An American National Standard

Designation: D 910 – 07a

Standard Specification for

Aviation Gasolines1
This standard is issued under the fixed designation D 910; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (e) indicates an editorial change since the last revision or reapproval.
This standard has been approved for use by agencies of the Department of Defense.

1. Scope* D 909 Test Method for Supercharge Rating of Spark-

1.1 This specification covers formulating specifications for Ignition Aviation Gasoline
purchases of aviation gasoline under contract and is intended D 1094 Test Method for Water Reaction of Aviation Fuels
primarily for use by purchasing agencies. D 1266 Test Method for Sulfur in Petroleum Products
1.2 This specification defines specific types of aviation (Lamp Method)
gasolines for civil use. It does not include all gasolines D 1298 Test Method for Density, Relative Density (Specific
satisfactory for reciprocating aviation engines. Certain equip- Gravity), or API Gravity of Crude Petroleum and Liquid
ment or conditions of use may permit a wider, or require a Petroleum Products by Hydrometer Method
narrower, range of characteristics than is shown by this D 1948 Method of Test for Knock Characteristics of Motor
specification. Fuels Above 100 Octane Number by the Motor Method3
D 2386 Test Method for Freezing Point of Aviation Fuels
2. Referenced Documents D 2392 Test Method for Color of Dyed Aviation Gasolines
2.1 ASTM Standards: 2 D 2622 Test Method for Sulfur in Petroleum Products by
D 86 Test Method for Distillation of Petroleum Products at Wavelength Dispersive X-ray Fluorescence Spectrometry
Atmospheric Pressure D 2624 Test Methods for Electrical Conductivity of Avia-
D 93 Test Methods for Flash Point by Pensky-Martens tion and Distillate Fuels
Closed Cup Tester D 2700 Test Method for Motor Octane Number of Spark-
D 130 Test Method for Corrosiveness to Copper from Ignition Engine Fuel
Petroleum Products by Copper Strip Test D 3338 Test Method for Estimation of Net Heat of Com-
D 323 Test Method for Vapor Pressure of Petroleum Prod- bustion of Aviation Fuels
ucts (Reid Method) D 3341 Test Method for Lead in Gasoline—Iodine
D 357 Method of Test for Knock Characteristics of Motor Monochloride Method
Fuels Below 100 Octane Number by the Motor Method3 D 4052 Test Method for Density and Relative Density of
D 381 Test Method for Gum Content in Fuels by Jet Liquids by Digital Density Meter
Evaporation D 4057 Practice for Manual Sampling of Petroleum and
D 614 Method of Test for Knock Characteristics of Aviation Petroleum Products
Fuels by the Aviation Method3 D 4171 Specification for Fuel System Icing Inhibitors
D 873 Test Method for Oxidation Stability of Aviation Fuels D 4177 Practice for Automatic Sampling of Petroleum and
(Potential Residue Method) Petroleum Products
D 4306 Practice for Aviation Fuel Sample Containers for
Tests Affected by Trace Contamination
1
This specification is under the jurisdiction of ASTM Committee D02 on D 4529 Test Method for Estimation of Net Heat of Com-
Petroleum Products and Lubricants and is the direct responsibility of Subcommittee bustion of Aviation Fuels
D02.J0.02 on Aviation Gasoline. D 4809 Test Method for Heat of Combustion of Liquid
Current edition approved Dec. 1, 2007. Published January 2008. Originally
approved in 1947 (replacing former D 615). Last previous edition approved in 2007 Hydrocarbon Fuels by Bomb Calorimeter (Precision
as D 910–07. Method)
2
For referenced ASTM standards, visit the ASTM website, [Link], or D 4865 Guide for Generation and Dissipation of Static
contact ASTM Customer Service at service@[Link]. For Annual Book of ASTM
Electricity in Petroleum Fuel Systems
Standards volume information, refer to the standard’s Document Summary page on
the ASTM website. D 5006 Test Method for Measurement of Fuel System Icing
3
Withdrawn. Inhibitors (Ether Type) in Aviation Fuels

