An American National Standard

Designation: D 1655 – 08a

Standard Specification for

Aviation Turbine Fuels1
This standard is issued under the fixed designation D 1655; 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 Department of Defense.

1. Scope* D 129 Test Method for Sulfur in Petroleum Products (Gen-

1.1 This specification covers the use of purchasing agencies eral Bomb Method)
in formulating specifications for purchases of aviation turbine D 130 Test Method for Corrosiveness to Copper from
fuel under contract. Petroleum Products by Copper Strip Test
1.2 This specification defines specific types of aviation D 156 Test Method for Saybolt Color of Petroleum Prod-
turbine fuel for civil use in the operation and certification of ucts (Saybolt Chromometer Method)
aircraft and describes fuels found satisfactory for the operation D 240 Test Method for Heat of Combustion of Liquid
of aircraft and engines. The specification can be used as a Hydrocarbon Fuels by Bomb Calorimeter
standard in describing the quality of aviation turbine fuels from D 323 Test Method for Vapor Pressure of Petroleum Prod-
the refinery to the aircraft. ucts (Reid Method)
1.3 This specification does not include all fuels satisfactory D 381 Test Method for Gum Content in Fuels by Jet
for aviation turbine engines. Certain equipment or conditions Evaporation
of use may permit a wider, or require a narrower, range of D 445 Test Method for Kinematic Viscosity of Transparent
characteristics than is shown by this specification. and Opaque Liquids (and Calculation of Dynamic Viscos-
1.4 Aviation turbine fuels defined by this specification may ity)
be used in other than turbine engines that are specifically D 1094 Test Method for Water Reaction of Aviation Fuels
designed and certified for this fuel. D 1266 Test Method for Sulfur in Petroleum Products
1.5 This specification no longer includes wide-cut aviation (Lamp Method)
turbine fuel (Jet B). FAA has issued a Special Airworthiness D 1298 Test Method for Density, Relative Density (Specific
Information Bulletin which now approves the use of Specifi- Gravity), or API Gravity of Crude Petroleum and Liquid
cation D 6615 to replace Specification D 1655 as the specifi- Petroleum Products by Hydrometer Method
cation for Jet B and refers users to this standard for reference. D 1319 Test Method for Hydrocarbon Types in Liquid
1.6 The values stated in SI units are to be regarded as Petroleum Products by Fluorescent Indicator Adsorption
standard. No other units of measurement are included in this D 1322 Test Method for Smoke Point of Kerosine and
standard. Aviation Turbine Fuel
D 1405 Test Method for Estimation of Net Heat of Com-
2. Referenced Documents bustion of Aviation Fuels
2.1 ASTM Standards: 2 D 1660 Method of Test for Thermal Stability of Aviation
D 56 Test Method for Flash Point by Tag Closed Cup Tester Turbine Fuels3
D 86 Test Method for Distillation of Petroleum Products at D 1840 Test Method for Naphthalene Hydrocarbons in
Atmospheric Pressure Aviation Turbine Fuels by Ultraviolet Spectrophotometry
D 93 Test Methods for Flash Point by Pensky-Martens D 2276 Test Method for Particulate Contaminant in Avia-
Closed Cup Tester tion Fuel by Line Sampling
D 2386 Test Method for Freezing Point of Aviation Fuels
D 2622 Test Method for Sulfur in Petroleum Products by
1
This specification is under the jurisdiction of ASTM Committee D02 on Wavelength Dispersive X-ray Fluorescence Spectrometry
Petroleum Products and Lubricants and is the direct responsibility of Subcommittee D 2624 Test Methods for Electrical Conductivity of Avia-
D02.J0.01 on Jet Fuel Specifications.
Current edition approved May 15, 2008. Published July 2008. Originally tion and Distillate Fuels
approved in 1959. Last previous edition approved in 2008 as D 1655–08. D 2887 Test Method for Boiling Range Distribution of
2
For referenced ASTM standards, visit the ASTM website, [Link], or
contact ASTM Customer Service at service@[Link]. For Annual Book of ASTM
Standards volume information, refer to the standard’s Document Summary page on
3
the ASTM website. Withdrawn.

*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 1655 – 08a
Petroleum Fractions by Gas Chromatography D 5452 Test Method for Particulate Contamination in Avia-
D 3120 Test Method for Trace Quantities of Sulfur in Light tion Fuels by Laboratory Filtration
Liquid Petroleum Hydrocarbons by Oxidative Microcou- D 5453 Test Method for Determination of Total Sulfur in
lometry Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel
D 3227 Test Method for (Thiol Mercaptan) Sulfur in Gaso- Engine Fuel, and Engine Oil by Ultraviolet Fluorescence
line, Kerosine, Aviation Turbine, and Distillate Fuels D 5972 Test Method for Freezing Point of Aviation Fuels
(Potentiometric Method) (Automatic Phase Transition Method)
D 3240 Test Method for Undissolved Water In Aviation D 6045 Test Method for Color of Petroleum Products by the
Turbine Fuels Automatic Tristimulus Method
D 3241 Test Method for Thermal Oxidation Stability of D 6379 Test Method for Determination of Aromatic Hydro-
Aviation Turbine Fuels (JFTOT Procedure) carbon Types in Aviation Fuels and Petroleum
D 3242 Test Method for Acidity in Aviation Turbine Fuel Distillates—High Performance Liquid Chromatography
D 3338 Test Method for Estimation of Net Heat of Com- Method with Refractive Index Detection
bustion of Aviation Fuels D 6469 Guide for Microbial Contamination in Fuels and
Fuel Systems
D 3343 Test Method for Estimation of Hydrogen Content of
D 6615 Specification for Jet B Wide-Cut Aviation Turbine
Aviation Fuels
Fuel
D 3701 Test Method for Hydrogen Content of Aviation
D 7153 Test Method for Freezing Point of Aviation Fuels
Turbine Fuels by Low Resolution Nuclear Magnetic Reso-
(Automatic Laser Method)
nance Spectrometry
D 7154 Test Method for Freezing Point of Aviation Fuels
D 3828 Test Methods for Flash Point by Small Scale Closed (Automatic Fiber Optical Method)
Cup Tester E 29 Practice for Using Significant Digits in Test Data to
D 3948 Test Method for Determining Water Separation Determine Conformance with Specifications
Characteristics of Aviation Turbine Fuels by Portable 2.2 Energy Institute Standards:4
Separometer IP 225 Copper Content of Aviation Turbine Fuel
D 4052 Test Method for Density and Relative Density of
IP 227 Silver Corrosion of Aviation Turbine Fuel
Liquids by Digital Density Meter
IP 540 Determination of the existent gum content of avia-
D 4057 Practice for Manual Sampling of Petroleum and
tion turbine fuel — Jet evaporation method
Petroleum Products
2.3 ANSI Standard:5
D 4171 Specification for Fuel System Icing Inhibitors
ANSI 863 Report of Test Results
D 4176 Test Method for Free Water and Particulate Con-
2.4 Other Standard:6
tamination in Distillate Fuels (Visual Inspection Proce-
dures) Defence Standard 91-91 Issue 5 (DERD 2494) Turbine
Fuel, Aviation Kerosine Type, Jet A-1
D 4294 Test Method for Sulfur in Petroleum and Petroleum
Products by Energy Dispersive X-ray Fluorescence Spec-
trometry 3. General
D 4306 Practice for Aviation Fuel Sample Containers for 3.1 This specification, unless otherwise provided, prescribes
Tests Affected by Trace Contamination the required properties of aviation turbine fuel at the time and
D 4529 Test Method for Estimation of Net Heat of Com- place of delivery.
bustion of Aviation Fuels
D 4809 Test Method for Heat of Combustion of Liquid 4. Classification
Hydrocarbon Fuels by Bomb Calorimeter (Precision 4.1 Two types of aviation turbine fuels are provided, as
Method) follows:
D 4865 Guide for Generation and Dissipation of Static 4.1.1 Jet A and Jet A-1—Relatively high flash point distil-
Electricity in Petroleum Fuel Systems lates of the kerosine type.
D 4952 Test Method for Qualitative Analysis for Active 4.2 Jet A and Jet A-1 represent two grades of kerosine fuel
Sulfur Species in Fuels and Solvents (Doctor Test) that differ in freezing point. Other grades would be suitably
D 4953 Test Method for Vapor Pressure of Gasoline and identified.
Gasoline-Oxygenate Blends (Dry Method) 4.3 This specification previously cited the requirements for
D 5001 Test Method for Measurement of Lubricity of Jet B. Requirements for Jet B fuel now appear in Specification
Aviation Turbine Fuels by the Ball-on-Cylinder Lubricity D 6615.
Evaluator (BOCLE)
D 5006 Test Method for Measurement of Fuel System Icing
Inhibitors (Ether Type) in Aviation Fuels 4
Available from Energy Institute, 61 New Cavendish St., London, WIG 7AR,
D 5190 Test Method for Vapor Pressure of Petroleum Prod- U.K.
5
ucts (Automatic Method) Available from American National Standards Institute (ANSI), 25 W. 43rd St.,
4th Floor, New York, NY 10036.
D 5191 Test Method for Vapor Pressure of Petroleum Prod- 6
Available from Procurement Executive DFS (Air), Ministry of Defence, St.
ucts (Mini Method) Giles Court 1, St. Giles High St., London WC2H 8LD.

