Disclosure to Promote the Right To Information

Whereas the Parliament of India has set out to provide a practical regime of right to information for citizens to secure access to information under the control of public authorities, in order to promote transparency and accountability in the working of every public authority, and whereas the attached publication of the Bureau of Indian Standards is of particular interest to the public, particularly disadvantaged communities and those engaged in the pursuit of education and knowledge, the attached public safety standard is made available to promote the timely dissemination of this information in an accurate manner to the public.

इंटरनेट मानक

“!ान $ एक न' भारत का +नम-ण”Satyanarayan Gangaram Pitroda

“Invent a New India Using Knowledge”

“प0रा1 को छोड न' 5 तरफ”Jawaharlal Nehru

“Step Out From the Old to the New”

“जान1 का अ+धकार, जी1 का अ+धकार”Mazdoor Kisan Shakti Sangathan

“The Right to Information, The Right to Live”

“!ान एक ऐसा खजाना > जो कभी च0राया नहB जा सकता है”Bhartṛhari—Nītiśatakam

“Knowledge is such a treasure which cannot be stolen”

“Invent a New India Using Knowledge”

है”ह”ह

IS 1571 (2008): Aviation Turbine Fuels, Kerosene Type, JetA-1 [PCD 3: Petroleum, Lubricants and their RelatedProducts]

IS 1571:2008

( 3na7i!J5’-itm)

Indian Standard

AVIATION TURBINE FUELS, KEROSENE TYPE,

JET A-1 — SPECIFICATION

( Eighth Revision)

ICS 49.050; 75.160.20

0 BIS 2008

BUREAU OF INDIAN STANDARDSMANAK BHAVAN, 9 BAHADUR SHAH ZAFAR MARG

NEW DELHI 110002

August 2008 Price Group 4

Petroleum Lubricants and Their Related Products Sectional Committee, PCD 3

FOREWORD

This Indian Standard (Eighth Revision) was adopted by the Bureau of Indian Standards, after the draft finalizedby the Petroleum, Lubricants and Their Related Products Sectional Committee had been approved by the Petroleum,Coal and Related Products Division Council.

This standard was originally published in 1960 and subsequently revised in 1965,1967,1976,1982, 1985,1992and 2001. This revision has been formulated as a result of a review of the standard in light of the present dayrequirements of the products and in order to align it with British Ministry of Defence specification DEF STAN91-91 (DERD 2494) (Issue 5,8 February 2005, Amendment 1,31 March 2006 and Amendment 2, March 2007).Assistance has also been derived fromASTM D 1655-04a, Aviation Fuel Quality Requirements for Jointly OperatedSystem (AFQRJOS-Issue 20 March 2005), Guidance Material for Aviation Fuel Specifications (5th Edition,January 2004) issued by IATA and GOST 10227:1986 Specifications. The need for International Coordination.among recognized standard of other countries on the subject is particularly significant for the product of this typesince re-fueling of aircraft in different countries is often involved.

The approved additive systems, namely, antioxidants, metal deactivators (MDA), static dissipater additive (SDA),lubricity improver additive (LIA) and fuel system icing inhibitor (FSII) have been adopted from DEF STAN91-91 (DERD 2494) (Issue 5,8 February2005,Amendment1,31 March2006 andAmendment2, March2007).Lubricity improving additi~es have been adopted as listed in Qualified Product List (QPL) 68-251. Materialscomplying with the requirements of DEF STAN 68-252 are qualified and permitted to be used as FSIL

Experience has shown that refinery processing additives, such as corrosion inhibitors, might be carried over intrace quantities into aviation fuel during refinery production. In some cases, this has resulted in operationalproblems in aircraft fuel systems. Moreover, these additives can cause problems at levels which may not bedetected by the standard specification testing as given in Table 1. It is stated in 4.2 that non-approved additivesare not permitted but it is not straightforward to define a zero level, although it is accepted tha~

a) modern analytical techniques are capable of detecting extremely low levels of chemical species,

b) there could be a wide range of materials involved, and

c) in most cases there are no data on their effects in aircraft systems to define a no-harm level.

It is therefore not practical for this standard to require detailed chemical analysis of each production batch ofaviation fuel beyond the requirements listed in this standard. Instead, it is recommended that manufacturinglocations ensure that they have adequate quality assurance and management of change procedures in place toensure that refinery processing additive used is well defined and controlled. Any changes in additive composition/manufacturing source or refinery processing conditions should be subject to a formal risk assessment to ensuremaintenance of finished product quality.