*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
 D 910 – 07a
D 5059 Test Methods for Lead in Gasoline by X-Ray derived from crude petroleum, natural gasoline, or blends,
Spectroscopy thereof, with synthetic hydrocarbons or aromatic hydrocar-
D 5190 Test Method for Vapor Pressure of Petroleum Prod- bons, or both.
ucts (Automatic Method) 6.2 Additives—Mandatory, shall be added to each grade of
D 5191 Test Method for Vapor Pressure of Petroleum Prod- aviation gasoline in the amount and of the composition
ucts (Mini Method) specified in the following list of approved materials.
D 6469 Guide for Microbial Contamination in Fuels and 6.2.1 Tetraethyl Lead, shall be added in the form of an
Fuel Systems antiknock mixture containing not less than 61 mass % of
E 29 Practice for Using Significant Digits in Test Data to tetraethyl lead and sufficient ethylene dibromide to provide two
Determine Conformance with Specifications bromine atoms per atom of lead. The balance shall contain no
added ingredients other than kerosine, an approved oxidation
3. Terminology inhibitor, and blue dye, as specified herein. The maximum
3.1 Definitions: concentration limit for each grade of gasoline is specified in
3.1.1 aviation gasoline, n—gasoline possessing specific Table 1.
properties suitable for fueling aircraft powered by reciprocat- [Link] If mutually agreed upon by the fuel producer and
ing spark ignition engines. additive vendor, tetraethyl lead antiknock mixture may be
[Link] Discussion—Principal properties include volatility diluted with 20 mass % of a mixed aromatic solvent having a
limits, stability, detonation-free performance in the engine for minimum flash point of 60°C according to Test Methods D 93
which it is intended, and suitability for low temperature when the product is to be handled in cold climates. The TEL
performance. content of the dilute product is reduced to 49 mass %, so that
the amount of antiknock additive must be adjusted to achieve
4. General the necessary lead level. The dilute product still delivers two
4.1 This specification, unless otherwise provided, prescribes bromine atoms per atom of lead.
the required properties of aviation gasoline at the time and 6.2.2 Dyes—The maximum concentration limits in each
place of delivery. grade of gasoline are specified in Table 1.
[Link] The only blue dye that shall be present in the
5. Classification finished gasoline shall be essentially 1,4-
5.1 Four grades of aviation gasoline are provided, known dialkylaminoanthraquinone.
as: [Link] The only yellow dyes that shall be present in the
Grade 80 finished gasoline shall be essentially
Grade 91 p-diethylaminoazobenzene (Color Index No. 11021) or 1,3-
Grade 100
Grade 100LL benzenediol 2,4-bis [(alkylphenyl)azo-].
[Link] The only red dye that shall be present in the finished
NOTE 1—The above grade names are based on their octane/
performance numbers as measured by the now obsolete Test Method
gasoline shall be essentially alkyl derivatives of azobenzene-
D 614 (Discontinued 1970). A table for converting octane/performance 4-azo-2-naphthol.
numbers obtained by Test Method D 2700 motor method into aviation [Link] The only orange dye that shall be present in the
ratings was last published in Specification D 910–94 in the 1995 Annual finished gasoline shall be essentially benzene-azo-2-napthol
Book of ASTM Standards, Vol 05.01. (Color Index No. 12055).
5.2 Grades 100 and 100LL represent two aviation gasolines 6.3 Additives—These may be added to each grade of avia-
identical in antiknock quality but differing in maximum lead tion gasoline in the amount and of the composition specified in
content and color. The color identifies the difference for the following list of approved materials.5 The quantities and
engines that have a low tolerance to lead. types shall be declared by the manufacturer. Additives added
after the point of manufacture shall also be declared.
NOTE 2—Listing of, and requirements for, Avgas Grades 91/96, 108/
6.3.1 Antioxidants—The following oxidation inhibitors may
135 and 115/145 appeared in the 1967 version of this specification. U.S.
Military Specification MIL-G-5572F, dated January 24, 1978 (withdrawn be added to the gasoline separately, or in combination, in total
March 22, 1988), also covers grade 115/145 aviation gasoline, and is concentration not to exceed 12 mg of inhibitor (not including
available as a research report.4 weight of solvent) per litre of fuel.
5.3 Although the grade designations show only a single [Link] 2,6-ditertiary butyl-4-methylphenol.
octane rating for each grade, they must meet a minimum lean [Link] 2,4-dimethyl-6-tertiary butylphenol.
mixture motor rating and a minimum rich mixture supercharge [Link] 2,6-ditertiary butylphenol.
rating (see X1.2.2). [Link] 75 % minimum 2,6-ditertiary butylphenol plus 25 %
maximum mixed tertiary and tritertiary butylphenols.
6. Materials and Manufacture [Link] 75 % minimum di- and tri-isopropyl phenols plus
6.1 Aviation gasoline, except as otherwise specified in this 25 % maximum di- and tri-tertiary butylphenols.
specification, shall consist of blends of refined hydrocarbons
5
Supporting data (guidelines for the approval or disapproval of additives) have
4
Supporting data have been filed at ASTM International Headquarters and may been filed at ASTM International Headquarters and may be obtained by requesting
be obtained by requesting Research Report RR: D02-1255. Research Report RR: D02-1125.