2
 D 1655 – 08a
5. Materials and Manufacture suspended matter. The odor of the fuel shall not be nauseating
5.1 Aviation turbine fuel, except as otherwise specified in or irritating. No substance of known dangerous toxicity under
this specification, shall consist of refined hydrocarbons derived usual conditions of handling and use shall be present, except as
from conventional sources including crude oil, natural gas permitted in this specification.
liquid condensates, heavy oil, shale oil, and oil sands. The use
of jet fuel blends, containing components from other sources, 8. Sampling
are only permitted on a specific, individual basis (see Annex 8.1 Because of the importance of proper sampling proce-
A1). dures in establishing fuel quality, use the appropriate proce-
5.1.1 Fuels used in certified engines and aircraft are ulti- dures in Practice D 4057 to obtain a representative sample
mately approved by the certifying authority subsequent to from the batch of fuel for specification compliance testing.
formal submission of evidence to the authority as part of the This requirement is met by producing fuel as a discrete batch
type certification program for that aircraft and engine model. then testing it for specification compliance. This requirement is
Additives to be used as supplements to an approved fuel must not satisfied by averaging online analysis results.
also be similarly approved on an individual basis (see X1.2.4 8.2 A number of jet fuel properties, including thermal
and X1.10.1). stability, water separation, electrical conductivity, and others,
5.2 Additives—May be added to each type of aviation are very sensitive to trace contamination, which can originate
turbine fuel in the amount and of the composition specified in from sample containers. For recommended sample containers,
Table 2 or the following list of approved material:7 refer to Practice D 4306.
5.2.1 Other additives are permitted under 5.1 and 7.1. These
include fuel system icing inhibitor, other antioxidants, inhibi- 9. Report
tors, and special purpose additives. The quantities and types 9.1 The type and number of reports to ensure conformance
must be declared by the fuel supplier and agreed to by the with the requirements of this specification shall be mutually
purchaser. Only additives approved by the aircraft certifying agreed upon by the seller and the purchaser of the aviation
authority are permitted in the fuel on which an aircraft is turbine fuel.
operated. 9.2 A suggested form for reporting inspection data on
[Link] Biocidal additives are available for controlled usage. aviation turbine fuels is given in Appendix X3.
Where such an additive is used in the fuel, the approval status
of the additive and associated conditions must be checked for 10. Test Methods
the specific aircraft and engines to be operated. 10.1 Determine the requirements enumerated in this speci-
[Link] Fuel System Icing Inhibitor: fication in accordance with the following ASTM test methods.
(1) Diethylene Glycol Monomethyl Ether (DiEGME), con- 10.1.1 Density—Test Method D 1298 or D 4052.
forming to the requirements of Specification D 4171, Type III, 10.1.2 Distillation—Test Method D 86. For Jet A and Jet
may be used in concentrations of 0.10 to 0.15 volume %. A-1, Test Method D 2887 can be used as an alternate with the
(2) Test Method D 5006 may be used to determine the limits listed in Table 1. In case of dispute, Test Method D 86
concentration of DiEGME in aviation fuels. shall be the referee method (see X1.6.1.1).
5.3 Guidance material is presented in Appendix X2 con- 10.1.3 Flash Point—Test Method D 56 or D 3828.
cerning the need to control processing additives in jet fuel 10.1.4 Freezing Point—Test Method D 5972, D 7153,
production. D 7154, or D 2386. Any of these test methods can be used to
6. Detailed Requirements certify and recertify jet fuel. However, Test Method D 2386 is
the referee method. An interlaboratory study (RR: D02–15728)
6.1 The aviation turbine fuel shall conform to the require- that evaluated the ability of freezing point methods to detect jet
ments prescribed in Table 1. fuel contamination by diesel fuel determined that Test Methods
6.2 Test results shall not exceed the maximum or be less D 5972 and D 7153 provided significantly more consistent
than the minimum values specified in Table 1. No allowance detection of freeze point changes caused by contamination than
shall be made for the precision of the test methods. To Test Methods D 2386 and D 7154. It is recommended to certify
determine conformance to the specification requirement, a test and recertify jet fuel using either Test Method D 5972 or Test
result may be rounded to the same number of significant figures Method D 7153, or both, on the basis of the reproducibility and
as in Table 1 using Practice E 29. Where multiple determina- cross-contamination detection reported in RR: D02–1572.8 The
tions are made, the average result, rounded in accordance with cause of freezing point results outside specification limits by
Practice E 29, shall be used. automated methods should be investigated, but such results do
not disqualify the fuel from aviation use if the results from the
7. Workmanship, Finish and Appearance
referee method (Test Method D 2386) are within the specifi-
7.1 The aviation turbine fuel specified in this specification cation limit.
shall be visually free of undissolved water, sediment, and 10.1.5 Viscosity—Test Method D 445.

