, and
Pipeline Drag Reducing Additive 72 µg ⁄LF D7872 suspended matter. The odor of the fuel shall not be nauseating
(DRA),E max or irritating. If the fuel has an odor similar to that of “rotten
A
For the purpose of meeting this requirement FAME is defined as material egg,” please refer to X1.12.5 for further discussion. No
meeting the limits of EN14214 or Specification D6751. Fatty acid methyl esters
that fail to meet the biodiesel quality standards are not permitted in aviation turbine
substance of known dangerous toxicity under usual conditions
fuel. of handling and use shall be present, except as permitted in this
B
On an emergency basis, up to 100 mg/kg FAME is permitted in jet fuel when specification.
authorized by the airframe and engine manufacturers and managed in compliance
with airframe and engine manufacturer requirements.
C
Subcommittee J intends to evaluate field experience in December 2016 to 9. Sampling
determine if a ballot to increase the FAME content limit to 100 mg/kg is supported
by the absence of significant FAME-related problems.
9.1 Because of the importance of proper sampling proce-
D
Test Method IP 585 shall be the referee method. dures in establishing fuel quality, use the appropriate proce-
E
Active polymer ingredient. dures in Practice D4057 to obtain a representative sample from
F
DRA is not approved as an additive for jet fuel. This level is accepted by approval
authorities as the functional definition of “nil addition.” the batch of fuel for specification compliance testing. This
requirement is met by producing fuel as a discrete batch then

7
 D1655 − 18
testing it for specification compliance. This requirement is not section. In case of dispute, Test Method D86 shall be the
satisfied by averaging online analysis results. referee method (see X1.6.1.1).
9.2 A number of jet fuel properties, including thermal 11.1.3 Flash Point—Test Method D56, D93, D3828, IP 170,
stability, water separation, electrical conductivity, and others, or IP 523. Test Method D56 is the referee method.
are very sensitive to trace contamination, which can originate 11.1.4 Freezing Point—Test Method D5972/IP 435,
from sample containers. For recommended sample containers, D7153/IP 529, D7154/IP 528, or D2386/IP 16. Any of these
refer to Practice D4306. test methods can be used to certify and recertify jet fuel.
However, Test Method D2386/IP 16 is the referee method. An
10. Report interlaboratory study (RR: D02–157215) that evaluated the
10.1 The type and number of reports to ensure conformance ability of freezing point methods to detect jet fuel contamina-
with the requirements of this specification shall be mutually tion by diesel fuel determined that Test Methods D5972/IP 435
agreed upon by the seller and the purchaser of the aviation and D7153/IP 529 provided significantly more consistent
turbine fuel. detection of freezing point changes caused by contamination
than Test Methods D2386/IP 16 and D7154/IP 528. It is
10.2 A suggested form for reporting inspection data on recommended to certify and recertify jet fuel using either Test
aviation turbine fuels is given in Appendix X3 as Fig. X3.1. Method D5972/IP 435 or Test Method D7153/IP 529, or both,
This form is optimized for electronic data entry. on the basis of the reproducibility and cross-contamination
10.3 When Table 1 test results and Table 2 additive addi- detection reported in RR:D02-1572.15 The cause of freezing
tions are reported at the point of batch origination or at full point results outside specification limits by automated methods
certification in a form commonly known as a “Certificate of should be investigated, but such results do not disqualify the
Quality” or “Certificate of Analysis,” at least the following fuel from aviation use if the results from the referee method
should be included: (Test Method D2386/IP 16) are within the specification limit.
10.3.1 The designation of each test method used, 11.1.5 Viscosity—Test Method D445/IP 71 Section 1, or
10.3.2 The limits from Table 1 and Table 2 for each item D7042. Results from Test Method D7042 shall be reported as
reported with units converted as appropriate to those measured bias-corrected kinematic viscosity results by application of the
and reported, and correction in Test Method D7042, relative bias for jet fuel at
10.3.3 The designation of the quality system used by the –20 °C (currently subsection 15.4.4). In case of dispute, Test
reporting test laboratory. If no quality system is used then this Method D445 shall be the referee method.
shall be reported as “None.” 11.1.6 Net Heat of Combustion—Test Method D4529,
10.4 A suggested, nonmandatory form for reporting inspec- D3338, D4809, or IP 12.
tion data in a Certificate of Quality or Analysis format is given 11.1.7 Corrosion (Copper Strip)—Test Method D130/
in Appendix X3 as Fig. X3.2. IP 154.
11.1.8 Total Acidity—Test Method D3242/IP 354.
NOTE 2—This form is appropriate for reporting complete certification 11.1.9 Sulfur—Test Method D1266, D2622, D4294, D5453,
results. A different form (not reproduced here) showing original and retest or IP 336.
results is more appropriate for reporting test results intended to assess if
a specific batch of fuel has changed as it moves through the distribution 11.1.10 Mercaptan Sulfur—Test Method D3227/IP 342.
system. 11.1.11 Water Separation—Test Method D3948.
11.1.12 Existent Gum—Test Method D381 or IP 540. Test
11. Test Methods Method D381, using steam jet operating conditions, shall be
NOTE 3—Where IP test methods are referenced in this specification as the referee test method.
alternatives to ASTM test methods, the following nomenclature is used.
Where test methods are officially jointed, this is denoted as Dxxxx/IP xxx. 11.1.13 Thermal Stability—Test Method D3241/IP 323.
Where test methods are technically equivalent or related but not officially 11.1.14 Aromatics—Test Method D1319, IP 156, or
jointed, this is denoted as Dxxxx or IP xxx. D6379/IP 436. Test Method D1319 shall be the referee test
11.1 Determine the requirements enumerated in this speci- method.
fication in accordance with the following ASTM test methods. 11.1.15 Smoke Point—Test Method D1322/IP 598.
11.1.1 Density—Test Method D1298/IP 160 or D4052 or IP 11.1.16 Naphthalene Content—Test Method D1840.
365. 11.1.17 Electrical Conductivity—Test Method D2624/
11.1.2 Distillation—Test Method D86 or IP 123. For Jet A IP 274.
and Jet A-1, Test Methods D2887/IP 406 and D7345 may be
12. Keywords
used as an alternative. Results from Test Method D2887 shall
be reported as estimated D86 results by application of the 12.1 aviation turbine fuel; avtur; Jet A; Jet A-1; jet fuel;
correlation in Appendix X4 on Correlation for Jet and Diesel turbine fuel
Fuel in Test Method D2887/IP 406. Results from Test Method
D7345 shall be corrected for bias by applying the GRP4 15
Supporting data have been filed at ASTM International Headquarters and may
corrections in the Test Method D7345 Precision and Bias be obtained by requesting Research Report RR:D02-1572.