2
 D 910 – 07a
TABLE 1 Detailed Requirements for Aviation GasolinesA
Grade Grade Grade Grade ASTM Test
80 91 100LL 100 MethodB
Octane Ratings
Knock value, lean mixtureC
Motor Octane Number min 80.7 90.8 99.6 99.6 D 2700
Aviation Lean Rating min 80.0 91.0 100.0 100.0 D 2700
Knock value, rich mixture
Octane number min 87 98 D 909
Performance numberD,E min 130.0 130.0 D 909
Tetraethyl lead, mL D 3341 or D 5059
TEL/L max 0.13 0.53 0.53 1.06
gPb/L max 0.14 0.56 0.56 1.12
Color red brown blue green D 2392
Dye contentF
Blue dye, mg/L max 0.2 3.1 2.7 2.7
Yellow dye, mg/L max none none none 2.8
Red dye, mg/L max 2.3 2.7 none none
Orange dye, mg/L max none 6.0 none none
Requirements for All Grades
Density at 15°C, kg/m3 Report D 1298 or D 4052
Distillation D 86
Initial boiling point, °C Report
Fuel Evaporated
10 volume % at °C max 75
40 volume % at °C min 75
50 volume % at °C max 105
90 volume % at °C max 135
Final boiling point, °C max 170
Sum of 10 % + 50 % evaporated min 135
temperatures, °C
Recovery volume % min 97
Residue volume % max 1.5
Loss volume % max 1.5
Vapor pressure, 38°C, kPa min 38.0 D 323 or D 5190
max 49.0 or D 5191G
Freezing point, °C max −58H D 2386
Sulfur, mass % max 0.05 D 1266 or D 2622
Net heat of combustion, MJ/kgI min 43.5 D 4529 or D 3338
Corrosion, copper strip, 2 h at 100°C max No. 1 D 130
Oxidation stability (5 h aging)J,K D 873
Potential gum, mg/100 mL max 6
Lead precipitate, mg/100 mL max 3
Water reaction D 1094
Volume change, mL max 62
Electrical conductivity, pS/m max 450L D 2624

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
Both Motor Octane Number (MON) and Aviation Lean Mixture values shall be reported.
D
A performance number of 130.0 is equivalent to a knock value determined using iso-octane plus 0.34 mL TEL/L.
E
Knock ratings shall be reported to the nearest 0.1 octane/performance number.
F
The maximum dye concentrations shown do not include solvent in dyes supplied in liquid form.
G
Test Method D 5191 shall be the referee vapor pressure method.
H
If no crystals have appeared on cooling to −58°C, the freezing point may be reported as less than −58°C.
I
For all grades use either Eq 1 or Table 1 in Test Method D 4529 or Eq 2 in Test Method D 3338. Test Method D 4809 may be used as an alternative. In case of dispute,
Test Method D 4809 shall be used.
J
If mutually agreed upon between the purchaser and the supplier, a 16 h aging gum requirement may be specified instead of the 5 h aging gum test; in such case the
gum content shall not exceed 10 mg/100 mL and the visible lead precipitate shall not exceed 4 mg/100 mL. In such fuel the permissible antioxidant shall not exceed 24
mg/L.
K
Test Method D 381 existent gum test can provide a means of detecting quality deterioration or contamination, or both, with heavier products following distribution from
refinery to airport. Refer to X1.7.1.
L
Applies only when an electrical conductivity additive is used; when a customer specifies fuel containing conductivity additive, the following conductivity limits shall apply
under the condition at point of use:
Minimum 50 pS/m
Maximum 450 pS/m.
The supplier shall report the amount of additive added.