7
Supporting data (Guidelines for Approval or Disapproval of Additives) have
8
been filed at ASTM International Headquarters and may be obtained by requesting Supporting data have been filed at ASTM International Headquarters and may
Research Report RR: D02-1125. be obtained by requesting Research Report RR: D02–1572.

3
 D 1655 – 08a
TABLE 1 Detailed Requirements of Aviation Turbine FuelsA
Property Jet A or Jet A-1 ASTM Test MethodB
COMPOSITION
Acidity, total mg KOH/g max 0.10 D 3242
1. Aromatics, vol % max 25 D 1319
2. Aromatics, vol % max 26.5 D 6379
Sulfur, mercaptan,C mass % max 0.003 D 3227
Sulfur, total mass % max 0.30 D 1266, D 2622, D 4294, or D 5453
VOLATILITY
Distillation: one of the following requirements
shall be met.
1. Physical Distillation D 86D
Distillation temperature, °C:
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
2. Simulated Distillation D 2887
Distillation temperature, °C
10% recovered, temperature max 185
50 % recovered, temperature report
90 % recovered, temperature report
Final boiling point, temperature max 340
Flash point, °C min 38E D 56 or D 3828F
Density at 15°C, kg/m3 775 to 840 D 1298 or D 4052
FLUIDITY
Freezing point, °C max −40 Jet AG D 5972, D 7153, D 7154, or D 2386
−47 Jet A-1G
Viscosity −20°C, mm2/sH max 8.0 D 445
COMBUSTION
I
Net heat of combustion, MJ/kg min 42.8 D 4529, D 3338, or D 4809
One of the following require-
ments shall be met:
(1) Smoke point, mm, or min 25 D 1322
(2) Smoke point, mm, and min 18 D 1322
Naphthalenes, vol, % max 3.0 D 1840
CORROSION
Copper strip, 2 h at 100°C max No. 1 D 130
THERMAL STABILITY
JFTOT (2.5 h at control temperature of 260°C
min)
Filter pressure drop, mm Hg max 25J D 3241
Tube deposits less than 3K
No Peacock or Abnormal Color Deposits
CONTAMINANTS
Existent gum, mg/100 mL max 7 D 381, IP 540
Microseparometer,L Rating D 3948
Without electrical conductivity additive min 85
With electrical conductivity additive min 70
ADDITIVES See 5.2
M
Electrical conductivity, pS/m D 2624
A
For compliance of test results against the requirements of Table 1, see 6.2.
B
The test methods indicated in this table are referred to in Section 10.
C
The mercaptan sulfur determination may be waived if the fuel is considered sweet by the doctor test described in Test Method D 4952.
D
D 86 distillation of jet fuel is run at Group 4 conditions, except Group 3 condenser temperature is used.
E
A higher minimum flash point specification may be agreed upon between purchaser and supplier.
F
Results obtained by Test Methods D 3828 may be up to 2°C lower than those obtained by Test Method D 56, which is the preferred method. In case of dispute, Test
Method D 56 will apply.
G
Other freezing points may be agreed upon between supplier and purchaser.
H
1 mm2/s = 1 cSt.
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
Preferred SI units are 3.3 kPa, max.
K
Tube deposit ratings shall always be reported by the Visual Method; a rating by the Tube Deposit Rating (TDR) optical density method is desirable but not mandatory.
L
At point of manufacture.
M
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 10 212 V 21 m21

4
 D 1655 – 08a
TABLE 2 Detailed Requirements for Additives in Aviation Turbine Fuels
Additive Dosage
Fuel Performance Enhancing Additives
AntioxidantsA,B 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 DeactivatorA
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 0.10 vol % min

Diethylene Glycol Monomethyl Ether (see Specification D 4171) 0.15 vol % max
Fuel Handling and Maintenance Additives
Electrical Conductivity ImproverF
Stadis 450G
On initial blending 3 mg/L max
After field reblending, cumulative concentration 5 mg/L max
If the additive concentration is 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)H

Biocidal AdditivesE,I
Corrosion Inhibitor/Lubricity ImproversJ
One of the following:
Apollo PRI-19 23 mg/L max
HiTEC 580 23 mg/L max
Octel DCI-4A 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).
D
If copper contamination is suspected, initial treatment may exceed 2.0 mg/L but cumulative total must be below 5.7 mg/L.
E
The quantity must be declared by the fuel supplier and agreed to by the purchaser.
F
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 to 600 pS/m under the conditions at point of delivery.
1 pS/m 5 1 3 10–12 V –1m–1
G
Stadis 450 is a registered trademark marketed by Innospec Inc., Innospec Manufacturing Park, Oil Sites Road, Ellesmere Port, Cheshire, CH65 4EY, UK.
H
Tracer A (LDTA-A) is a registered trademark of Tracer Research Corp., 3755 N. Business Center Dr., Tucson, AZ 85705.
I
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.
J
More information concerning minimum treat rates of corrosion inhibitor/lubricity improver additives is contained in X1.10.2.

10.1.6 Net Heat of Combustion—Test Method D 4529, 10.1.13 Thermal Stability—Test Method D 3241.
D 3338, or D 4809. 10.1.14 Aromatics—Test Method D 1319 or D 6379. Test
10.1.7 Corrosion (Copper Strip)—Test Method D 130. Method D 1319 shall be the referee test method.
10.1.8 Total Acidity—Test Method D 3242. 10.1.15 Smoke Point—Test Method D 1322.
10.1.9 Sulfur—Test Method D 1266, D 2622, D 4294, or 10.1.16 Naphthalene Content—Test Method D 1840.
D 5453.
10.1.17 Electrical Conductivity—Test Method D 2624.
10.1.10 Mercaptan Sulfur—Test Method D 3227.
10.1.11 Water Reaction—Test Method D 1094.
10.1.12 Existent Gum—Test Method D 381 or IP 540. Test 11. Keywords
Method D 381, using steam jet operating conditions, shall be 11.1 aviation turbine fuel; avtur; Jet A; Jet A-1; jet fuel;
the referee test method. turbine fuel

5
 D 1655 – 08a
ANNEX

(Mandatory Information)

A1. FUELS FROM NON-CONVENTIONAL SOURCES

A1.1 Introduction sources, but this has yet to be defined. As an interim solution,
A1.1.1 Jet fuels containing synthetic hydrocarbons have it has been deemed necessary to recognize, on an individual
been previously allowed under Specification D 1655. However, basis, fuels from non-conventional sources whose performance
the fraction of these hydrocarbons was not limited, and there complies with the intent of this specification.
were no requirements or restrictions placed on either these
hydrocarbons or the final blend. It has been recognized that A1.2 Acceptable Fuels from Non-Conventional Sources—
synthetic blends represent a potential departure from experi- The SASOL semi-synthetic fuel, a blend of conventionally
ence and from key assumptions on which the fuel property produced kerosine and a synthetic kerosine and specified in
requirements defined in Table 1 have been based. Defence Standard 91-91/Issue 5, dated Feb. 8, 2005, is
A1.1.2 The longer-term strategy is to revise Specification recognized as meeting the requirements of Specification
D 1655 to fully encompass fuels from non-conventional D 1655.