The following alternate test methods are also available for the characteristics st@ed and in case of dispute thecorresponding parts of IS 1448, as given in Table 1 of this standard shall be the referee test method.

Characteristic Alternate Method of Test

Appearance ASTM D 4176 Procedure 1Total sulphur 1S0 8754, ISO 4260, 1S0 14596, ASTM D 1266, ASTM D 1552, ASTM D 2622,

ASTM D 4294, ASTM D 5453, 1P 107,1P 243,1P 373,1P 447Flash point ASTM D 56 (Note 2), 1P523Density at 15°C 1S0 12185,1P 160/ASTM D 1298Freezing point 1P435/ASTM D 5972, 1P 528,1P 529/ASTM D 7153Specific energy ASTM D 3338, ASTM D 4809, 1P 12,1P 355

Reference to various other overseas standards like ASTIWIP etc has been given as presently there is no IndianStandard available for them. Once the Indian Standards are formulated, the references will be modified accordingly.

For the purpose of deciding whether a particular requirement of this standard is complied with, the final value,observed or calculated expressing the result of a test or analysis, shall be rounded off in accordance with IS 2:1960‘Rules for rounding off numerical values (revised)’. The number of significant places retained in the roundedvalue should be the same as that of the specified value in this standard.

IS 1571:2008

Indian Standard

AVIATION TURBINE FUELS, KEROSENE TYPE,JET A-1 — SPECIFICATION

( Eighth Revision)

1 SCOPE

1.1 This standard prescribes requirements and themethods of sampling and test for one grade of kerosenetype, aviation turbine fuels, Jet A-1, used in appropriateaircraft fitted with turboprop or Jet engines.

1.2 This standard does not purport to address all of thesafety problems associated with its use. It is the

responsibility of the user of this standard to establishappropriate safety and health practices and determine

the applicability of regulatory limitations prior to use.

2 REFERENCES

The following standards contzdin provisions which,through reference in this text, constitute provisions ofthis standard. At the time of publication the editions:- A:,.,.*,.J ... .,-- AIt . .L:ee+ +,.l[l~i~acc.u wulL vd~d. n 1 skmd~id~ ~~c aLIUJGLt tu

rcvjsien and parties [o agreements based on this

standard are encouraged to investigate the possibility

of applying the most recent editions of the standards

indicated below:

IS NG. Tide

1260

(Part 1

1447(Partl’

1448

Pictorial marking for handling and:1973 labelling goods: Part 1 Dangerous

goods (firsr revision)Petroleum and its products — Methods

:2000 of sampling: Part 1 Manual sampling(/lrst revision)

Methods of’test for petroleum and itsproducts:

[P : 3] :1984 Aniline point (second revision)

[P: 6] :1984 Calorific value by bombcalorimeter method (first revision)

[P: 11] : 2004/ Petroleum products —

1S0 3013:1997 Determination of freezing point ofaviation fuels (jourth revision)

[P: 15] : 2004/ Petroleum products —1S0 2160:1998 Corrosiveness to copper strip test

(third revision)

[P: 16] :1990 Density of crude petroleum andliquid petroleum products by

hydrometer method (third revision)

[P:18] :1991 Distillation of petroleum products(second revision)

IS No. Title

[P: 19] :1989 Doctor test

[P: 20] :1998 Determination of flash point by Abelapparatus (second revision)

[P: 23] : 2004/ Liquid petroleum gases-Determina-

1S0 3837:1993 tion of hydrocarbon types —Fluorescent indicator absorptionInethod (@trth revision)

[P: 25] :1976 Determination of kinematic and

dynamic viscosity (fh-st revision)

[P: 29] : 2004/ Petroleum products — Gum content

1S0 6246:1995 of light and middle distillate fuels —

[P: 34] :1979

[P: 42] :1977

[P: 97] :1980

Jet evaporation method (third

revision)

Determination of sulphur in

petm!eum products ( ki.mp ruet!hod)(second revision)

Water reaction of aviation fuels

(second revision)

Thermal oxidation stability of

aviation turbine fuels ( JFTOTmethod )

[P: 109] : 2004/ Petroleum products — Determina-

1S0 3012:1999 tion of thiol (mercaptan) sulphur in

[P: 113] :1983

[P: 118] :1985

[P: 142] :1993

7667:1975

light and middle distillate fuels @-st

revision)

Determination of total acidity ofaviation turbine fuels (ATF)

Naphthalene hydrocarbons in

aviation turbine fuels by UV spectro-

photometry

Determination of water separationcharacteristics of aviation turbine

fuels by portable separometer

Code of practice for handling andstorage of aviation fuels at airtleldfueling stations

3 REQUIREMENT’S

3.1 General

The material shall be clear, bright and free fromsediment, suspended matter and undissolved water atnormal ambient temperature.