3
 D 910 – 07a
[Link] 72 % minimum 2,4-dimethyl-6-tertiary butylphenol 8. Workmanship, Finish and Appearance
plus 28 % maximum monomethyl and dimethyl tertiary bu- 8.1 The aviation gasoline specified in this specification shall
tylphenols. be free from undissolved water, sediment, and suspended
[Link] N,N8-di-isopropyl-para-phenylenediamine. matter. The odor of the fuel shall not be nauseating or irritating.
[Link] N,N8-di-secondary-butyl-para-phenylenediamine. No substances of known dangerous toxicity under usual
6.3.2 Fuel System Icing Inhibitor (FSII)—One of the fol- conditions of handling and use shall be present except as
lowing may be used. permitted in this specification.
[Link] Isopropyl Alcohol (IPA, propan-2-ol), in accordance
with the requirements of Specification D 4171 (Type II). May 9. Sampling
be used in concentrations recommended by the aircraft manu- 9.1 Because of the importance of proper sampling proce-
facturer when required by the aircraft owner/operator. dures in establishing fuel quality, use the appropriate proce-
NOTE 3—Addition of isopropyl alcohol (IPA) may reduce knock ratings dures in Practice D 4057 or Practice D 4177.
below minimum specification values (see X1.2.4).6 9.1.1 Although automatic sampling following Practice
D 4177 may be useful in certain situations, initial refinery
[Link] Di-Ethylene Glycol Monomethyl Ether (Di-EGME),
specification compliance testing shall be performed on a
conforming to the requirements of Specification D 4171 (Type
sample taken following procedures in Practice D 4057.
III). May be used in concentrations of 0.10 to 0.15 volume %
9.2 A number of aviation gasoline properties, including
when required by the aircraft owner/operator.
copper corrosion, electrical conductivity, and others are very
[Link] Test Method D 5006 can be used to determine the
sensitive to trace contamination which can originate from
concentration of Di-EGME in aviation fuels.
sample containers. For recommended sample containers, refer
6.3.3 Electrical Conductivity Additive—Stadis 4507 in con-
to Practice D 4306.
centrations up to 3 mg/L is permitted. When loss of fuel
conductivity necessitates retreatment with electrical conductiv- 10. Reports
ity additive, further addition is permissible up to a maximum 10.1 The type and number of reports to ensure conformance
cumulative level of 5 mg/L of Stadis 450. with the requirements of this specification shall be mutually
6.3.4 Corrosion Inhibitor Additive—The following corro- agreed to by the purchaser and the supplier of the aviation
sion inhibitors may be added to the gasoline in concentrations gasoline.
not to exceed the maximum allowable concentration (MAC)
listed for each additive. 11. Test Methods
DCI-4A MAC = 22.5 g/m3
11.1 The requirements enumerated in this specification shall
DCI-6A MAC = 9.0 g/m3 be determined in accordance with the following ASTM test
HITEC 580 MAC = 22.5 g/m3
NALCO 5403 MAC = 22.5 g/m3 methods:
NALCO 5405 MAC = 11.0 g/m3 11.1.1 Knock Value (Lean Rating)—Test Method D 2700.
PRI-19 MAC = 22.5 g/m3 11.1.2 Knock Value (Rich Rating)—Test Method D 909.
UNICOR J MAC = 22.5 g/m3
SPEC-AID 8Q22 MAC = 24.0 g/m3 11.1.3 Tetraethyllead—Test Methods D 3341 or D 5059.
TOLAD 351 MAC = 24.0 g/m3 11.1.4 Color—Test Method D 2392.
TOLAD 4410 MAC = 22.5 g/m3
11.1.5 Density—Test Methods D 1298 or D 4052.
11.1.6 Distillation—Test Method D 86.
7. Detailed Requirements Detailed Requirements
11.1.7 Vapor Pressure—Test Methods D 323, D 5190, or
7.1 The aviation gasoline shall conform to the requirements D 5191.
prescribed in Table 1. 11.1.8 Freezing Point—Test Method D 2386.
7.2 Test results shall not exceed the maximum or be less 11.1.9 Sulfur—Test Methods D 1266 or D 2622.
than the minimum values specified in Table 1. No allowance 11.1.10 Net Heat of Combustion—Test Methods D 4529 or
shall be made for the precision of the test methods. To D 3338.
determine the conformance to the specification requirement, a 11.1.11 Corrosion (Copper Strip)—Test Method D 130, 2 h
test result may be rounded to the same number of significant test at 100°C in bomb.
figures as in Table 1 using Practice E 29. Where multiple 11.1.12 Potential Gum and Visible Lead Precipitate—Test
determinations are made, the average result, rounded according Method D 873 except that wherever the letter X occurs
to Practice E 29, shall be used. (referring to oxidation time) insert the number 5, designating
the number of hours prescribed in this specification.
11.1.13 Water Reaction—Test Method D 1094.
6
11.1.14 Electrical Conductivity—Test Methods D 2624.
Supporting data have been filed at ASTM International Headquarters and may
be obtained by requesting Research Report RR: D02–1526. 12. Keywords
7
Stadis is a registered trademark marketed by Octel America, Inc., Newark, DE
19702. 12.1 Avgas; aviation gasoline; gasoline

4
 D 910 – 07a
APPENDIX

(Nonmandatory Information)