APPENDIXES

(Nonmandatory Information)

X1. PERFORMANCE CHARACTERISTICS OF AVIATION TURBINE FUELS

X1.1 Introduction X1.2.4 The acceptability of additives for use must ulti-
X1.1.1 This appendix describes the performance character- mately be determined by the engine and aircraft type certificate
istics of aviation turbine fuels. A more detailed discussion of holder and must be approved by his certifying authority. In the
the individual test methods and their significance is found in United States of America, the certifying authority is the Federal
ASTM Manual No. 1.9 Additional information on aviation Aviation Administration.
turbine fuel and its properties is found in ASTM’s MNL 37, X1.3 Thermal Stability
Fuels and Lubricants Handbook: Technology, Properties, Per-
formance, and Testing10 and the Handbook of Aviation Fuel X1.3.1 Stability to oxidation and polymerization at the
Properties.11 operating temperatures encountered in certain jet aircraft is an
important performance requirement. The thermal stability mea-
X1.2 Significance and Use surements are related to the amount of deposits formed in the
engine fuel system on heating the fuel in a jet aircraft.
X1.2.1 Specification D 1655 defines two grades of jet fuel Commercial jet fuels should be thermally stable at a fuel
for civil use. Limiting values for the two grades of fuel covered temperature as high as 163°C (325°F). Such fuels have been
are placed on fuel properties believed to be related to the demonstrated to have inherent storage stability.
performance of the aircraft and engines in which they are most X1.3.2 In 1973, Test Method D 3241, JFTOT, replaced
commonly used. Method of Test D 1660, known as the ASTM Coker, for the
X1.2.2 The safe and economical operation of aircraft re- determination of oxidative thermal stability. (See CRC Report
quires fuel that is essentially clean and dry and free of any 450, dated 1969 and revised in 1972. See also Bert and
contamination prior to use. It is possible to measure a number Painter’s SAE paper 730385.12). Today, a single pass/fail run
of jet fuel characteristics related to quality. with the tube temperature controlled at 260°C is used to ensure
X1.2.3 The significance of standard tests for fuel properties compliance with the specification minimum requirements. For
may be summarized for convenience in terms of the technical a more complete characterization of a fuel’s thermal stability,
relationships with performance characteristics as shown in a breakpoint can be obtained. The breakpoint is the highest
Table X1.1. tube temperature at which the fuel still passes the specification
requirements of tube deposit color and pressure differential.
Normally, obtaining a breakpoint requires two or more runs at
9 differing tube temperatures. Breakpoints are therefore not used
Manual on Significance of Tests for Petroleum Products , MNL 1, ASTM
International, 2003. for quality control, but they serve mostly for research purposes.
10
MNL 37, Fuels and Lubricants Handbook: Technology, Properties, Perfor-
mance, and Testing, Eds., Totten, George E., Westbrook, Steven R., and Shah,
12
Rajesh J., ASTM International, W. Conshohocken, PA, 2003. Bert, J. A., and Painter, L., “A New Fuel Thermal Stability Test (A Summary
11
Handbook of Aviation Fuel Properties, Third Edition, CRC Report 635, of Coordinating Research Council Activity),” SAE Paper 730385, Society of
Coordinating Research Council, Atlanta, GA, 2004. Automotive Engineers, Warrendale, PA, 1973.

6
 D 1655 – 08a
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
Fuel lubricating ability (lubricity) Fuel lubricity X1.10
Miscellaneous Additives X1.15.1
Sample containers X1.15.3

X1.4 Combustion Generally, the more highly aromatic the jet fuel, the more
X1.4.1 Jet fuels are continuously burned in a combustion smoky the flame. A high smoke point indicates a fuel of low
chamber by injection of liquid fuel into the rapidly flowing smoke-producing tendency.
stream of hot air. The fuel is vaporized and burned at near X1.4.2.2 Aromatics—The combustion of highly aromatic
stoichiometric conditions in a primary zone. The hot gases jet fuels generally results in smoke and carbon or soot
produced are continuously diluted with excess air to lower their deposition, and it is therefore desirable to limit the total
temperature to a safe operating level for the turbine. Fuel aromatic content as well as the naphthalenes in jet fuels.
combustion characteristics relating to soot formation are em- X1.4.2.3 Percent Naphthalenes—This method covers mea-
phasized by current specification test methods. Other fuel surement of the total concentration of naphthalene, acenaph-
combustion characteristics not covered in current specifications thene, and alkylated derivatives of these hydrocarbons in jet
are burning efficiency and flame-out. fuels containing no more than 5 % of such compounds and
X1.4.2 In general, paraffin hydrocarbons offer the most having boiling points below 600°F (316°C).
desirable combustion cleanliness characteristics for jet fuels.
Naphthenes are the next most desirable hydrocarbons for this X1.5 Fuel Metering and Aircraft Range
use. Although olefins generally have good combustion charac- X1.5.1 Density—Density is a property of a fluid and is of
teristics, their poor gum stability usually limits their use in significance in metering flow and in mass-volume relationships
aircraft turbine fuels to about 1 % or less. Aromatics generally for most commercial transactions. It is particularly useful in
have the least desirable combustion characteristics for aircraft empirical assessments of heating value when used with other
turbine fuel. In aircraft turbines they tend to burn with a smoky parameters, such as aniline point or distillation. A low density
flame and release a greater proportion of their chemical energy may indicate low heating value per unit volume.
as undesirable thermal radiation than the other hydrocarbons. X1.5.2 Net Heat of Combustion—The design of aircraft and
Naphthalenes or bicyclic aromatics produce more soot, smoke, engines is based on the convertibility of heat into mechanical
and thermal radiation than monocyclic aromatics and are, energy. The net heat of combustion provides a knowledge of
therefore, the least desirable hydrocarbon class for aircraft jet the amount of energy obtainable from a given fuel for the
fuel use. All of the following measurements are influenced by performance of useful work; in this instance, power. Aircraft
the hydrocarbon composition of the fuel and, therefore, pertain design and operation are dependent upon the availability of a
to combustion quality: smoke point, percent naphthalenes, and certain predetermined minimum amount of energy as heat.
percent aromatics.13 Consequently, a reduction in heat energy below this minimum
X1.4.2.1 Smoke Point—This method provides an indication is accompanied by an increase in fuel consumption with
of the relative smoke-producing properties of jet fuels and is corresponding loss of range. Therefore, a minimum net heat of
related to the hydrocarbon-type composition of such fuels. combustion requirement is incorporated in this specification.
The determination of net heat of combustion is time consuming
13
and difficult to conduct accurately. This led to the development
A task force studied the possible use of hydrogen content as an alternative to
and use of the aniline point and density relationship to estimate
aromatics content. Supporting data (a report of these studies completed in 1989)
have been filed at ASTM International Headquarters and may be obtained by the heat of combustion of the fuel. This relationship is used
requesting Research Report RR: D02-1258. along with the sulfur content of the fuel to obtain the net heat