8
 D1655 − 18
ANNEX

(Mandatory Information)

A1. FUELS FROM NON-CONVENTIONAL SOURCES

A1.1 Introduction blends that are compositionally similar to the refined fuels
A1.1.1 Jet fuel has contained synthesized hydrocarbons generated to Specification D1655 and can be controlled thereby
since the inception of Specification D1655. However, these in the distribution system. Aviation turbine fuels with synthetic
synthesized materials are generated from petroleum, oil sand or components produced in accordance with Specification D7566
shale derived feedstocks in the refinery and exhibit properties meet the requirements of Specification D1655. Specification
substantially similar to historically refined kerosine. The fuel D7566 does not yet include all fuels from non-conventional
property requirements defined in Specification D1655, Table 1 sources, so as an interim solution, it has been deemed neces-
are batch-to-batch quality control tests which historically have sary to recognize, on an individual basis, fuels from non-
provided fit-for-purpose jet fuel but assume that the jet fuel has conventional sources whose performance complies with the
a composition that is substantially similar to historical compo- intent of this specification and that have been approved by a
sitions. There is no basis to assume that fuels having novel coordinated specification authority.
compositions provide fit-for-purpose performance in current A1.2 Acceptable Fuels from Non-Conventional Sources
aviation hardware even if they appear to satisfy Specification
D1655, Table 1 requirements. While the use of synthesized A1.2.1 The SASOL semi-synthetic fuel, a blend of conven-
hydrocarbons is known and an acceptable practice, the use of tionally produced kerosine and a synthetic Iso-Paraffinic Kero-
synthesized hydrocarbons from new sources requires specific sine by itself or as combined with SASOL heavy naphtha #1
guidance that is currently outside the scope of Specification and specified in Defence Standard (Def Stan) 91-91, is recog-
D1655. This guidance is found in Specification D7566. nized as meeting the requirements of Specification D1655.
A1.1.2 Specification D7566 was developed by Subcommit- A1.2.2 The SASOL fully synthetic fuel, a blend of up to five
tee D02.J0 to provide control for jet fuel produced with synthetic streams, specified in D.4.3 of Defence Standard (Def
non-petroleum, non-shale, non-oil sands derived synthesized Stan) 91-91, is recognized as meeting the requirements of
components. This specification guides the preparation of fuel Specification D1655.

9
 D1655 − 18

APPENDIXES

(Nonmandatory Information)

X1. PERFORMANCE CHARACTERISTICS OF AVIATION TURBINE FUELS

X1.1 Introduction requirements of these vehicles, engines, or aircraft that are

X1.1.1 This appendix describes the performance character- outside the scope of this specification.
istics of aviation turbine fuels. A more detailed discussion of X1.2.2 The safe and economical operation of aircraft re-
the individual test methods and their significance is found in quires fuel that is essentially clean and dry and free of any
ASTM Manual No. 1.16 Additional information on aviation contamination prior to use. It is possible to measure a number
turbine fuel and its properties is found in ASTM’s MNL 37, of jet fuel characteristics related to quality.
Fuels and Lubricants Handbook: Technology, Properties,
Performance, and Testing17 and the Handbook of Aviation Fuel X1.2.3 The significance of standard tests for fuel properties
Properties.18 may be summarized for convenience in terms of the technical
relationships with performance characteristics as shown in
X1.2 Significance and Use Table X1.1.
X1.2.1 Requests to modify Specification D1655 to support X1.2.4 The acceptability of additives for use must ulti-
applications that are not within the stated scope of this mately be determined by the engine and aircraft type certificate
specification, such as unique gas turbine engine designs not holder and must be approved by his certifying authority. In the
used in civil applications (for example, military aircraft), diesel United States of America, the certifying authority is the Federal
engines (either in ground vehicles or aircraft), or other novel
Aviation Administration.
engine or vehicle designs, are considered when the proposed
changes do not conflict with or further burden the primary
X1.3 Thermal Stability
purpose of supporting aircraft and engines utilized in civil
aviation. Conversely, requests to modify Specification D1655 X1.3.1 Stability to oxidation and polymerization at the
to better support civil aviation cannot be contingent upon the operating temperatures encountered in certain jet aircraft is an
important performance requirement. The thermal stability mea-
16
surements are related to the amount of deposits formed in the
Manual on Significance of Tests for Petroleum Products , MNL 1, ASTM
International, 2003.
engine fuel system on heating the fuel in a jet aircraft.
17
MNL 37, Fuels and Lubricants Handbook: Technology, Properties, Commercial jet fuels should be thermally stable at a fuel
Performance, and Testing, Eds., Totten, George E., Westbrook, Steven R., and Shah, temperature as high as 163 °C (325 °F). Such fuels have been
Rajesh J., ASTM International, W. Conshohocken, PA, 2003. demonstrated to have inherent storage stability with respect to
18
Handbook of Aviation Fuel Properties, Fourth Edition (2014), CRC Report
663, Coordinating Research Council, Atlanta, GA, 30022. gum formation.

TABLE X1.1 Performance Characteristics of Aviation Turbine Fuels

Performance Characteristics Test Method Sections
Engine fuel system deposits and coke Thermal stability X1.3
Combustion properties Smoke point X1.4.2.1
Aromatics X1.4.2.2
Percent naphthalenes X1.4.2.3
Fuel metering and aircraft range Density X1.5.1
Net heat of combustion X1.5.2
Fuel atomization Distillation X1.6.1
Viscosity X1.6.2
Fluidity at low temperature Freezing point X1.7.1
Compatibility with elastomer and the metals in the fuel Mercaptan sulfur X1.8.1
system and turbine Sulfur X1.8.2
Copper strip corrosion X1.8.3
Acidity X1.8.4
Fuel storage stability Existent gum X1.9.1
Fuel handling Flash point X1.11.1
Static Electricity X1.11.2
Water separation characteristics X1.13.2
Free water and particulate contamination X1.12.3
Particulate matter X1.12.4
Membrane color ratings X1.12.4.1
Undissolved water X1.12.2
Chloride contamination X1.12.6
Fuel lubricating ability (lubricity) Fuel lubricity X1.10
Miscellaneous Additives X1.15.1
Sample containers X1.15.3