X1. PERFORMANCE CHARACTERISTICS OF AVIATION GASOLINES

X1.1 Introduction X1.2.2 Aviation gasoline grades are also identified by two
X1.1.1 Aviation gasoline is a complex mixture of relatively numbers separated by a slant line (/). The first number is called
volatile hydrocarbons that vary widely in their physical and the lean mixture rating and the second number is called the rich
chemical properties. The engines and aircraft impose a variety mixture rating. This specification describes four grades of
of mechanical, physical, and chemical environments. The aviation gasoline as follows: 80/87, 91/98, 100/130, and
properties of aviation gasoline (Table X1.1) must be properly 100/130LL. Numbers below 100 are octane numbers, while
balanced to give satisfactory engine performance over an numbers above 100 are performance numbers. At 100, octane
extremely wide range of conditions. number and performance number are equal. The suffix LL
X1.1.2 The ASTM requirements summarized in Table 1 are describes a grade containing lower tetraethyllead than a second
quality limits established on the basis of the broad experience grade of identical lean and rich mixture ratings.
and close cooperation of producers of aviation gasoline, X1.2.3 Both the lean mixture rating and the rich mixture
manufacturers of aircraft engines, and users of both commodi- rating are determined in standardized laboratory knock test
ties. The values given are intended to define aviation gasoline engines that are operated under prescribed conditions. Results
suitable for most types of spark-ignition aviation engines; are expressed as octane numbers up to 100 and above this point
however, certain equipment or conditions of use may require as quantities of tetraethyllead added to isooctane (2,2,4-
fuels having other characteristics. trimethylpentane). Octane number is defined arbitrarily as the
X1.1.3 Specifications covering antiknock quality define the
percentage of isooctane in that blend of isooctane and
grades of aviation gasoline. The other requirements either
n-heptane that the gasoline matches in knock characteristics
prescribe the proper balance of properties to ensure satisfactory
when compared by the procedure specified. The quantities of
engine performance or limit components of undesirable nature
tetraethyllead added to isooctane that the gasoline matches in
to concentrations so low that they will not have an adverse
knock characteristics when compared by the procedure speci-
effect on engine performance.
fied may be converted to performance numbers by a chart. The
X1.2 Combustion Characteristics (Antiknock Quality and performance number is an indication of the relative power
Antiknock Compound Identification) obtainable from an engine as compared with operation of the
X1.2.1 The fuel-air mixture in the cylinder of a spark- same engine with leaded isooctane, operating at equal knock-
ignition engine will, under certain conditions, ignite spontane- ing intensity. The lean mixture rating together with the rich
ously in localized areas instead of progressing from the spark. mixture rating can be used as a guide to the amount of
This may cause a detonation or knock, usually inaudible in knock-limited power that may be obtained in a full-scale
aircraft engines. This knock, if permitted to continue for more engine under cruise (lean) and take-off (rich) conditions.
than brief periods, may result in serious loss of power and X1.2.4 It has been observed that when isopropyl alcohol
damage to, or destruction of, the aircraft engine. When aviation (IPA) is added to a Grade 100 or Grade 100LL aviation
gasoline is used in other types of aviation engines, for example, gasoline as a fuel system icing inhibitor, the antiknock rating of
in certain turbine engines where specifically permitted by the the fuel may be reduced. Since isopropyl alcohol is normally
engine manufacturers, knock or detonation characteristics may added in the field at the point of use, the operator is cautioned
not be critical requirements. that performance numbers on the alcohol-fuel blend may not
meet specification minimums. Typical performance number
TABLE X1.1 Performance Characteristics of Aviation Gasoline reductions with addition of one volume % IPA has been 0.5
Performance Characteristics Test Methods Sections motor octane number on the lean rating and 3.0 to 3.5
Combustion characteristics knock value (lean mixture) X1.2.4
performance number on the rich rating. Thus a Grade 100 or
Antiknock quality and antiknock knock value (rich mixture) X1.2.5 100LL aviation gasoline rated in the knock test engines at the
compound identification isopropyl alcohol X1.2.6 point of manufacture to be 99.5/130 octane/performance num-
tetraethyllead X1.2.7
dyes X1.2.8 ber might, with the addition of one volume % alcohol, be about
Fuel metering and aircraft range density X1.3.1 99/127 octane/performance number. At three volume %, the
net heat of combustion X1.3.2 reductions are about 1.5 octane number and 7.5 performance
Carburetion and fuel vaporization vapor pressure X1.4.1
distillation X1.4.2 number for lean and rich ratings, respectively. It should be
Corrosion of fuel system and engine copper strip corrosion X1.5.1 noted that a survey conducted by the General Aviation Manu-
parts sulfur content X1.5.2
Fluidity at low temperatures freezing point X1.6
facturers Association failed to find field evidence or experience
Fuel cleanliness, handling, and storage existent gum X1.7.1 to suggest that these reductions have caused engine distress,
stability potential gum X1.7.2 that is, knocking or power loss at their recommended 1 %
visible lead precipitate X1.7.3
water reaction X1.7.5 maximum level. On Grade 80 aviation gasoline, addition of the
IPA additive may increase the octane rating.