7
 D 1655 – 08a
of combustion by Test Method D 4529 for the purposes of this when requesting manual freezing point measurements, that
specification. An alternative calculation, Test Method D 3338, requestors ensure that the method is being conducted properly.
is based on correlations of aromatics content, gravity, volatility, NOTE X1.1—Absence of cross-product contamination is intended to set
and sulfur content. This method may be preferred at refineries an expectation that the possibility and ramifications of cross-product
where all these values are normally obtained and the necessity contamination are considered before the fuel is released, hence this
to obtain the aniline point is avoided. The direct measurement decision should not be made solely on the manual freezing point result.
method, Test Method D 4809, is normally used only as a
referee method in cases of dispute. X1.8 Compatibility with Elastomer and the Metals in the
Fuel System and Turbine
X1.6 Fuel Atomization X1.8.1 Mercaptan Sulfur—Mercaptans are known to be
X1.6.1 Distillation—The fuel volatility and ease of vapor- reactive with certain elastomers. A limitation in mercaptan
ization at different temperatures are determined by distillation. content is specified to preclude such reactions and to minimize
The 10 % distilled temperatures are limited to ensure easy the unpleasant mercaptan odor.
starting. The Final Boiling Point limit excludes heavier frac- X1.8.2 Sulfur—Control of sulfur content is significant for
tions that would be difficult to vaporize. jet fuels because the sulfur oxides formed during combustion
X1.6.1.1 Test Method D 86 is the referee method for mea- may be corrosive to turbine metal parts.
suring distillation properties; Test Method D 2887 is approved X1.8.3 Copper Strip Corrosion—A requirement that jet fuel
as an alternate method. However, Test Method D 86 and Test must pass the copper strip test ensures that the fuel will not
Method 2887 do not give the same numerical results, thus the corrode copper or any copper-base alloys in various parts of the
different limits listed in Table 1. Test Method D 2887 always fuel system.
starts at a lower temperature and ends at a higher temperature X1.8.4 Total Acidity—Some petroleum products are treated
than Test Method D 86. Caution should be used when using with mineral acid or caustic, or both, as part of the refining
distillation properties to estimate other fuel properties. A procedure. Any residual mineral acid or caustic is undesirable.
correlation equation giving a quantitative estimate of a fuel Neither impurity is likely to be present. However, a determi-
property based on Test Method D 86 data should not be used nation of acidity confirms this when inspecting new or unused
with Test Method D 2887 data. fuel. It also measures organic acids if present.
X1.6.2 Viscosity—The viscosity of a fuel is closely related X1.9 Fuel Storage Stability
to pumpability over the temperature range and consistency of
X1.9.1 Existent Gum—Gum is a nonvolatile residue left on
nozzle spray patterns. The ability of fuel to lubricate a pump
evaporation of fuel. Steam or air is used as an evaporating
may also be related to the viscosity.
agent for fuels that are to be used in aircraft equipped with
turbine engines. The amount of gum present is an indication of
X1.7 Fluidity at Low Temperatures
the condition of the fuel at the time of test only. Large
X1.7.1 Freezing Point—The freezing point is particularly quantities of gum are indicative of contamination of fuel by
important and must be sufficiently low to preclude interference higher boiling oils or particulate matter and generally reflect
with flow of fuel through filter screens to the engine at poor fuel handling practices.
temperatures prevailing at high altitudes. The temperature of
fuel in an aircraft tank decreases as the outside temperature X1.10 Fuel Lubricity
decreases. The minimum temperature experienced during a X1.10.1 Aircraft/engine fuel system components and fuel
flight depends mostly on the outside air temperature, flight control units rely on the fuel to lubricate their sliding parts. The
duration, and aircraft speed. For example, long duration flights effectiveness of a jet fuel as a lubricant in such equipment is
would require fuel of lower freezing point than would short referred to as its lubricity. Differences in fuel system compo-
duration flights. nent design and materials result in varying degrees of equip-
X1.7.1.1 The manual freezing point method, Test Method ment sensitivity to fuel lubricity. Similarly, jet fuels vary in
D 2386, has a long history of providing results sufficient to their level of lubricity. In-service problems experienced have
support safe aviation operations, so it is designated the referee ranged in severity from reductions in pump flow to unexpected
method. As shown by the results in RR: D02–15728, automated mechanical failure leading to in-flight engine shutdown.
methods often provide greater precision in determining freez- X1.10.2 The chemical and physical properties of jet fuel
ing point and more sensitivity to cross-product contamination cause it to be a relatively poor lubricating material under high
than the manual method, so their use is recommended in temperature and high load conditions. Severe hydroprocessing
certifying and recertifying jet fuel. Recent experience has removes trace components resulting in fuels that tend to have
shown, however, that automated methods sometimes give lower lubricity than straight-run or wet-treated fuels. Corrosion
unreliable freezing points or freezing points significantly inhibitor/lubricity improver additives (see Table 2) are rou-
warmer than the manual method. In such cases, in the absence tinely used to improve the lubricity of military fuels and may
of cross-product contamination, the fuel may be certified/ be used in civil fuels. These additives vary in efficacy and may
recertified by the manual method. be depleted by adsorption on tank and pipe surfaces, so treat
X1.7.1.2 Because of the advantages of automated freezing rates should be set with care. Because of their polar nature,
point methods, many laboratories no longer run the manual these additives can have adverse effects on fuel filtration
freezing point method on a routine basis. It is recommended, systems and on fuel water separation characteristics. For this