10
 D1655 − 18
X1.3.2 In 1973, Test Method D3241/IP 323 replaced in aircraft turbine fuels to about 1 % or less. Aromatics
Method of Test D1660, known as the ASTM Coker, for the generally have the least desirable combustion characteristics
determination of oxidative thermal stability on the basis of a for aircraft turbine fuel. In aircraft turbines they tend to burn
correlation study (see CRC Report 450, dated 1969 as revised with a smoky flame and release a greater proportion of their
1972 and Bert and Painter’s SAE paper 73038519) that con- chemical energy as undesirable thermal radiation than the other
cluded Test Method D3241 at 245 °C gave equivalent results to hydrocarbons. Naphthalenes or bicyclic aromatics produce
D1660 at specified test conditions. Specification D1655 man- more soot, smoke, and thermal radiation than monocyclic
dated Test Method D3241 testing at 260 °C (versus 245 °C) to aromatics and are, therefore, the least desirable hydrocarbon
incorporate a safety margin to cover the scatter around the class for aircraft jet fuel use. All of the following measure-
best-fit correlation of the methods. Today, a single pass/fail run ments are influenced by the hydrocarbon composition of the
with the tube temperature controlled at 260 °C is used to ensure fuel and, therefore, pertain to combustion quality: smoke point,
compliance with the specification minimum requirements. percent naphthalenes, and percent aromatics.20
(Passing performance in Test Method D3241 testing at 260 °C X1.4.2.1 Smoke Point—This method provides an indication
is the engineering design basis for current commercial en- of the relative smoke-producing properties of jet fuels and is
gines.) For a more complete characterization of a fuel’s related to the hydrocarbon-type composition of such fuels.
thermal stability, a breakpoint can be obtained. The breakpoint Generally, the more highly aromatic the jet fuel, the more
is the highest tube temperature at which the fuel still passes the smoky the flame. A high smoke point indicates a fuel of low
specification requirements of tube deposit color and pressure smoke-producing tendency.
differential. Normally, obtaining a breakpoint requires two or X1.4.2.2 Aromatics—The combustion of highly aromatic jet
more runs at differing tube temperatures. Breakpoints are fuels generally results in smoke and carbon or soot deposition,
therefore not used for quality control, but they serve mostly for and it is therefore desirable to limit the total aromatic content
research purposes. as well as the naphthalenes in jet fuels.
X1.3.3 Metal deactivator additive (MDA) may be added to X1.4.2.3 Percent Naphthalenes—This method covers mea-
fuel to counteract the effects of metals known to be deleterious surement of the total concentration of naphthalene,
to thermal stability, such as copper, cadmium, iron, cobalt, and acenaphthene, and alkylated derivatives of these hydrocarbons
zinc. Where metallic contamination is unproven, such as in in jet fuels containing no more than 5 % of such compounds
recovery from processing upsets, MDA may be used to and having boiling points below 600 °F (316 °C).
improve thermal stability. Thermal oxidative stability testing at
X1.5 Fuel Metering and Aircraft Range
time of manufacture is required to pass at 245 °C prior to MDA
addition to ensure a base level of fuel quality. This is consistent X1.5.1 Density—Density is a property of a fluid and is of
with the results from a nozzle fouling study conducted by the significance in metering flow and in mass-volume relationships
CRC (see CRC Report AV-6-06, “Metal Deactivator Additive for most commercial transactions. It is particularly useful in
(MDA) Impacts on Thermal Stability”) that concluded with the empirical assessments of heating value when used with other
recommendation: “Based on these results the CRC MDA Task parameters, such as aniline point or distillation. A low density
Group recommends a modest allowance of 15 °C for the use of may indicate low heating value per unit volume.
MDA where copper is not detected.” See also X1.15.1 for X1.5.2 Net Heat of Combustion—The design of aircraft and
guidance concerning MDA. engines is based on the convertibility of heat into mechanical
energy. The net heat of combustion provides a knowledge of
X1.4 Combustion
the amount of energy obtainable from a given fuel for the
X1.4.1 Jet fuels are continuously burned in a combustion performance of useful work; in this instance, power. Aircraft
chamber by injection of liquid fuel into the rapidly flowing design and operation are dependent upon the availability of a
stream of hot air. The fuel is vaporized and burned at near certain predetermined minimum amount of energy as heat.
stoichiometric conditions in a primary zone. The hot gases Consequently, a reduction in heat energy below this minimum
produced are continuously diluted with excess air to lower their is accompanied by an increase in fuel consumption with
temperature to a safe operating level for the turbine. Fuel corresponding loss of range. Therefore, a minimum net heat of
combustion characteristics relating to soot formation are em- combustion requirement is incorporated in this specification.
phasized by current specification test methods. Other fuel The determination of net heat of combustion is time consuming
combustion characteristics not covered in current specifications and difficult to conduct accurately. This led to the development
are burning efficiency and flame-out. and use of the aniline point and density relationship to estimate
X1.4.2 In general, paraffin hydrocarbons offer the most the heat of combustion of the fuel. This relationship is used
desirable combustion cleanliness characteristics for jet fuels. along with the sulfur content of the fuel to obtain the net heat
Naphthenes are the next most desirable hydrocarbons for this of combustion by Test Method D4529 for the purposes of this
use. Although olefins generally have good combustion specification. An alternative calculation, Test Method D3338,
characteristics, their poor gum stability usually limits their use
20
A task force studied the possible use of hydrogen content as an alternative to
19
Bert, J. A., and Painter, L., “A New Fuel Thermal Stability Test (A Summary aromatics content. Supporting data (a report of these studies completed in 1989)
of Coordinating Research Council Activity),” SAE Paper 730385, Society of have been filed at ASTM International Headquarters and may be obtained by
Automotive Engineers, Warrendale, PA, 1973. requesting Research Report RR:D02-1258.