5
 D 910 – 07a
X1.2.5 Knock Value, Lean Mixture Rating (Test Method X1.3.2 Net Heat of Combustion—The net heat of combus-
D 2700)—The specification parameter knock value, lean value tion provides a knowledge of the amount of energy obtainable
mixture lists both “Motor Octane Number” (MON) and “Avia- from a given fuel for the performance of useful work, in this
tion Lean,” as determined by Test Method D 2700. Histori- instance, power. Aircraft design and operation are dependent
cally, aviation lean ratings were determined (from 1941 upon the availability of a certain predetermined minimum
through 1970) by Test Method D 614. An extensive compari- amount of energy as heat. Consequently, a reduction in heat
son of National Exchange Group data from 1947 through 1964 energy below this minimum is accompanied by an increase in
established that motor octane numbers as determined by Test fuel consumption with corresponding loss of range. Therefore,
Methods D 357 and D 1948 could be converted to equivalent a minimum net heat of combustion requirement is incorporated
Test Method D 614 ratings. A table to convert MON to the in the specification. The determination of net heat of combus-
corresponding aviation lean rating was included in Test tion is time consuming and difficult to conduct accurately. This
Method D 2700, which was first issued in 1968 as a revision, led to the development and use of the aniline point and density
consolidation and intended eventual replacement of Test Meth- relationship to estimate the heat of combustion of the fuel. This
ods D 357 (Withdrawn 1969), D 614 (Withdrawn 1970), and relationship is used along with the sulfur content of the fuel to
D 1948 (Withdrawn 1968). Currently “Aviation Lean” ratings obtain the net heat of combustion for the purposes of this
are only determinable from the MON conversion table in Test specification. An alternative calculation, Test Method D 3338,
Method D 2700. However, the equivalent “Aviation Lean” is based on correlations of aromatics content, density, volatil-
rating is maintained as a specified parameter in Table 1 to ity, and sulfur content. This test method may be preferred at
ensure aircraft compliance with historical type certification refineries where all these values are normally obtained and the
data sheets. necessity to obtain the aniline point is avoided. The direct
X1.2.6 Rich Mixture Rating (Supercharge Test Method measurement method is normally used only as a referee
D 909)—This test method uses a laboratory engine that is method in cases of dispute.
capable of being operated at varying air-fuel mixtures and X1.3.3 No great variation in density or heat of combustion
through a range of supercharge manifold pressures. The rating occurs in modern aviation gasolines, since they depend on
of a fuel is determined by comparing its knock-limited power hydrocarbon composition that is already closely controlled by
with those for bracketing blends of reference fuels under other specification properties.
standard operating conditions. The rating is made at the rich
peak of the mixture response curve (about 0.11 fuel-air ratio) of X1.4 Carburetion and Fuel Vaporization
the lower bracketing reference fuel. X1.4.1 In many spark-ignition aviation engines, the gaso-
X1.2.7 Tetraethyllead—Tetraethyllead offers the most eco- line is metered in liquid form through the carburetor where it
nomical means of providing high antiknock value for aviation is mixed with air and vaporized before entering the super-
gasoline. It is added to aviation gasoline in the form of a fluid charger from which the fuel-air mixture enters the cylinder of
which, in addition to tetraethyllead, contains an organic halide the engine. In other types of engines, the fuel may be metered
scavenging agent and an identifying blue dye. The scavenging directly into the supercharger, the cylinder, or the combustor.
agent is needed to keep the tetraethyllead combustion products The volatility, the tendency to evaporate or change from a
volatile so that they will theoretically be completely discharged liquid to a gaseous state, is an extremely important character-
from the cylinder. Actually, lead compounds are deposited in istic of aviation fuel.
the combustion chamber and some find their way into the X1.4.2 Gasolines that vaporize too readily may boil in fuel
lubricating oil. The products of combustion of tetraethyllead lines or carburetors, particularly as altitude increases, and
fluid are also known to be corrosive. Since deposition and cause vapor lock with resultant stoppage of fuel flow to the
corrosive tendencies are undesirable, the quantity of tetraeth- engine. Conversely, fuels that do not completely vaporize may
yllead in aviation gasoline is limited by specification commen- cause engine malfunctioning of other sorts. Therefore, a proper
surate with economic considerations. balance of the volatility of the various hydrocarbon compo-
X1.2.8 Dyes—The law provides that all fuels containing nents is essential to satisfactory performance of the finished
tetraethyllead must be dyed to denote the presence of the fuel.
poisonous component. Colors are also used in aviation fuels to X1.4.3 Vapor Pressure—The vapor pressure of an aviation
differentiate between grades. Service experience has indicated gasoline is the measure of the tendency of the more volatile
that only certain dyes and only certain amounts of dye can be components to evaporate. Experience has shown that fuels
tolerated without manifestation of induction system deposition. having a Reid vapor pressure no higher than 49 kPa will be free
The names of the approved dyes are specified as well as the of vapor-locking tendencies under most conditions of aircraft
maximum quantity of each permissible in each grade. usage. A research report is available.8
X1.4.4 Distillation—The relative proportions of all the
X1.3 Fuel Metering and Aircraft Range hydrocarbon components of a gasoline are measured in terms
of volatility by the range of distillation temperatures. The
X1.3.1 Density—Density is a property of a fluid and is of method is empirical and useful in comparing fuels, but is not
significance in metering flow and in mass-volume relationships
for most commercial transactions. It is particularly useful in
empirical assessments of heating value when used with other 8
Supporting data have been filed at ASTM International Headquarters and may
parameters such as aniline point or distillation. be obtained by requesting Research Report RR: D02-1146.