8
 D 1655 – 08a
reason, it is preferable to avoid adding more of these additives conductivity fuel, that fuel blend does not exhibit unusual static
than needed. When adequate jet fuel lubricity performance is behavior. For more information on this subject, see Guide
achieved solely by additive use (without BOCLE testing or D 4865.
commingling with higher lubricity fuels), the additive concen-
tration should be used at no less than its Minimum Effective X1.12 Fuel Cleanliness and Contamination
Concentration (MEC) from the military Qualified Products List X1.12.1 Introduction:
(QPL-25017). These levels are: X1.12.1.1 Unlike most other fuel properties, fuel cleanli-
CI/LI Additive MEC ness is dynamic; constantly changing during transportation and
Apollo PRI-19 18 g/m3 distribution. Jet fuel should be maintained in as clean a
HiTEC 580 15 g/m3
Octel DCI-4A 9 g/m3
condition as possible right up to and in airport storage to ensure
Nalco 5403 12 g/m3 that possible failures of individual filtration components will
not result in an unsafe condition. Airport control of cleanliness
X1.10.3 Most modern aircraft fuel system components have should be such as to ensure that only fuel relatively absent of
been designed to operate on low lubricity fuel (Test Method free water and solid particulates is delivered into aircraft.
D 5001 (BOCLE) wear scar diameter up to 0.85 mm). Other X1.12.1.2 The cleanliness of aviation turbine fuel is an
aircraft may have fuel system components that are more essential performance requirement. Cleanliness requires the
sensitive to fuel lubricity. Because low lubricity fuels are relative absence of free water and solid particulates. Water or
commingled with high lubricity fuels in most distribution dirt contamination, or both, in fuel onboard an aircraft repre-
systems, the resultant fuels no longer have low lubricity. sents a threat to flight safety and can cause long–term problems
However, problems have occurred when severely hydropro- in areas such as wear, corrosion, and plugging of filters and
cessed fuel from a single source was the primary supply for other narrow tolerance parts.
sensitive aircraft. Where there are concerns about fuel lubricity, X1.12.1.3 The cleanliness of aviation turbine fuel is pro-
the air frame manufacturer can advise precautionary measures, tected in part by allowing time for dirt and water to settle
such as the use of an approved lubricity additive to enhance the during fuel distribution and by the routine use of effective
lubricity of the fuel. filtration that removes both dirt and water. Generally the fuel
X1.10.4 Test Method D 5001 (BOCLE) is a test for assess- handling system filters the fuel several times between manu-
ing fuel lubricity where lower lubricity fuels give larger facture and use with the final filtration occurring as the fuel is
BOCLE wear scar diameters. BOCLE is used for in-service loaded onto an aircraft.
trouble shooting, lubricity additive evaluation, and in the X1.12.2 Undissolved Water—The test method for undis-
monitoring of low lubricity test fluid during endurance testing solved water provides a quantitative means for measuring the
of equipment. However, because the BOCLE may not accu- amount of undissolved or free water in flowing fuel streams
rately model all types of wear that cause in-service problems, without exposing the sample to the atmosphere or to a sample
other methods may be developed to better simulate the type of container. It also provides a means for checking the perfor-
wear most commonly found in the field. mance of fuel filter-separators. Test Method D 3240 describes
X1.10.5 Regulations are requiring increased production and this test method.
distribution of ultralow sulfur diesel fuel (15 ppm maximum X1.12.3 Free Water and Particulate Contamination in Dis-
sulfur content). Diesel fuels are desulfurized to these low levels tillate Fuels (Clear and Bright Pass/Fail Procedures)—The
by severe hydroprocessing, sometimes resulting in very low procedures in Test Method D 4176 provide rapid but nonquan-
lubricity fuels. Jet fuel lubricity may be impacted by the titative methods for detecting contamination in a distillate fuel.
increased use of low sulfur diesel fuel, because batches of jet Other following methods permit quantitative determinations.
fuel may be made to these ultralow sulfur levels to maintain X1.12.4 Particulate Matter—The presence of adventitious
efficient production and distribution. solid particulate contaminants such as dirt and rust may be
detected by filtration of the jet fuel through membrane filters
X1.11 Fuel Handling under prescribed conditions. Test Methods D 2276 and D 5452
describe a suitable technique.
X1.11.1 Flash Point—The flash point is an indication of the X1.12.4.1 Membrane Color Ratings—Filtering the fuel
maximum temperature for fuel handling and storage without through a membrane and rating the color of the deposits against
serious fire hazard. The shipment, storage, and handling a standard color scale offers a qualitative assessment of
precautions regulated by municipal, state, or federal laws and particulate contaminant levels in fuels or of changes in fuel
insurance requirements are a function of the flash point for the contaminant levels at a particular location. Appendix XI on
particular fuel being utilized. Filter Membrane Color Ratings for Fuels of Test Method
X1.11.2 Static Electricity—The generation and dissipation D 2276 describes a suitable technique.
of static electricity can create problems in the handling of X1.12.5 Microbial Contamination—Uncontrolled microbial
aviation fuels. Electrical conductivity additives can be added to contamination in fuel systems may cause or contribute to a
dissipate charge more rapidly. This is most effective when the variety of problems including corrosion, odor, filter plugging,
fuel conductivity is in the range from 50 to 600 pS/m. Studies decreased stability, and deterioration of fuel/water separation
have shown that when fuels treated with conductivity additive characteristics. In addition to system component damage,
are commingled with non-additized fuel resulting in a low off-specification fuel can result.

9
 D 1655 – 08a
X1.12.5.1 Guide D 6469 provides personnel with limited transport systems vary in their basic nature, for example, a
microbiological background an understanding of the symp- multi-product pipeline versus a dedicated pipeline, and also in
toms, occurrence, and consequences of chronic microbial their detailed operating conditions, the parties assuming cus-
contamination. The guide also suggests means for detection tody of the fuel should evaluate their particular systems and
and control. Biocides used in aviation fuels must follow engine establish suitable testing requirements.
and airframe manufacturer’s approval guidelines.
X1.14 Cleanliness at Time of Fuel Custody Transfer at
X1.13 Surfactants Airport
X1.13.1 A key element in preventing contamination is to X1.14.1 Airport fueling is the most critical location for
minimize or eliminate surfactants, which can compromise the controlling dirt and water cleanliness. Into-airport storage is
ability of fuel handling systems to remove dirt and water. For thus an important point for controlling surfactant contamina-
example, surfactants can reduce the particle size of suspended tion so as to protect out-of-storage and into-plane dirt and
solid and water droplets, which slows removal by settling. water filtration.
Surfactants can disperse dirt and water so finely that they pass
through filters. Surfactants can adsorb on the surfaces of X1.15 Miscellaneous
filter/coalescers interfering with water removal. Surfactants X1.15.1 Additives—Antioxidants and metal deactivators are
can also lift rust from surfaces, thus increasing the solids level used to prevent the formation of oxidation deposits in aircraft
in the fuel. engine fuel systems, to counteract the catalytic effects of active
X1.13.2 Water Separation Characteristics—The ease of metals in fuel systems, and to improve the oxidation stability of
coalescence of water from fuels as influenced by surface active fuels in storage. Other additives are available to inhibit the
agents (surfactants) is assessed by Test Methods D 3948 and is corrosion of steel in fuel systems, to improve the fuel lubricity,
designed to be used as a field or laboratory method. A high to increase the electrical conductivity of fuel, to combat
rating suggests a fuel free of surfactants; a low rating indicates microbiological organisms, to prevent the formation of ice in
that surfactants are present. Surfactants, which may be con- fuel systems containing water, and to assist in detecting leaks
taminants or deliberately added materials, may gradually in fuel storage, delivery, and dispensing systems. The chemical
disarm filter coalescers, allowing fine water droplets and names or registered trade names of approved additives and the
particulate contaminants to pass separators in ground handling maximum quantities permitted are shown in the specifications.
equipment. X1.15.1.1 Fuel System Icing Inhibitor, diethylene glycol
X1.13.2.1 Water Separation Characteristics at Point of monomethyl ether approved in [Link] shall conform to the
Manufacture—The presence of surfactants in aviation turbine requirements shown in Specification D 4171.
fuel specified by Specification D 1655 is controlled at the point X1.15.2 Leak Detection Additive—Addition of leak detec-
of manufacture by the Test Method D 3948 performance tion additive, approved in 5.2, should be added to the fuel in
requirement listed in Table 1. To determine if surfactant accordance with the Tracer Tight14 methodology.
contamination occurs during transportation the fuel should also X1.15.3 Sample Containers—A practice for sampling avia-
be tested downstream of the point of manufacture as appropri- tion fuel for tests affected by trace contamination can be found
ate. in Practice D 4306.
X1.13.2.2 Water Separation Characteristics at Points X1.15.4 Color—While this specification does not have a
Downstream—Results of downstream Test Method D 3948 color requirement, color can be a useful indicator of fuel
testing are not to be used as the sole reason for rejection of fuel, quality. Normally fuel color ranges from water white (color-
but they can indicate a mandatory need for further diligent less) to a straw/pale yellow. Other fuel colors may be the result
investigation or remedial action, or both, such as passing the of crude oil characteristics or refining processes. Darkening of
fuel through a clay adsorption unit to remove surfactants. fuel or a change in fuel color may be the result of product
However, the fuel may be rejected in the absence of satisfac- contamination and may be an indicator that the fuel is
tory Test Method D 3948 testing results if no documented off-specification, which could render it unfit and not acceptable
evidence is presented that a detailed investigation was carried for aircraft/engine use. Fuel having various shades of color,
out demonstrating that the fuel was free of excess water and that is, pink, red, green, blue, or a change in color from the
dirt and could be delivered into aircraft in a clean condition. supply source should be investigated to determine the cause of
X1.13.2.3 Water Separation Assessment—Because distribu- color change to ensure suitability for aircraft/engine use and
tion systems can be complex and employ a variety of methods should be documented prior to final delivery to airport storage.
of transporting the fuel, sampling points and methodologies
should be established as a result of a technical assessment
designed to ensure that fuel cleanliness is maintained through- 14
Tracer Tight is a registered trademark of Tracer Research Corp., 3755 N.
out the system to the point of delivery into aircraft. Since Business Center Dr., Tucson, AZ 85705.