11
 D1655 − 18
is based on correlations of aromatics content, gravity, volatility, delivered to these engines to have a 12 mm2/s maximum
and sulfur content. This method may be preferred at refineries viscosity, and on how this could be accomplished (for example,
where all these values are normally obtained and the necessity through fuel specification changes, airframe or APU design
to obtain the aniline point is avoided. The direct measurement changes, or operational changes).
method, Test Method D4809 or IP 12, is normally used only as X1.6.2.3 Test Method D7945 includes a procedure for
a referee method in cases of dispute. assessing the temperature at which the fuel viscosity reaches
12 cSt.
X1.6 Fuel Atomization
X1.7 Fluidity at Low Temperatures
X1.6.1 Distillation—The fuel volatility and ease of vapor-
ization at different temperatures are determined by distillation. X1.7.1 Freezing Point—The freezing point is particularly
The 10 % distilled temperatures are limited to ensure easy important and must be sufficiently low to preclude interference
starting. The Final Boiling Point limit excludes heavier frac- with flow of fuel through filter screens to the engine at
tions that would be difficult to vaporize. temperatures prevailing at high altitudes. The temperature of
X1.6.1.1 Test Method D86 or IP 123 is the referee method fuel in an aircraft tank decreases as the outside temperature
for measuring distillation properties; Test Methods D2887/IP decreases. The minimum temperature experienced during a
406 and D7345 are approved as alternative methods. Results flight depends mostly on the outside air temperature, flight
from Test Method D7345 shall be corrected for relative bias by duration, and aircraft speed. For example, long duration flights
applying the GRP4 corrections in the Test Method D7345 would require fuel of lower freezing point than would short
Precision and Bias section. Test Method D86 or IP 123 and Test duration flights.
Method D2887/IP 406 do not give the same numerical results. X1.7.1.1 The manual freezing point method, Test Method
Test Method D2887/IP 406 always starts at a lower temperature D2386/IP 16, has a long history of providing results sufficient
and ends at a higher temperature than Test Method D86 or IP to support safe aviation operations, so it is designated the
123 because Test Method D2887/IP 406 gives true boiling referee method. As shown by the results in RR:D02-157215,
point distribution (similar to Test Method D2892), as opposed automated methods often provide greater precision in deter-
to Test Method D86 or IP 123, which is a low efficiency mining freezing point and more sensitivity to cross-product
distillation. To avoid confusion, it is required that Test Method contamination than the manual method, so their use is recom-
D2887/IP 406 results be reported as estimated D86 or IP 123 mended in certifying and recertifying jet fuel. Recent experi-
results by applying the correlation in Appendix X4 of Test ence has shown, however, that automated methods sometimes
Method D2887 or Annex G of IP 406. give unreliable freezing points or freezing points significantly
X1.6.1.2 Caution should be used when using distillation warmer than the manual method. In such cases, in the absence
properties to estimate other fuel properties. A correlation of cross-product contamination, the fuel may be certified/
equation giving a quantitative estimate of a fuel property based recertified by the manual method.
on Test Method D86 or IP 123 data should not be used with X1.7.1.2 Because of the advantages of automated freezing
unconverted Test Method D2887/IP 406 results without vali- point methods, many laboratories no longer run the manual
dation. Further, Test Method D2887/IP 406 results converted freezing point method on a routine basis. It is recommended,
into a form compatible with Test Method D86 or IP 123 might when requesting manual freezing point measurements, that
not be suitable for some property correlations because of the requestors ensure that the method is being conducted properly.
accumulation of errors from each correlation step. NOTE X1.1—Absence of cross-product contamination is intended to set
an expectation that the possibility and ramifications of cross-product
X1.6.2 Viscosity—The viscosity of a fuel is closely related contamination are considered before the fuel is released, hence this
to pumpability over the temperature range and consistency of decision should not be made solely on the manual freezing point result.
fuel nozzle spray patterns. The ability of fuel to lubricate a
pump can also be related to the viscosity. X1.8 Compatibility with Elastomer and the Metals in the
X1.6.2.1 Some engine and auxiliary power unit (APU) Fuel System and Turbine
manufacturers specify a maximum viscosity of 12 mm2/s to X1.8.1 Mercaptan Sulfur—Mercaptans are known to be
ensure satisfactory low temperature operation. Aviation turbine reactive with certain elastomers. A limitation in mercaptan
fuel viscosity can exceed 12 mm2/s as the fuel temperature content is specified to preclude such reactions and to minimize
approaches the specification freezing point maximum when the the unpleasant mercaptan odor.
viscosity at –20 °C exceeds 5.5 mm2/s for Jet A (–40 °C X1.8.2 Sulfur—Control of sulfur content is significant for
freezing point) or 4.5 mm2/s for Jet A-1 (–47 °C freezing jet fuels because the sulfur oxides formed during combustion
point). Most commercially available jet fuels have viscosities may be corrosive to turbine metal parts.
at –20 °C below these values.
X1.6.2.2 Some small propulsion engines and APUs do not X1.8.3 Copper Strip Corrosion—A requirement that jet fuel
have inlet fuel-oil heat exchangers to warm the fuel and lower must pass the copper strip test ensures that the fuel will not
the viscosity. This can potentially impact certain aircraft corrode copper or any copper-base alloys in various parts of the
operation such as limiting the low temperature start envelope, fuel system.
which could impact Extended Twin Operations (ETOPS). X1.8.4 Total Acidity—Some petroleum products are treated
While there are no known field problems at this time, there with mineral acid or caustic, or both, as part of the refining
needs to be further discussion on the need for all the fuel being procedure. Any residual mineral acid or caustic is undesirable.

12
 D1655 − 18
Neither impurity is likely to be present. However, a determi- the air frame manufacturer can advise precautionary measures,
nation of acidity confirms this when inspecting new or unused such as the use of an approved lubricity additive to enhance the
fuel. It also measures organic acids if present. lubricity of the fuel.
X1.10.4 Test Method D5001 (BOCLE) is a test for assess-
X1.9 Fuel Storage Stability ing fuel lubricity where lower lubricity fuels give larger
X1.9.1 Existent Gum—Gum is a nonvolatile residue left on BOCLE wear scar diameters. BOCLE is used for in-service
evaporation of fuel. Steam or air is used as an evaporating trouble shooting, lubricity additive evaluation, and in the
agent for fuels that are to be used in aircraft equipped with monitoring of low lubricity test fluid during endurance testing
turbine engines. The amount of gum present is an indication of of equipment. However, because the BOCLE may not accu-
the condition of the fuel at the time of test only. Large rately model all types of wear that cause in-service problems,
quantities of gum are indicative of contamination of fuel by other methods may be developed to better simulate the type of
higher boiling oils or particulate matter and generally reflect wear most commonly found in the field.
poor fuel handling practices. X1.10.5 Regulations are requiring increased production and
distribution of ultralow sulfur diesel fuel (15 ppm maximum
X1.10 Fuel Lubricity sulfur content). Diesel fuels are desulfurized to these low levels
by severe hydroprocessing, sometimes resulting in very low
X1.10.1 Aircraft/engine fuel system components and fuel
lubricity fuels. Jet fuel lubricity may be impacted by the
control units rely on the fuel to lubricate their sliding parts. The
increased use of low sulfur diesel fuel, because batches of jet
effectiveness of a jet fuel as a lubricant in such equipment is
fuel may be made to these ultralow sulfur levels to maintain
referred to as its lubricity. Differences in fuel system compo- efficient production and distribution.
nent design and materials result in varying degrees of equip-
ment sensitivity to fuel lubricity. Similarly, jet fuels vary in X1.11 Fuel Handling
their level of lubricity. In-service problems experienced have X1.11.1 Flash Point—The flash point is an indication of the
ranged in severity from reductions in pump flow to unexpected maximum temperature for fuel handling and storage without
mechanical failure leading to in-flight engine shutdown. serious fire hazard. The shipment, storage, and handling
X1.10.2 The chemical and physical properties of jet fuel precautions regulated by municipal, state, or federal laws and
cause it to be a relatively poor lubricating material under high insurance requirements are a function of the flash point for the
temperature and high load conditions. Severe hydroprocessing particular fuel being utilized.
removes trace components resulting in fuels that tend to have X1.11.2 Static Electricity—The generation and dissipation
lower lubricity than straight-run or wet-treated fuels. Corrosion of static electricity can create problems in the handling of
inhibitor/lubricity improver additives (see Table 2) are rou- aviation fuels. Electrical conductivity additives can be added to
tinely used to improve the lubricity of military fuels and may dissipate charge more rapidly. This is most effective when the
be used in civil fuels. These additives vary in efficacy and may fuel conductivity is in the range from 50 to 600 pS/m. Studies
be depleted by adsorption on tank and pipe surfaces, so treat have shown that when fuels treated with conductivity additive
rates should be set with care. Because of their polar nature, are commingled with non-additized fuel resulting in a low
these additives can have adverse effects on fuel filtration conductivity fuel, that fuel blend does not exhibit unusual static
systems and on fuel water separation characteristics. For this behavior. For more information on this subject, see Guide
reason, it is preferable to avoid adding more of these additives D4865.
than needed. When adequate jet fuel lubricity performance is
X1.12 Fuel Cleanliness and Contamination
achieved solely by additive use (without BOCLE testing or
commingling with higher lubricity fuels), the additive concen- X1.12.1 Introduction:
tration should be used at no less than its Minimum Effective X1.12.1.1 Unlike most other fuel properties, fuel cleanli-
Concentration (MEC) from the military Qualified Products List ness is dynamic; constantly changing during transportation and
(QPL-25017). These levels are: distribution. Jet fuel should be maintained in as clean a
CI/LI Additive MEC
condition as possible right up to and in airport storage to ensure
HiTEC 580 15 g/m3 that possible failures of individual filtration components will
Innospec DCI-4A 9 g/m3 not result in an unsafe condition. Airport control of cleanliness
Nalco 5403 12 g/m3
should be such as to ensure that only fuel relatively absent of
X1.10.3 Most modern aircraft fuel system components have free water and solid particulates is delivered into aircraft.
been designed to operate on low lubricity fuel (Test Method X1.12.1.2 The cleanliness of aviation turbine fuel is an
D5001 (BOCLE) wear scar diameter up to 0.85 mm). Other essential performance requirement. Cleanliness requires the
aircraft may have fuel system components that are more relative absence of free water and solid particulates. Water or
sensitive to fuel lubricity. Because low lubricity fuels are dirt contamination, or both, in fuel onboard an aircraft repre-
commingled with high lubricity fuels in most distribution sents a threat to flight safety and can cause long–term problems
systems, the resultant fuels no longer have low lubricity. in areas such as wear, corrosion, and plugging of filters and
However, problems have occurred when severely hydropro- other narrow tolerance parts.
cessed fuel from a single source was the primary supply for X1.12.1.3 The cleanliness of aviation turbine fuel is pro-
sensitive aircraft. Where there are concerns about fuel lubricity, tected in part by allowing time for dirt and water to settle