1

IS 1571:2008

3.2 Composition

The fuel shall consist completely of hydrocarboncompounds derived fromincluding crude oil, naturalheavy oil, oil shale and oiladditives specified below:

3.2.1 Antioxidant

An approved antioxidant or

conventional sourcesgas liquid condensates,sands and the qualified

mixture of antioxidantsshall be added to a fuel (or a fuel component) which

has been hydroprocessed (that is manufactured usinga catalytic hydrogen process such as hydrotreating,hydrofining, hydrocracking, etc). This shall be doneimmediately after hydroprocessing and prior to the

product or component being passed into storage inorder to prevent gum formation and peroxidationafter man ufacture. The total concentration of activematerial(s) in fuel or that proportion of the fuel blend

that has been hydroprocessed shall not be less than

17.0 mg/1 nor ekceed 24.0 mg/1. Where a finished fuel

comprises a blend of hydroprocessed and non-hydro-pr~ces$ed components, the requirements for mandatoryaddition of antioxidant applies only to that portion of

the blend which has been hydroprocessed. In such casesLhe proportion of the blend which has hcenhydroprocessed shall be repo’rted.

For’ fuel (fuel component) which has not been hydrmprocessed such addition is optiena&However, the total

concentration shall not exceed 24~mg/1.

The following are some of the approved antioxidant:

a) 2,6-ditertiary-buty l-4-methyl-phenol;

b) 2,4-dimcthyi-6-tertiary -butyi-phenoi;

c) 2,6-ditertiary-buty l-phenol;

d) A mixture consisting of 75 percent minimumof 2,6-ditertiary-buty l-phenol; and 25 percentmaximum of tertiary and tritertiary-butyl-phenols;

e) A mixture consisting of 55 percent minimum

of 2,4-dimethyl-6-tertiary -butyl-phenol; 15percent minimum of 4-methyl-2 -6-ditertiw-y -

butyl-phenol; with the remainder, 30 percentmaximum, a mixture of monomethy 1 and

dirnethyl-tertiary-buty l-phenols; and

f) A mixture consisting of 72 percent minirnurn

of 2,4-dimethyl-6-tertiary -butyl-phenol and28 percentmaximum, mixture of tertiary -

butyl-methyl-phenols and tertiary -butyl-

dirnethyl phenols.

3.2.2 Metal Deactivator Additive (MDA)

.An approved metal deactivator, N, N-disalicylidene 1,~- rop~nedia(nine,may be added in amour?t not‘Prxcccdiug 2,0 mg/1 on initial batching of the fuel at the

refinery and 5.7 mgll on cumulative addition whenredoping the fuel to counteract the effects of metalsknown to be deleterious to thermal stability such as Cu,Cd, Co, Fe and Zn provided that the nature of thecontamination is reported. Where metallic contaminationis unproven, MDA may be used to recover thermalstability provided that JFTOT Test [in accordance with

S1 No. (vii) of Table 1] is determined before and afterMDA addition and reported on the test certificate.

3.2.3 Static DissipaterAdditive (SDA)

3.2.3.1 Wherever necessary, a qualified SDA shall beadded to the fuel to impart electrical conductivity inaccordance with property S1 No. (ix) of Table 1.

NOTE — Stadis@ 450 is one of the qualified SDAmanufactured by Innospec LLC.

3.2.3.2 The concentrations in which SDA is to be addedto the fuel are as follows:

‘l TL - ----------- .:-— ,.L.CXnA . . l.. . . ..J :.. . ...1..1 MC bUilt,G1lUdLIU1l UL Ol)ti LU IX U>GU 111 UGWIY

manufactured, or on first doping of fuel is

3.0 mg/1 maximum.

The cumulative concentration of SDA allowed

when re-doping fuel to maintain conductivityis 5.0 mg/1 maximum.