10
 D 1655 – 08a

X2. CONTROL OF PROCESSING ADDITIVES

X2.1 Experience has shown that refinery processing addi- X2.1.3 There usually are no available data, relating to
tives, such as corrosion inhibitors, might be carried over in processing additive concentration to aircraft system perfor-
trace quantities into aviation fuel during refinery production. In mance, to set no-harm levels (to define analysis sensitivity).
some cases, this has resulted in operational problems in aircraft
fuel systems. Moreover, these additives can cause problems at X2.2 It is therefore not practical for this specification to
levels which may not be detected by the standard specification require detailed chemical analysis of each production batch of
testing detailed in Table 1. While the specification (5.1.1) aviation fuel beyond the requirements listed in Table 1. Instead,
requires that only approved additives are used, confirming that each manufacturing location should ensure that procedures are
non-approved additives are absent is difficult, because it is in place to control processing additive use and impact on
unclear what analytical method to apply, given that: product performance. One acceptable approach to do this is to
X2.1.1 The analytical target may be uncertain, since there is implement a management of change procedure that evaluates
a wide range of (often proprietary) materials involved. the impact of processing changes (including process additives)
X2.1.2 There is no industry-agreed basis for determining on finished product quality. Other approaches may also be
the required analysis sensitivity. acceptable.

X3. FORM FOR REPORTING INSPECTION DATA ON AVIATION TURBINE FUELS

X3.1 Introduction X3.2 Dimensions of Standard Form

X3.1.1 Many airlines, government agencies, and petroleum X3.2.1 A standard reporting form for aviation turbine fuels
companies make detailed studies of inspection data provided is shown in Fig. X3.1.
on production aviation turbine fuels. Because a large number X3.2.2 Earlier versions of this form were available from
of inspections or inspection locations, or both, is generally ASTM as Adjunct 12-416552-00 and were sized so that the
involved, these studies are frequently made with the aid of a forms could be used in a standard typewriter. Because of
computer. Without a standardized form for reporting data from decreased use, the form is now presented only as an example of
different sources, transcribing the reported data for computer a suitable data reporting sheet and is no longer available from
programming is laborious. An individual must search each ASTM as an adjunct.
different data sheet for desired information because of the X3.3 Description of Standard Form
random ordering of results by different reporting laboratories.
One objective, therefore, of a standard reporting form is to X3.3.1 The top of the form (Header Section) provides a
provide a precise ordering of inspection test data being method for entering pertinent information regarding descrip-
reported. tion and identity of the fuel being tested and the laboratory
performing the tests. Items in italic print are mandatory items.
X3.1.2 The inspection form shown in Fig. X3.1 incorpo-
Fill in only those data elements necessary to cover the
rates the requirements of the most commonly used interna-
individual testing situation. Explanation of non-self-
tional fuel specifications, including Specification D 1655, Brit- explanatory Entries is provided below:
ish specification DERD 2494, and the Guidance Material X3.3.1.1 Manufacturer/Supplier—Agency or activity who
published by the International Air Transport Association has possession of the fuel to be tested.
(IATA). X3.3.1.2 Product Code/Grade—Accepted code for product
X3.1.3 Specific users of aviation turbine fuels sometimes being tested.
find it necessary to specify properties that are not included in X3.3.1.3 Sampling Location—Place where sample was col-
Specification D 1655, which are provided as a basis for lected, as specific as possible.
formulating their own specifications. Another objective of a X3.3.1.4 Batch Number—If sample was taken from the
standard form is to list all tests that might be included in the storage tank, this number should be the batch number of the
large number of individual aviation turbine fuel specifications. product in the tank. If the sample is a composite of a shipment,
The fact that a particular test is listed in the standard reporting this number should be the batch number or cargo number that
form does not in itself indicate that there is a universal need for represents the shipment.
a specification limit. For example, a high-performance military X3.3.1.5 Destination—Location to which the product will
aircraft might have fuel requirements not applicable to sub- be shipped. If more than one location, write Multiple in this
sonic commercial aircraft. block and list locations in the Comments block at the bottom of
X3.1.4 The third objective in meeting future electronic the form.
commerce needs is to establish the industry standard to be used X3.3.1.6 Crude Source—If required by contract or other
to electronically transmit aviation turbine fuel quality data agreement, list the crude(s) and percentages used to refine the
from one location to another. This form will serve as the product. This is done in an attempt to correlate fuel properties
template for mapping to ANSI 863 for aviation fuels. with types of crudes.