13
 D1655 − 18
during fuel distribution and by the routine use of effective microorganisms. These techniques include nutrient/growth
filtration that removes both dirt and water. Generally the fuel media, bioluminescence and immunoassay. As a result of
handling system filters the fuel several times between manu- uncontrolled microbial growth, structural components that
facture and use with the final filtration occurring as the fuel is make up the aviation fuel storage and distribution network such
loaded onto an aircraft. as product pipeline, tankers, storage tanks and airport fueling
X1.12.2 Undissolved Water—The test method for undis- hydrant systems can experience accelerated forms of corrosion
solved water provides a quantitative means for measuring the thereby compromising the integrity and operation of the fuel
amount of undissolved or free water in flowing fuel streams network as well as acting as a conduit to introduce microor-
without exposing the sample to the atmosphere or to a sample ganisms into aircraft fuel systems.
container. It also provides a means for checking the perfor- X1.12.5.2 Once microorganisms have established a pres-
mance of fuel filter-separators. Test Method D3240 describes ence in an aircraft fuel system a variety of operational and
this test method. maintenance issues can occur that could affect the safe and
economic operation of the aircraft. For example, uncontrolled
X1.12.3 Free Water and Particulate Contamination in Dis- microbial contamination can lead to the corrosion of metallic
tillate Fuels (Clear and Bright Pass/Fail Procedures)—The structures such as wing tanks; degradation of protective
procedures in Test Method D4176 provide rapid but nonquan- coatings, alloys, and electrical insulation; erratic readings in
titative methods for detecting contamination in a distillate fuel. the Fuel Quantity Indication System (FQIS); blocking of the
Other following methods permit quantitative determinations. scavenge systems; and blocking of engine fuel filters. The two
X1.12.4 Particulate Matter—The presence of adventitious biocide additives that are generally approved for use by the
solid particulate contaminants such as dirt and rust may be airframe and engine manufacturers are Biobor JF21 and KA-
detected by filtration of the jet fuel through membrane filters THON.22 These biocide additives may be used in aviation fuel
under prescribed conditions. Test Methods D2276/IP 216 and only in accordance with local regulations, aircraft engine
D5452/IP 423 describe a suitable technique. guidelines and airframe manufacturer guidelines. The ultimate
X1.12.4.1 Membrane Color Ratings—Filtering the fuel user shall be informed and agree to the presence of biocide
through a membrane and rating the color of the deposits against additive in their jet fuel supply. Consult with the appropriate
a standard color scale offers a qualitative assessment of Aircraft Maintenance Manual (AMM) for instructions.
particulate contaminant levels in fuels or of changes in fuel X1.12.5.3 Guide D6469 provides individuals with a limited
contaminant levels at a particular location. Appendix XI on background in microbiology an understanding of the
Filter Membrane Color Ratings for Fuels of Test Method occurrence, symptoms, and consequences of chronic microbial
D2276 or Annex B of IP 216 describes a suitable technique. contamination. The guide also suggests means for detection
X1.12.4.2 Automatic Particle Counter—The test methods and remediation of microbial contamination in fuels and fuel
provide a means for measuring the quantity and size distribu- systems. IATA Guidance Material on Microbiological Con-
tion of solid particulate and free water droplet contaminants in tamination in Aircraft Fuel Tanks also provides guidance for
jet fuel. Chemical additives can be used to eliminate free water determining the potential source, detection and remediation of
droplets from being counted as particulates. Test Methods the potential microbial contamination.
D7619, IP 564, IP 565, and IP 577 describe suitable techniques. X1.12.6 Chloride Contamination—Chloride present in avia-
X1.12.5 Microbial Contamination—Uncontrolled microbial tion turbine fuel can originate from refinery salt drier carryover
contamination in fuel systems can cause or contribute to a or seawater contamination (for example, product transferred by
variety of problems including corrosion, odor, filter plugging, marine vessel). Elevated chloride levels (for example,
decreased stability, and deterioration of fuel/water separation 11 900 ppm to 21 900 ppm in the form of NaCl) in wing tank
characteristics. In addition to system component damage, water bottoms have caused corrosive wear of aircraft fuel
off-specification fuel can result. control systems leading to engine failure as documented in
IATA Guidelines for Sodium Chloride Contamination Trouble-
X1.12.5.1 Microorganisms (that is, bacteria, yeast, and
shooting and Decontamination of Airframe and Engine Fuel
mold) that have become established in a fuel system can
Systems. The IATA report states that jet fuel with water
present the fuel manufacturer, distributor, or user with a unique
bottoms containing less than 500 ppm NaCl “…appears to have
set of operational and maintenance challenges. Unlike inani-
no detrimental operating effects to the systems.” (Units of
mate material such as dirt, rust, or chemicals, microorganisms
“ppm” are used in the IATA report with no indication as to
are living organisms that are ubiquitous in the environment,
whether this concentration was determined on a mass or
can reproduce from a single cell into a great number (>109) of
volume basis.) Due to the rigorous housekeeping procedures
cells, are transported during fuel movement, need only small
utilized by petroleum distribution systems, a water bottom
amounts of water to remain viable and utilize aviation fuel as
sample is often not available for analysis. Australian Defence
a food source. Gross evidence of the presence of microbial
Standard Def (Aust) 5240B, Amendment 1, April 1990 (now
contamination can include suspended matter in the fuel or at
the fuel water interface and/or the smell of “rotten egg” which
is due to the presence of hydrogen sulfide a typical metabolite 21
Biobor JF is a registered trademark of Hammonds Technical Services, Inc. 910
of sulfate reducing bacteria. There are a number of semi-
Rankin Rd., Houston, TX 77073.
quantitative and quantitative techniques available when gross 22
KATHON is a trademark of The Dow Chemical Company (“Dow”) or an
observation proves inconclusive to rule out the presence of affiliated company of Dow, 2030 Dow Center, Midland, MI 48674.