3.2.4 Lubricity Improver Additive (LIA: Previously

Cited as Corrosion Inhibitor/Lubricity ImproverAdditive)

3.2.4.1 A qualified LIA may be added to-~he fuel toimpart improved lubricity to the fuel.

NOTE — Further inforrndtion on aviation turbine fuel lubricity

is av~ilable at Annex A.

‘1 7 A 7 ReraIIcP T 1A rm~ict. in en,,ilihr-; ,,m with mofml---- . . . MWuuc.u- . . . . -,.. ”.., . . . w y . . . ..”... a.. ., . . . . .L.ULL. L

surfaces of fuel distribution systems as well as thoseof aircraft systems, correct delivery to aircraft can beassured only by equilibration of the supply systemdownstream of the LIA addition or by additive injection

at the point of entry to the aircraft.

NOTE -— Some of the qualified lubricity improving additivesalong with their concentration in which they are added to thefuel at the time of delivery to the purchaser are as follows:

pdLICt Manufactwer ~inimum Maximum

mgil mgil

Apollo PRI-19 Apollo Technologies 18 23Intl, Corp

Hitcc 580 Afton Chemical Ltd. 15 23

Octel DCI-4A Innospec LLC 9 23

Octel DCI-6A Innospec LLC 9 9

Ndco 5403 Nzdco Chemical Co. 12 23

Tolad 4410 Baker Petrolite 9 23

3.2.5 Fuel System Icing Inhibitor (FSII)

A qualified FSH may be added to the fuel as agreed tobetween the purchasing authority and the

supplier. Concentrations less than 0.02 percent by

volume can be considered negligible and do not requireagreementhotification. The assent to allow these smallquantities of FSII without agreementhotification is tofacilitate the changeover from fuels containing FSIIwhere the additive may remain in the fuel system for alimited time. This does not allow the continuousaddition of FSII at these low concentrations.

The following material is qualified at the specifiedconcentration mentioned below:

Product Concentration

Diethylene glycol Not less than 0.1 percent

monomethyl ether and not more 0.15 percent

(DIEGME) by volume

NOTE — When LIA (see 3.2.4) and FSII ($ee 3.2.5) are to be

used together, it may be found convenient to add the LIA inadmixture with FSII. Whatever blending procedure is adopted,the supplier shall satisfy the purchaser that the correct

concentration of LIA has been incorporated homogeneously.

The suppiier shaii record the concentration of LIA and rhcinformation on the additives added shall be provided to the

customer.

3.2.6 Warning

The addition of LIA to the fuel containing an SDA

may further affect the electrical conductivity and

MSEP of the fuel. Fuel containing SDA only or bothof these types of additives shall comply with the

appropriate requirements stated in ‘Table 1 for electricalconductivity and MSEP unless agreed otherwise inwriting between the purchasing authority and the

supplier.

3.3 The material shall comply with the requirementsprescribed in Table 1.

3.4 The requirements contained inCO13 of ~dblel areabsolute and not subject to correction for precision oftest methods.

4 SAMPLING

4.1 Representative samples of material shall be drawnas prescribed in 1S 1447 (Part 1).

4.2 Representative samples of each batch of the productshall be tested to prove homogeneity. On proving

homogeneity, all characteristics given in the standardshall be tested on composite sample prepared by mixing

representative samples, proportionately.

IS 1571:2008

4.3 The lot shall be declared as conforming to therequirements of the standard, if all the test results onthe composite sample meet relevant standardrequirements.

5 PACKING AND MARKING

5.1 Packing

The material shall be packed in suitable containers as

agreed to between the purchaser and the suppliersubject to any rules and regulations in force in the

country,

5.2 Marking

The material shall be supplied in accordance with themarking and delivery instructions given by thepurchaser.

5.2.1 Each container shall be marked with the followinginformation:

a) Name and grade of the material;

b) Indication of the source of manufacturer,

initials or recognized trade-mark, if any;

c) Volume of the contents, in litres;

d) Year and month of manufacture or packing;

and

e) Any other statutory requirements.

5.2.2 Each container shall also be marked with the

caution label ‘Highly Flammable’ together with thecorresponding symbol for labelling dangerous goods

[see IS 1260 (Part l)].

5.2.3 BIS Certi~cation Marking

The container may also be marked with the Standard

Mark.

5.2.3.1 The use of Standard Mark is governed by the

provisions of the Bureau of [rrdian Sta~ardsAct, 1986. .

and the Rules and Regulations made thereunder. The ‘details of conditions under which the licence for theuse of the Standard Mark may be granted tomanufacturers or producers maybe obtained from the

Bureau of Indian Standards.