6
 D 910 – 07a
intended to separate or identify quantitatively the individual X1.6.2 Fuel System Icing Inhibitor—Isopropyl alcohol
hydrocarbons present in the fuel. (IPA), approved in [Link], and diethyleneglycol monomethyl
X1.4.4.1 A maximum value is set on the 10 % evaporated ether (Di-EGME), approved in [Link], shall be in accordance
point to ensure ease of starting and a reasonable degree of with the requirements shown in Specification D 4171.
flexibility during the warm-up period. To guard against too
high a volatility that might lead to carburetor icing or vapor X1.7 Fuel Cleanliness, Handling and Storage Stability
lock, or both, (also protected against by the vapor pressure test) X1.7.1 Existent Gum—Gum is a non-volatile residue left by
a minimum value is set for the sum of the 10 and 50 % evaporation of fuel. The amount of gum present is an indication
evaporated points. of the condition of the fuel at the time of test only. Large
X1.4.4.2 A maximum value is specified for the 50 % evapo- quantities of gum are indicative of contamination of fuel by
rated temperature to ensure average volatility sufficient to higher boiling oils or particulate matter and generally reflect
permit adequate evaporation of the fuel in the engine induction poor fuel handling practices.
system. Insufficient evaporation may lead to loss of power. X1.7.2 Potential Gum—Fuel must be usable after storage
X1.4.4.3 A maximum temperature is prescribed for the for variable periods under a variety of climatic conditions. The
90 % evaporated point to prevent too much liquid fuel being potential gum test, which is an accelerated oxidation method, is
delivered to the cylinders, resulting in power loss, and to used to estimate fuel stability in storage and the effectiveness
prevent poor distribution to the various cylinders. Such a of oxidation inhibitors. If the fuel is to be stored under
condition might lead to excessive leanness in some cylinders relatively mild conditions for short periods, an oxidation period
with consequent engine roughness, perhaps accompanied by of 5 h is generally considered sufficient to indicate if the
knocking and damage to the engine. Lowered fuel economy desired stability has been obtained, whereas a 16-h period is
and excessive dilution of the lubricating oil may result from too desirable to provide stability assurance for long periods and
high a 90 % evaporated point. severe conditions, such as storage in tropical climates.
X1.4.4.4 A minimum value is stipulated for the 40 % X1.7.3 Visible Lead Precipitate—The formation of a lead
evaporated temperature in an effort to control, indirectly, precipitate during the aging period of the potential gum test
specific gravity and, consequently, carburetor metering char- under the accelerated oxidation conditions used in this deter-
acteristics. mination indicates a potential instability. Since even small
X1.4.4.5 A maximum is placed on the final boiling point amounts of insoluble material may foul the induction system
(end point) which, together with the maximum prescribed for and plug filters, it is necessary to place a limit on the amount
the 90 % evaporated point, is used to prevent incorporation of of precipitate formed in this determination.
excessively high boiling components in the fuel that may lead
X1.7.4 Permissible Oxidation Inhibitors and Oxidation In-
to maldistribution, spark plug fouling, power loss, lowered fuel
hibitor Content—Antioxidants are used to prevent the forma-
economy, and lubricating oil dilution.
tion of gum in fuel during storage. The efficacy of a given
X1.4.4.6 The stipulation of a minimum recovery and a inhibitor determined by the apparent oxidation stability of a
maximum loss in this specification in conjunction with the fuel does not completely establish its suitability for use in an
vapor pressure requirement is intended to protect against aircraft engine. Oxidation inhibitors have been found to con-
excessive losses by evaporation in storage, handling, and in the tribute to excessive induction system deposits; therefore, their
aircraft tank. It is also a check on the distillation test technique. acceptability for use must ultimately be determined in the
X1.4.4.7 A maximum value is specified for the distillation full-scale aircraft engine.
residue to prevent the inclusion of undesirable high-boiling
X1.7.4.1 The chemical names of approved inhibitors and
components essentially impossible to burn in the combustion
the maximum quantities permitted are shown in this specifica-
chamber, the presence of which may reflect the degree of care
tion.
with which the product is refined or handled. The amount of
X1.7.5 Water Reaction—The water reaction method pro-
residue along with the end point temperature can be used as an
vides a means of determining the presence of materials readily
indication of contamination with high-boiling materials.
extractable by water or having a tendency to absorb water.
When the fuel consists essentially of hydrocarbon components,
X1.5 Corrosion of Fuel System and Engine Parts
there is no measurable change in the volume of the water layer.
X1.5.1 Copper Strip—The requirement that gasoline must X1.7.6 Electrical Conductivity—The generation of static
pass the copper strip corrosion test provides assurance that the electricity can create problems in the handling of aviation
product will not corrode the metal parts of fuel systems. gasolines. Addition of a conductivity improver may be used as
X1.5.2 Sulfur—Total sulfur content of aviation fuels is an additional precaution to reduce the amount of static electri-
significant because the products of combustion of sulfur can cal charge present during fuel handling. See Guide D 4865 for
cause corrosive wear of engine parts. more information.
X1.7.7 Microbial Contamination—Uncontrolled microbial
X1.6 Fluidity at Low Temperatures contamination in fuel systems may cause or contribute to a
X1.6.1 A freezing point requirement is specified to preclude variety of problems including corrosion, odor, filter plugging,
solidification of any hydrocarbon components at extremely low decreased stability, and deterioration of fuel/water separation
temperatures with consequent interference with fuel flow to the characteristics. In addition to system component damage,
engine. off-specification fuel can result.