14
 D1655 − 18
withdrawn) specified that jet fuel have less than 0.15 mg ⁄L X1.13.2.2 Water Separation Characteristics at Points
chloride calculated as NaCl. When calculated as chloride alone Downstream—Results of downstream Test Method D3948 or
this value becomes 0.09 mg ⁄L. However the background for D7224 testing are not to be used as the sole reason for rejection
this Def (Aust) requirement has been lost. Test Method D7959 of fuel, but they can indicate a mandatory need for further
provides a rapid means of determining chloride content in diligent investigation or remedial action, or both, such as
aviation turbine fuel. The test method is a relatively inexpen- passing the fuel through a clay adsorption unit to remove
sive methodology to determine chloride content using widely surfactants. (A protocol giving guidelines on possible actions
available laboratory equipment. As jet fuel cools at altitude, to be taken following failed microseparometer testing can be
free water will separate, which will promote the settling of any found in the Joint Inspection Group’s Bulletin Number 65
emulsified brine and most likely solubilize any inorganic under “product specifications.”) However, the fuel may be
chloride crystals present in the fuel. The amount of free water rejected in the absence of satisfactory Test Method D3948 or
that separates and resulting chloride concentration of that water D7224 testing results if no documented evidence is presented
depends on several factors (for example, water content of the that a detailed investigation was carried out or if it is uncertain
jet fuel, chloride present in the jet fuel, and temperature). The that the fuel will be free of excess water and dirt when
maximum permissible chloride content in jet fuel is under delivered into aircraft.
investigation within industry. If elevated chloride content is X1.13.2.3 Water Separation Assessment—Because distribu-
detected in the fuel, subsequent trace metals analysis could tion systems can be complex and employ a variety of methods
help identify the chloride origin (that is, refinery salt drier of transporting the fuel, sampling points and methodologies
carryover or seawater contamination). Salt driers predomi- should be established as a result of a technical assessment
nately use NaCl or a combination of NaCl and CaCl2. MgCl2 designed to ensure that fuel cleanliness is maintained through-
is prominent in seawater but rarely (if ever) used in salt driers. out the system to the point of delivery into aircraft. Since
transport systems vary in their basic nature, for example, a
X1.13 Surfactants multi-product pipeline versus a dedicated pipeline, and also in
X1.13.1 A key element in preventing contamination is to their detailed operating conditions, the parties assuming cus-
minimize or eliminate surfactants, which can compromise the tody of the fuel should evaluate their particular systems and
ability of fuel handling systems to remove dirt and water. For establish suitable testing requirements.
example, surfactants can reduce the particle size of suspended
solid and water droplets, which slows removal by settling. X1.14 Cleanliness at Time of Fuel Custody Transfer at
Surfactants can disperse dirt and water so finely that they pass Airport
through filters. Surfactants can adsorb on the surfaces of X1.14.1 Airport fueling is the most critical location for
filter/coalescers interfering with water removal. Surfactants controlling dirt and water cleanliness. Into-airport storage is
can also lift rust from surfaces, thus increasing the solids level thus an important point for controlling surfactant contamina-
in the fuel. tion so as to protect out-of-storage and into-plane dirt and
X1.13.2 Water Separation Characteristics—The ease of water filtration.
coalescence of water from fuels as influenced by surface active
agents (surfactants) is assessed by Test Method D3948 or X1.15 Miscellaneous
D7224, which are designed to be used as a field or laboratory X1.15.1 Additives—Antioxidants and metal deactivator ad-
method. A high rating suggests a fuel free of surfactants; a low ditive (MDA) are used to prevent the formation of oxidation
rating indicates that surfactants are present. Surfactants, which deposits in aircraft engine fuel systems, to counteract the
may be contaminants or deliberately added materials, may catalytic effects of active metals (see X1.3.3) in fuel systems,
gradually disarm filter coalescers, allowing fine water droplets and to improve the oxidation stability of fuels in storage. Note
and particulate contaminants to pass separators in ground that fuel containing MDA has been shown to promote the
handling equipment. High microseparometer rating results dissolution of copper and can exacerbate thermal stability
support the expectation that filters/coalescers will remove dirt problems. Other additives are available to inhibit the corrosion
and water. (The water removal performance of filter monitors of steel in fuel systems, to improve the fuel lubricity, to
is believed to be insensitive to surfactants.) increase the electrical conductivity of fuel, to combat micro-
X1.13.2.1 Water Separation Characteristics at Point of biological organisms, to prevent the formation of ice in fuel
Manufacture—The presence of surfactants in aviation turbine systems containing water, and to assist in detecting leaks in
fuel specified by Specification D1655 is controlled at the point fuel storage, delivery, and dispensing systems. The chemical
of manufacture by the Test Method D3948 performance names or registered trade names of approved additives and the
requirement listed in Table 1. To determine if surfactant maximum quantities permitted are shown in the specifications.
contamination occurs during transportation the fuel should also X1.15.1.1 Fuel System Icing Inhibitor, diethylene glycol
be tested downstream of the point of manufacture as appropri- monomethyl ether (DiEGME) conforming to the requirements
ate. shown in Specification D4171, Type III, may be used in

15
 D1655 − 18
concentrations of 0.07 % to 0.15 % by volume. Test Method X1.16 Identified Incidental Materials
D5006 can be used to determine the concentration of DiEGME
X1.16.1 Identified incidental materials are chemicals and
in aviation fuels.
compositions that have defined upper content limits in aviation
X1.15.2 Leak Detection Additive—Addition of leak detec- fuel but are not approved additives (see Table 2). Identified
tion additive, Tracer A approved in Table 2, should be added to incidental materials can occur in turbine fuel as a result of
the fuel in accordance with the Tracer Tight23 methodology. production, processing, distribution or storage (see Table 3).
X1.15.3 Sample Containers—A practice for sampling avia- Identified incidental materials are unavoidable from a practical
tion fuel for tests affected by trace contamination can be found view point. Table 3 lists specific materials and their mandatory
in Practice D4306. limits for compliance with this specification.Table 3 does not
X1.15.4 Color—While this specification does not have a include dirt and water, which are identified incidental materials
color requirement, color can be a useful indicator of fuel controlled by aviation fuel handling standards. Turbine fuel
quality. Normally fuel color ranges from water white (color- containing an identified incidental material in excess of the
less) to a straw/pale yellow. Other fuel colors may be the result limit listed in Table 3 may not comply with the operating
of crude oil characteristics or refining processes. Darkening of limitations approved by aircraft regulatory authorities for use
fuel or a change in fuel color may be the result of product on commercial aircraft.
contamination and may be an indicator that the fuel is
off-specification, which could render it unfit and not acceptable X1.16.2 It is not necessary to test each batch of turbine fuel
for aircraft/engine use. Fuel having various shades of color, for compliance with Table 3. The implementation of control or
that is, pink, red, green, blue, or a change in color from the management of change schemes that satisfy the expectation
supply source should be investigated to determine the cause of that Table 3 limits are not exceeded is adequate to meet the
color change to ensure suitability for aircraft/engine use and requirements of this specification.
should be documented prior to final delivery to airport storage. X1.16.3 Additional test methods for FAME content analysis
are being developed by the Energy Institute and will be cited
23
Tracer Tight is a registered trademark of Tracer Research Corp., 3755 N. when complete.
Business Center Dr., Tucson, AZ 85705.