5.3 Handling and Storage

For the safe handling and storage of the fuel theinstructions given in IS 7667 shall be followed.

3

I .—.. – -, .,,. ——... ..... .. . ..—. — .—— -.

IS 1571:2008

Table 1 Requirement for Aviation Turbine Fuels, Kerosene Type, Jet A-1(Clauses 3.2.2,3.2.3.1,3.2.6, 3.3 and 3.4)

sl Characteristic Requirement Method of Test, Ref to [P:] ofNo. IS 1448/ASTM/IP/IS0

(1) (2) (3) (4)

i) Appearance:a) Visual appearance

b) Colourc) Particulate contamination. at a point of manufacture,

m~l, Maxii) Composition:

a) Total acidity, mg KOtUg, Maxb) Aromatics, percent by volume, Maxc) Total sulphur, percent by mass, Maxd) Sulphur mercaptan, pcrccnt by mass, Max or

Doctor Teste) Refining components, at the point of manufacture:

I ) Hydro-processed components, percent; v/vm Q-. ,“,.,,1., r.,,,l.fi,,m,.aced ,-A-..ma,a+.+.4’, ..-.” ”..+../.,“u “e, -,., ,,-,“.”#l,7u&..GuQ“L..-W”,IU,.., -“G,.,e,,,. ,, “

iii) Volakiity:

a) Distillation:

1) Initial boiling point, at ‘C2) 10 percent rccovcry at ‘C, v/v, Max3) 50 pcrccnt recov my at “C, VA4) 90 percent rccovcry at “C, v/v5) I’inal boiling point, “C, Max6) Residue, percent by yohrme, Max7) Loss, pcrccnt by volume, Max

b) Flash point ( Abel ), “C, &finc) Density at 15“C, kg/m3

iv) Fluid~ty:a) Frec~ng point, ‘C, fifaxb) Khematic tiscosity at –20°C, mm2/s, MUX

v) Combustion:

a) Specific energy MJ/kg, JWrr orproduct ofAplgravity and aniiine pOint, Min

b) Smoke point, mm, &fin orI ) Smoke point, mm, Mhr and2) Naphthalenes, percent v/v, Max

vi) Ccwwsi on:Copper strip corrosion for 2 hat IOO”C

vii) Tkrmul Stahili~, JFTOTat Control Temperature of 260”Ca) Filter pressure differential, mm Hg, Maxb) ‘fubc rating, visual

viii) Contaminants:

a) Existent gum, mgfl 00 ml, Max orExistent gum with air, mg/100 ml, Max

b) Water reaction:Interface rating, Max

c) Micro separometer rating at the point ofmanufacture:I ) MSEP without SDA, Min2) MSEP with SDA, Min

ix) Conductivity:F,lcctrical conductivity, pS/m (at the point, time andtcmpcraturc of delivery to the purchaser)

x) i.nbriciry.Wear scar diameter, mm, Max

Clear, bright and visually freefrom solid matter and un-dissolved water at ambienttemperature

Report’l] ,Oz

0.01525.03)0.30o.oo304~Negatives)

Reportn . . . . ..+0,\ L.””, L

Rcpott205.0Report .Report300.0I .51.538.077s.0 10840.0

42.804800~5,0

19.03.00

Not worse than No, 1

25I.css than 3, No ‘Peacock’ or‘Abnormal’ colour deposits’o)

77

~513)

70

50, Min600. Max

0.85’4)’ ‘5)

Visual

ASTM D 156 or ASTM D 6045ASTM D 5452/JP 423

[P, 113][P: 23][P: 34]

[P, 109][P: 19]

[P: 18]’)

[P: 20] ( see Method B)[P:lrq

[P:ll][P: 25]

[P: 6]8)[P: 3]9)

[P:311’’; ISO3OI4[P:31]’’; ISO3OI4

[P: 118]

[P: 15][P: 97] ’7,1S0 6294

[P: 29]”)

[P: 42][P: 142] ’2)

1S0 6297

ASTM D 5001

1J The requirement to report Saybolt Colour shall apply at point of manufacture, thus enabling a colour change in distribution to be

quirnti[ied, Where the colour of the fuel precludes the usc of the Saybolt Colour test method, then the visual shall be reported.

Unusual or atypical colours should also bc noted. For further information on the significance of colour (see Annex B),

‘j Refer to the information on particulate contamination in Annex C.