11
 D 1655 – 08a

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

12
 D 1655 – 08a
X3.3.1.7 Processing Method—If required by contract or the test method. When determining compliance of the data
other agreement, list the crude processing technique(s) used to reported with the requirements of the cited specification,
refine the product. Examples are hydrotreating, caustic wash, however, the specification values (and rules cited for rounding,
hydrocracking, merox, and so forth. (All assume atmospheric if any) shall prevail. If a characteristic is determined by a
distillation.) Used in conjunction with the crude source, this method not cited in the standard form, enter the method
information can be used to correlate fuel properties with crude identification and result in Comments and/or Additional Tests
processing technique. section.
X3.3.2 The body of the form provides for entering test X3.4.2 Detailed Instructions:
results. There are four columns provided for each test. X3.4.2.1 Items 10 and 20, Color (Saybolt)—Enter either a
X3.3.2.1 The first column shows the item number or code ( + ) or a (−) sign in the first square. Example: +15.
assigned to each specific test result. The number assignment X3.4.2.2 Item 30, Visual—According to Test Method
for each grouping of fuel characteristics is as follows: D 4176, report result as Pass or Fail, using the criteria outlined
10–99 Appearance in the test method.
100–199 Composition
200–299 Volatility X3.4.2.3 Item 200, Distillation—This method has both a
300–399 Fluidity choice of methods and more than one measurement to be made
400–499 Combustion per run. Selection of A or B for item 200 selects which method
500–599 Corrosion
600–699 Stability is used. All of the subsequent measurements will be referenced
700–799 Contaminants to the selected method. Select, using an x in the appropriate A
800–899 Additives or B item, which test method is used, and whichever items or
900–999 Other Tests
codes apply to the particular situation or specification being
The code designations are derived from a master list of codes reported.
assigned to tests performed for all products. Under these X3.4.2.4 Items 230 and 231—For those contracts or in-
general categories, item numbers or codes increase either by stances that require reporting in units of API Gravity, Item
one unit, five units, ten units, or an alpha character. For each 231A reports of API Gravity using Test Method D 1298, and
property to be measured under a category, the code increases Item 230A reports density by the same method, either as an
by five or ten units, depending on the number of characteristics alternate or concurrent measurement. Item 230B reports den-
that fall under that general category. The alpha codes represent sity by using Test Method D 4052, which only provides for
the various methods allowed by specification to measure that density as currently written.
characteristic. This may be a change of test method (see total X3.4.2.5 Item 310 and 311, Viscosity—For aviation turbine
sulfur as an example) or a change in test conditions (see JFTOT fuels, viscosity is measured at –20°C; therefore, the value for
as an example). When the code varies by one unit, this is item 311 will always be -20. If the test is performed at some
intended to indicate more than one reported measurement or other temperature, use item number 311 to report this tempera-
evaluation for that particular test method (see distillation and ture.
water reaction as examples). This system allows for the coding
X3.4.2.6 Items 601 - 603, JFTOT—Select the temperature
of test methods with their equivalents and for the introduction
at which the JFTOT was performed. The letter suffix refers to
of newly approved methods systematically into the standard-
one temperature. Items 601 - 603, as appropriate, refer to the
ization data sheet.
data for that specific test temperature. If results for runs at
X3.3.2.2 The second column lists the applicable ASTM different temperatures are reported, then use the data with the
method number. Where there is no ASTM method number, the appropriate suffix consistent for the temperature. In this man-
applicable IP number (Institute of Petroleum) is shown. ner, results for JFTOT at 245°C and 275°C, for example, can
X3.3.2.3 The third column presents word descriptors for be kept separate and reported simultaneously on the same
each test. report. For colors that match the Color Standards, report the
X3.3.2.4 The fourth column presents diamonds for entering color code number. If the color falls somewhere between two
the results of each test with location of the decimal point shown colors, report an L for less than followed by the higher code
where applicable. number of the two between which the color falls. If there are
X3.3.3 The lower right-hand part of the form provides space only abnormal or peacock deposits as defined in Test Method
for comments or for entering other test results that are not listed D 3241, report an A or P, respectively. If there are both peacock
in the main body of the form. and abnormal deposits, report both an A and P. If the darkest
deposit on a tube matches a color code number but there is also
X3.4 Instructions for Executing Column 4 an abnormal or peacock deposit, report the code number
X3.4.1 General Instructions: followed by an A or P, respectively. If the darkest deposit on a
X3.4.1.1 This form is intended for use with both naphtha- tube falls between two color code numbers and there are also
and kerosine-based aviation fuels and provides choice of test abnormal or peacock deposits, or both, record the color as L,
methods. Individual laboratory analysis reports should cite followed by the higher of the two code numbers, followed by
only the required or relevant data for the top of the form and A, P, or AP, as applicable.
reference the assigned item number or code for each charac- X3.4.2.7 Items 800, 810, 820, 830, and 840—Enter the
teristic analyzed. Number of decimal places or significant manufacturer’s brand name in the square provided. If there is
figures, or both, is meant to reflect that which is appropriate for insufficient room in the square provided, indicate by entering

13
 D 1655 – 08a
asterisks and provide the information on brand name in the
REMARKS section.

SUMMARY OF CHANGES

Subcommittee D02.J0 has identified the location of selected changes to this standard since the last issue
(D 1655–08) that may impact the use of this standard. (Approved May 15, 2008.)

(1) Revised 8.1.

Subcommittee D02.J0 has identified the location of selected changes to this standard since the last issue
(D 1655–07´1) that may impact the use of this standard. (Approved March 1, 2008.)

(1) Revised 10.1.4. (3) Added Note X1.1.

(2) Added X1.7.1.1 and X1.7.1.2.

Subcommittee D02.J0 has identified the location of selected changes to this standard since the last issue
(D 1655–06d) that may impact the use of this standard. (Approved July 1, 2007.)

(1) Added new footnote to Physical Distillation information in

Table 1.

Subcommittee D02.J0 has identified the location of selected changes to this standard since the last issue
(D 1655–06c) that may impact the use of this standard. (Approved Dec. 1, 2006.)

(1) Added references to ASTM MNL 37 and Handbook of (3) Added IP 540 to the Referenced Documents, the standard
Aviation Fuel Properties to Appendix X1. text, and Fig. X3.1.
(2) Revised portions of Appendix X1 and incorporated sec- (4) Revised 10.1.12.
tions from original Appendix X2. (5) Revised Appendix X2.

ASTM International takes no position respecting the validity of any patent rights asserted in connection with any item mentioned
in this standard. Users of this standard are expressly advised that determination of the validity of any such patent rights, and the risk
of infringement of such rights, are entirely their own responsibility.

This standard is subject to revision at any time by the responsible technical committee and must be reviewed every five years and
if not revised, either reapproved or withdrawn. Your comments are invited either for revision of this standard or for additional standards
and should be addressed to ASTM International Headquarters. Your comments will receive careful consideration at a meeting of the
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make your views known to the ASTM Committee on Standards, at the address shown below.

This standard is copyrighted by ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959,
United States. Individual reprints (single or multiple copies) of this standard may be obtained by contacting ASTM at the above
address or at 610-832-9585 (phone), 610-832-9555 (fax), or service@[Link] (e-mail); or through the ASTM website
([Link]).

14