X2. CONTROL OF PROCESSING ADDITIVES, DISTRIBUTION, AND OTHER USES

X2.1 Experience has shown that refinery processing implement a management of change procedure that evaluates
additives, such as corrosion inhibitors, might be carried over in the impact of processing changes (including process additives)
trace quantities into aviation fuel during refinery production. In on finished product quality. Other approaches may also be
some cases, this has resulted in operational problems in aircraft acceptable.
fuel systems. Moreover, these additives can cause problems at
levels which may not be detected by the standard specification X2.3 Distribution Control
testing detailed in Table 1. While the specification (6.1.2) X2.3.1 Although the application of Specification D1655
requires that only approved additives are used, confirming that extends from jet fuel manufacture to the wing tip, Specification
non-approved additives are absent is difficult, because it is D1655 does not define quality assurance testing and handling
unclear what analytical method to apply, given that: procedures appropriate for maintaining the quality of the fuel
X2.1.1 The analytical target may be uncertain, since there is through the distribution system. Standards for such procedures
a wide range of (often proprietary) materials involved. were originally developed and maintained by fuel suppliers/
handlers. Recent initiatives in response to field incidents have
X2.1.2 There is no industry-agreed basis for determining resulted in the industry publishing ICAO 9977 to provide
the required analysis sensitivity. guidance for jet fuel handling. ICAO 9977 calls out EI/
X2.1.3 There usually are no available data, relating to JIG 1530, JIG 1, JIG 2, API 1543, API 1595, and other stan-
processing additive concentration to aircraft system dards for producing, handling, and supplying aviation fuels.
performance, to set no-harm levels (to define analysis sensi- Changes in the fuel handling systems should be subject to a
tivity). formal risk and management of change assessment to ensure
product quality is maintained.
X2.2 It is therefore not practical for this specification to
require detailed chemical analysis of each production batch of X2.4 Information on Other Uses of Specification D1655
aviation fuel beyond the requirements listed in Table 1. Instead, Aviation Turbine Fuel
each manufacturing location should ensure that procedures are X2.4.1 Specification D1655 fuel is used in other applica-
in place to control processing additive use and impact on tions besides aviation turbines. This section covers some
product performance. One acceptable approach to do this is to important guidance information for these other applications.

16
 D1655 − 18
X2.4.2 Compression-ignition Aircraft Engines: calculation of cetane index, which can be used as an approxi-
X2.4.2.1 Some compression-ignition aircraft engines are mation for cetane number. Cetane index is derived from
designed to operate with jet fuel meeting Specification D1655. distillation and density using Test Method D4737 (Procedure
These engines require jet fuel within a certain cetane number A). However, it should be noted that the Test Method D4737
range to ensure stable operation, but cetane number (Test correlation was not developed with consideration of synthetic
Method D613) or derived cetane number (Test Methods kerosenes such as those identified in Specification D7566, and
D6890/D7170/D7668) is not listed as a required property in therefore, its accuracy may be suspect should these blend
Table 1 of Specification D1655. Jet fuel properties that are components be present.
specified in Table 1 of Specification D1655 do allow for the

X3. FORM FOR REPORTING INSPECTION DATA ON AVIATION TURBINE FUELS

X3.1 Introduction X3.2.2 Earlier versions of this form were available from
X3.1.1 Many airlines, government agencies, and petroleum ASTM as Adjunct 12-416552-00 and were sized so that the
companies make detailed studies of inspection data provided forms could be used in a standard typewriter. Because of
on production aviation turbine fuels. Because a large number decreased use, the form is now presented only as an example of
of inspections or inspection locations, or both, is generally a suitable data reporting sheet and is no longer available from
involved, these studies are frequently made with the aid of a ASTM as an adjunct.
computer. Without a standardized form for reporting data from
different sources, transcribing the reported data for computer X3.3 Description of Standard Form
programming is laborious. An individual must search each X3.3.1 The top of the form (Header Section) provides a
different data sheet for desired information because of the method for entering pertinent information regarding descrip-
random ordering of results by different reporting laboratories. tion and identity of the fuel being tested and the laboratory
One objective, therefore, of a standard reporting form is to performing the tests. Items in italic print are mandatory items.
provide a precise ordering of inspection test data being Fill in only those data elements necessary to cover the
reported. individual testing situation. Explanation of non-self-
X3.1.2 The inspection form shown in Fig. X3.1 incorpo- explanatory Entries is provided below:
rates the requirements of the most commonly used interna- X3.3.1.1 Manufacturer/Supplier—Agency or activity who
tional fuel specifications, including Specification D1655, Brit- has possession of the fuel to be tested.
ish specification Defence Standard (DERD 2494), and IATA X3.3.1.2 Product Code/Grade—Accepted code for product
Guidance Material on Microbiological Contamination in Air- being tested.
craft Fuel Tanks. X3.3.1.3 Sampling Location—Place where sample was
X3.1.3 A suggested, nonmandatory form for reporting in- collected, as specific as possible.
spection data in a Certificate of Quality or Analysis format is X3.3.1.4 Batch Number—If sample was taken from the
given as Fig. X3.2. storage tank, this number should be the batch number of the
X3.1.4 Specific users of aviation turbine fuels sometimes product in the tank. If the sample is a composite of a shipment,
find it necessary to specify properties that are not included in this number should be the batch number or cargo number that
Specification D1655, which are provided as a basis for formu- represents the shipment.
lating their own specifications. Another objective of a standard X3.3.1.5 Destination—Location to which the product will
form is to list all tests that might be included in the large be shipped. If more than one location, write Multiple in this
number of individual aviation turbine fuel specifications. The block and list locations in the Comments block at the bottom of
fact that a particular test is listed in the standard reporting form the form.
does not in itself indicate that there is a universal need for a X3.3.1.6 Crude Source—If required by contract or other
specification limit. For example, a high-performance military agreement, list the crude(s) and percentages used to refine the
aircraft might have fuel requirements not applicable to sub- product. This is done in an attempt to correlate fuel properties
sonic commercial aircraft. with types of crudes.
X3.1.5 The third objective in meeting future electronic X3.3.1.7 Processing Method—If required by contract or
commerce needs is to establish the industry standard to be used other agreement, list the crude processing technique(s) used to
to electronically transmit aviation turbine fuel quality data refine the product. Examples are hydrotreating, caustic wash,
from one location to another. This form will serve as the hydrocracking, merox, and so forth. (All assume atmospheric
template for mapping to ANSI 863 for aviation fuels. distillation.) Used in conjunction with the crude source, this
information can be used to correlate fuel properties with crude
X3.2 Dimensions of Standard Form processing technique.
X3.2.1 A standard reporting form for aviation turbine fuels X3.3.2 The body of the form provides for entering test
is shown in Fig. X3.1. results. There are four columns provided for each test.