“ Dcfcnce requirements to be met at 22 percent by volume, maximum

4

IS 1571:2008

~dble 1 (Concluded)

~1 Defcnce requirements to be met at 0.002 percent by mass, maximum

‘j The mercaptan sulphur determination may be waived if the fuel is considered sweet by the Doctor test. However, in the event of

a conflict between sulphur mercaptan (ii) (d) and Doctor test results, requirement (ii) (d) shall prevail.

“1 Severely hydroprocessed components are defined as petroleum derived hydrocarbons that have been subjected to a hydrogenpartial pressure of greater than 7000 kPa during manufacture.

‘~ A condenser bath temperature of O to 4°C shall be used

“ Specific energy by one of the calculation methods listed under foreword wil} be acceptable. Where a measurement of specificenergy is deemed necessary, the method to be used shal 1be agreed between the purchaser and supplier.

91 Convefi the aniline point determined in “C to ‘F, Calculate API gravity from the relative density in accordance with the fo!lowing

formula:

API = [141 .51(RD 60/60°F)] -131.5

An estimate of net Specific Energy ( in units of MJ/kg ) can be made from Aniline Gravity Product using either Table 4 or

equations 4 and 9 of ASTM D 1405-01.10) Examination of heater tube to determine the visua[ tube rating using the visual tuberator shall be carried out within 120 min of

completion of the test,

!1) Air may be “s~d instead of steam as the evaporating medium so long as the temperatures remain as specified in [P : 29] of

IS 1448, Table I — Test Conditions for Aviation ‘Turbine Fuel for Steam Jet Apparatus. When carrying out this procedure. airflow calibration should be adjusted to give an air flow of 600 rolls at ambient conditions. The beaker should still undergo the

same pre-heating as in steam-jet procedure.1z) If the sanlple contains sediment or msoiuble matter, it shaii be aiio wed to stana and ciear fuei cietiankxi ful icstiug. The $ai-ilpie

shall not be filtered.13) These MS~p requiremcnt~ ~Pply O~lY at the point of manufacture, NO precision data are available for fuels containing SDA. If

MSEP teiitinfi is wrried out durhr6 downstream distribution no specification limits apply and results arc not to be used as the solereason for rejection of a fuel. -

M) The requirement to determine lubricity appiies only to fuels containing more than 95 percent hydroprocessed material where at

least 20 pcxccnt crf this is wwrely hydroprocessed ( .we footnote 6). The limits apply only at the point of manufacture.15) De ferlce requirements to be met at 0.65 mm, MaX, irrespective of method of production of ATF, that is, Hydmtreated, Merox or

mixed, lubricity in terms of WSD shall be reported in the Test Reports. If ‘as is’ WSD of ATF is greater than 0.65 mm at the pointof production at the refinery, the desired WSD shall be obtained at the refineries after doping with the approved hrbrici~ additiveas mentioned in 3.2.4 and the quantity thus required to obtain WSD <0.65 mm shall be annotated in fhe J3atcir Test Reports. ifthe quantity of LJA required for any of the batches ofATF at the refineries is found to be more than the stipulated maximum of therespective LIA as given in 3.2.4.2, then such batches of ATF shall not be supplied by the refineries nor utilized by the Indian

Armed Forces. For the batches of ATF of WSD >0.65 mm, doping of optimized quantity of respective LIA stipulated by CEMILACshall be mamhatorily undertaken just before ATF is inducted into the aircraft. AH activities of compliance in r/o doping and

maintenance of relevant records for traceability point of view shall be vested solely by the supplier of ATF namely, AFS.

10 ~xisti!lg [p :3 j ] m~thod is under revision. Till such time. 1S0 3014 shall bc followed.

17) ~.;~:,r,g [p : 97] -a+ha?4 ;’. ,,n,i@. .@.,;c;nfl mll m,,-h tin,, TQft 6794 <h~ll he followed,,, .,,,”” ,. wit..”. . =.,”,”.,. . . . . . . . . . . . . . . . --- . . . . . --

5

L. LXLL “————_____ --- -!r-—

~

IS 1571:2008

ANNEX A

(Clause 3.2.4.1)

AVIATION TURBINE FUEL LUBRICITY

(hzfmnative)

A-1 Aircraft/engine fuel system components and fuelcontrol units rely on the fuel to lubricate their movingparts. The effectiveness of a jet fuel as a lubricant insuch equipment is referred to as its ‘lubricity’.Differences in component design and materials resultin varying degrees of equipment sensitivity to fuellubricity. Similarly, jet fuels vary in their level of

lubricity. In-service problems experienced have rangedin severity from reductions in pump flow to unexpectedmechanical failure leading to in-flight engine

shutdown.