7
 D 910 – 07a
X1.7.8 Guide D 6469 provides personnel with limited mi- the minimum heating value and the maximum distillation end
crobiological background and an understanding of the symp- point. Thus, the heating value limits toluene to about 24 %.
toms, occurrence, and consequences of chronic microbial Xylenes have a slightly higher heating value and, therefore,
contamination. The guide also suggests means for detection would permit somewhat higher aromatic concentrations; how-
and control. Biocides used in aviation fuels must follow engine ever, their boiling points (above 138°C) limit their inclusion at
and airframe manufacturers’ approval guidelines. levels not higher than 10 %. Total aromatic levels above 25 %
in aviation gasoline are, therefore, extremely unlikely.
X1.8 Miscellaneous Tests
X1.8.1 Aromatics Content—Low boiling aromatics, which X1.9 General
are common constituents of aviation gasolines, are known to X1.9.1 Further detailed information on the significance of
affect elastomers to a greater extent than other components in all test methods relevant to aviation gasoline is provided in
aviation gasoline. Although Specification D 910 does not Manual MNL 1.9
include an explicit maximum aromatic limit, other specifica-
tion limits effectively restrict the aromatic content of aviation
gasolines. Benzene is virtually excluded by the maximum 9
Manual on Significance of Tests for Petroleum Products , MNL 1, ASTM
freezing point of −58°C, while other aromatics are limited by International.

SUMMARY OF CHANGES

Subcommittee D02.J0 has identified the location of selected changes to this standard since the last issue
(D 910–07) that may impact the use of this standard. (Approved Dec. 1, 2007.)

(1) Revised Footnote C in Table 1.

Subcommittee D02.J0 has identified the location of selected changes to this standard since the last issue
(D 910–06) that may impact the use of this standard. (Approved July 15, 2007.)

(1) Revised Table 1. (3) Revised list in 6.3.4.

(2) Revised X1.2.5. (4) Added 9.1.1.

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