17
 D1655 − 18

FIG. X3.1 Standard Form for Reporting Inspection Data on Aviation Turbine Fuels

18
 D1655 − 18

FIG. X3.2 Nonmandatory Form for Certificate of Analysis Test Report

X3.3.2.1 The first column shows the item number or code 300–399 Fluidity
assigned to each specific test result. The number assignment 400–499 Combustion
500–599 Corrosion
for each grouping of fuel characteristics is as follows: 600–699 Stability
10–99 Appearance 700–799 Contaminants
100–199 Composition 800–899 Additives
200–299 Volatility 900–999 Other Tests

19
 D1655 − 18
The code designations are derived from a master list of codes X3.4.2.3 Item 200, Distillation—This analysis has both a
assigned to tests performed for all products. Under these choice of methods and more than one measurement to be made
general categories, item numbers or codes increase either by per run. Selection of A, B, or C for item 200 selects which
one unit, five units, ten units, or an alpha character. For each method is used. All of the subsequent measurements are
property to be measured under a category, the code increases referenced to Test Method D86. When Test Method D2887 is
by five or ten units, depending on the number of characteristics used, the results shall be reported as estimated D86 results by
that fall under that general category. The alpha codes represent application of the correlation in Appendix X4 of Test Method
the various methods allowed by specification to measure that D2887. Select, using an x in the appropriate A, B, or C item,
characteristic. This may be a change of test method (see total which test method is used, and whichever items or codes apply
sulfur as an example) or a change in test conditions (see Test to the particular situation or specification being reported.
Method D3241 as an example). When the code varies by one
X3.4.2.4 Items 230 and 231—For those contracts or in-
unit, this is intended to indicate more than one reported
measurement or evaluation for that particular test method (see stances that require reporting in units of API Gravity, Item
distillation and water reaction as examples). This system 231A reports of API Gravity using Test Method D1298, and
allows for the coding of test methods with their equivalents and Item 230A reports density by the same method, either as an
for the introduction of newly approved methods systematically alternate or concurrent measurement. Item 230B reports den-
into the standardization data sheet. sity by using Test Method D4052, which only provides for
X3.3.2.2 The second column lists the applicable ASTM density as currently written.
method number. Where there is no ASTM method number, the X3.4.2.5 Item 310 and 311, Viscosity—For aviation turbine
applicable IP number (Institute of Petroleum) is shown. fuels, viscosity is measured at –20 °C; therefore, the value for
X3.3.2.3 The third column presents word descriptors for item 311 will always be –20. If the test is performed at some
each test. other temperature, use item number 311 to report this tempera-
X3.3.2.4 The fourth column presents diamonds for entering ture.
the results of each test with location of the decimal point shown X3.4.2.6 Items 601–603, D3241—Select the temperature at
where applicable. which the test was performed. The letter suffix refers to one
X3.3.3 The lower right-hand part of the form provides space temperature. Items 601 - 603, as appropriate, refer to the data
for comments or for entering other test results that are not listed for that specific test temperature. If results for runs at different
in the main body of the form. temperatures are reported, then use the data with the appropri-
X3.4 Instructions for Executing Column 4 ate suffix consistent for the temperature. In this manner, results
for tests at 245 °C and 275 °C, for example, can be kept
X3.4.1 General Instructions:
separate and reported simultaneously on the same report. For
X3.4.1.1 This form is intended for use with both naphtha-
colors that match the Color Standards, report the color code
and kerosine-based aviation fuels and provides choice of test
number. If the color falls somewhere between two colors,
methods. Individual laboratory analysis reports should cite
report an L for less than followed by the higher code number
only the required or relevant data for the top of the form and
reference the assigned item number or code for each charac- of the two between which the color falls. If there are only
teristic analyzed. Number of decimal places or significant abnormal or peacock deposits as defined in Test Method
figures, or both, is meant to reflect that which is appropriate for D3241, report an A or P, respectively. If there are both peacock
the test method. When determining compliance of the data and abnormal deposits, report both an A and P. If the darkest
reported with the requirements of the cited specification, deposit on a tube matches a color code number but there is also
however, the specification values (and rules cited for rounding, an abnormal or peacock deposit, report the code number
if any) shall prevail. If a characteristic is determined by a followed by an A or P, respectively. If the darkest deposit on a
method not cited in the standard form, enter the method tube falls between two color code numbers and there are also
identification and result in Comments and/or Additional Tests abnormal or peacock deposits, or both, record the color as L,
section. followed by the higher of the two code numbers, followed by
X3.4.2 Detailed Instructions: A, P, or AP, as applicable.
X3.4.2.1 Items 10 and 20, Color (Saybolt)—Enter either a X3.4.2.7 Items 800, 810, 820, 830, and 840—Enter the
( + ) or a (−) sign in the first square. Example: +15. manufacturer’s brand name in the square provided. If there is
X3.4.2.2 Item 30, Visual—According to Test Method insufficient room in the square provided, indicate by entering
D4176, report result as Pass or Fail, using the criteria outlined asterisks and provide the information on brand name in the
in the test method. REMARKS section.

20
 D1655 − 18
SUMMARY OF CHANGES

Subcommittee D02.J0 has identified the location of selected changes to this standard since the last issue
(D1655 – 17a) that may impact the use of this standard. (Approved Jan. 1, 2018.)

(1) Added Test Method D7224 to Referenced Documents. (2) Revised subsections X1.13.2 and X1.13.2.2.

Subcommittee D02.J0 has identified the location of selected changes to this standard since the last issue
(D1655 – 17) that may impact the use of this standard. (Approved Dec. 1, 2017.)

(1) Revised 6.2.

Subcommittee D02.J0 has identified the location of selected changes to this standard since the last issue
(D1655 – 16c) that may impact the use of this standard. (Approved Aug. 1, 2017.)

(1) Revised Table 2. (4) Added new subsection X1.12.4.2.

(2) Revised 1.2, 6.2, X1.2.1, X1.6.2.1, and X1.6.2.2. (5) Added new subsection X2.4.
(3) Added Test Methods D613, D4737, D6890, D7170, D7619,
D7668, and IP 564, IP 565, and IP 577 to Referenced
Documents.

Subcommittee D02.J0 has identified the location of selected changes to this standard since the last issue
(D1655 – 16b) that may impact the use of this standard. (Approved Dec. 1, 2016.)

(1) Revised subsection X1.12.6.

Subcommittee D02.J0 has identified the location of selected changes to this standard since the last issue
(D1655 – 16a) that may impact the use of this standard. (Approved Sept. 1, 2016.)

(1) Added Test Method D7959 to Referenced Documents.

(2) Revised Table X1.1 and added new subsections X1.12.6
and X1.6.2.3.

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