.- n.-.,,

.=_-z. 1 !Ie f-.!le!!u(cai .agr~ r>},vsi(.xl prvip~~~~s of imr F,,ei=..= ----- J-. .W”.

cause it to be a relatively poor lubricating materialunder high temperature and high load conditions,Severe hydroprocessing removes trace components,resulting in fuels which tend to have a lower lubricity

than straight-run or wet-treated fuels. Lubricityimprover additives are widely used in military jet fuels.They have been used occasionally in civil jet fuel to

overcome aircraft problems, but only as a temporaryremedy while improvements to the fuel system

components or changes to fuel were achieved. Becauseof their polar nature, these additives can have adverseeffects on ground-based filtration systems and on fuel/water separation characteristics.

A-3 Some modern aircraft fuel system componentshave been and are being designed to operate on poor

lubricity fuel, With the participation of theinternational aviation industry the SAE AE-5B grouphas revised the procedure for the low lubricityendurance test for aircraft engine fuel pumps, ARP1797. The procedure now specifies that the test fluid *:used shall produce a wear scar diameter (wsd) between i0.85 and 0.96 mm as measured byASTM D 5001. Theintroduction of a lubricity requirement maximum of i\0.85. mm wsd is to provide a limit to the fuel lubricitywhich attempts to ensure that future equipment provenagainst ARP 1797 procedure does not suffer lubricityrelated problems in use. The requirement only appliesto fueis containing more than 95 percenthydroprocessed material where at least 20 percent is

severely hydroprocessed. All the fuels which havecaused problems have been in this category. It has beennoted “that not all fuels containing severelyhydroprocessed components produce a wsd greater

than 0.85 mm and this has been tdcen into account insetting the requirement.

A-4 There are eider fuel system components still inuse which are more sensitive to fuel lubricity. In these

4

cases the aircraft operator should consult withthe equipment manufacturer and fuel supplier todetermine the best course of action which may inducethe use of an approved lubricity additive to enhancethe lubricity of a particular fuel, a heasure which isalready permitted by the stand~-d.

4

ANNEX B

(Table 1, Footnote 1)

SAYBOLT COLOUR

B-1 Colour can be a useful indicator of fuel quality.Darkening of fuel or a change in fuel colour may bethe result of product contamination or instability.

B-2 Changes in Saybolt Colour from the original

certiilcate Of ~Iudity for the batch would l~s,uaiiy because for investigation as follows:

Initial Saybolt Colour at Significance ChangePoint of Manufacture

>25 >8s 25, but 215 >5

<15 >3

B-3 Normally fuel colour ranges from water white

(colorless) to a straw/pale yellow. Other fuel colours

may be the result of crude oil characteristics or

refining process. If unusual colours are produced atthe point of rnanuflcture, this should be noted on the

batch certificate to provide information to

downstream users.’Unusual colours such as pink, red,

green or blue that do not significantly impact the

Saybolt Colour number should also be investigated

to the cause.

6

IS 1571:2008

ANNEX C

(Table 1, Footnote 2)

PARTICULATE CONTAMINATION

(Informative)

C-1 The visual appeariince of the product is a goodindication of contamination and remains a keyrequirement for fuel throughout the distribution system.However, interpretation of the appearance requirement

can lead to problems due to the subjective nature ofthe visual assessment. Therefore, a quantitative limithas been established for particulate contamination. A

maximum particulate contamination of 1.0 mg/1, when

tested to 1P 423/ASTM I) 5452, shall apply at point ofmanufacture only.

C-2 Fuels containing visual particulate or with

particulate levels greater than 1.0 mg/1 will require

additional handling procedures, such as extendedsettling and/or filtration.

C-3 Where fuel is being delivered into aircraft, the1.4TA Guidance Material for Aviation Turbine Fuels

Part 111— Cleanliness and Handling, shall be referred

to for appropriate information on contamination limits.

C-4 It is the intent of the specification authority to

extend particulate contamination limits throughout the

distribution system at a later date.

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MGIPF--6o8 Deptt of BIS/08-&8-2008—300 Books

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This Indian Standard has been developed from Doc : No. PCD 3 (2351).

Amendments Issued Since Publication

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