NOTICE: This standard has either been superseded and replaced by a new version or discontinued.

Contact ASTM International (www.astm.org) for the latest information.

Designation: D 6615 – 00 An American National Standard

Standard Specification for

Jet B Wide-Cut Aviation Turbine Fuel1
This standard is issued under the fixed designation D 6615; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (e) indicates an editorial change since the last revision or reapproval.

This standard has been approved for use by agencies of the Department of Defense.

1. Scope D 1660 Test Method for Thermal Stability of Aviation

1.1 This specification covers the use of purchasing agencies Turbine Fuels3
in formulating specifications for purchases of aviation turbine D 1655 Specification for Aviation Turbine Fuels2
fuel under contract. D 1740 Test Method for Luminometer Numbers of Aviation
1.2 This specification defines one specific type of aviation Turbine Fuels2
turbine fuel for civil use. This fuel has advantages for opera- D 1840 Test Method for Naphthalene Hydrocarbons in
tions in very low temperature environments compared to fuels Aviation Turbine Fuels by Ultraviolet Spectrophotometry2
described in Specification D 1655. This fuel is intended for use D 2276 Test Method for Particulate Contaminant in Avia-
in aircraft which are certified to use such fuel and operators tion Fuel by Line Sampling2
should refer to their operating manuals for any limitations D 2386 Test Method for Freezing Point of Aviation Fuels2
regarding the use of this fuel. D 2622 Test Method for Sulfur in Petroleum Products by
Wavelength Dispersive X-Ray Fluorescence Spectrom-
NOTE 1—The technical requirements of this product, at the time of the etry4
first publication of this specification, are substantially identical to the
requirements of Jet B in Specification D 1655.
D 2624 Test Methods for Electrical Conductivity of Avia-
tion and Distillate Fuels4
2. Referenced Documents D 3227 Test Method for Mercaptan Sulfur in Gasoline,
2.1 ASTM Standards: Kerosine, Aviation Turbine, and Distillate Fuels (Potentio-
D 86 Test Method for Distillation of Petroleum Products at metric Method)4
Atmospheric Pressure2 D 3240 Test Method for Undissolved Water in Aviation
D 130 Test Method for Detection of Copper Corrosion from Turbine Fuels4
Petroleum Products by the Copper Strip Tarnish Test2 D 3241 Test Method for Thermal Oxidation Stability of
D 156 Test Method for Saybolt Color of Petroleum Prod- Aviation Turbine Fuels (JFTOT Procedure)4
ucts (Saybolt Chromometer Method)2 D 3338 Test Method for Estimation of Heat of Combustion
D 323 Test Method for Vapor Pressure of Petroleum Prod- of Aviation Fuels4
ucts (Reid Method)2 D 3948 Test Methods for Determining Water Separation
D 381 Test Method for Gum Content in Fuels by Jet Characteristics of Aviation Turbine Fuels by Portable
Evaporation2 Separometer4
D 1094 Test Method for Water Reaction of Aviation Fuels2 D 4052 Test Method for Density and Relative Density of
D 1266 Test Method for Sulfur in Petroleum Products Liquids by Digital Density Meter4
(Lamp Method)2 D 4057 Practice for Manual Sampling of Petroleum and
D 1298 Test Method for Density, Relative Density (Specific Petroleum Products4
Gravity), or API Gravity of Crude Petroleum and Liquid D 4171 Specification for Fuel System Icing Inhibitors4
Petroleum Products by Hydrometer Method2 D 4176 Test Method for Free Water and Particulate Con-
D 1319 Test Method for Hydrocarbon Types in Liquid tamination in Distillate Fuels (Visual Inspection Proce-
Petroleum Products by Fluorescent Indicator Adsorption2 dures)4
D 1322 Test Method for Smoke Point of Aviation Turbine D 4294 Test Method for Sulfur in Petroleum and Petroleum
Fuels2 Products by Energy-Dispersive X-Ray Fluorescence Spec-
D 1552 Test Method for Sulfur in Petroleum Products troscopy4
(High-Temperature Method)2 D 4305 Test Method for Filter Flow of Aviation Fuels at
Low Temperatures4
1
This specification is under the jurisdiction of ASTM Committee D02 on
Petroleum Products and Lubricants and is the direct responsibility of Subcommittee
3
D02.J on Aviation Fuels. Discontinued—Replaced by D 3241—See 1993 Annual Book of ASTM Stan-
Current edition approved Dec. 10, 2000. Published February 2001. dards, Vol 05.02.
2 4
Annual Book of ASTM Standards, Vol 05.01. Annual Book of ASTM Standards, Vol 05.02.

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

1
 D 6615
D 4306 Practice for Aviation Fuel Sample Containers for herein, shall consist of blends of refined hydrocarbons derived
Tests Affected by Trace Contamination4 from crude petroleum, natural gasoline, or blends thereof with
D 4529 Test Method for Estimation of Net Heat of Com- synthetic hydrocarbons.
bustion of Aviation Fuels4 5.1.1 Fuels used in certified engines and aircraft are ulti-
D 4809 Test Method for Heat of Combustion of Liquid mately approved by the certifying authority subsequent to
Hydrocarbon Fuels by Bomb Calorimeter (Intermediate formal submission of evidence to the authority as part of the
Precision Method)4 type certification program for that aircraft and engine model.
D 4865 Guide for Generation and Dissipation of Static Additives to be used as supplements to an approved fuel must
Electricity in Petroleum Fuel Systems4 also be similarly approved on an individual basis (see X1.2.4
D 4952 Test Method for Qualitative Analysis for Active and X1.11.1).
Sulfur Species in Fuels and Solvents (Doctor Test)5 5.2 Additives—May be added to each type of aviation
D 5001 Test Method for Measurement of Lubricity of turbine fuel in the amount and of the composition specified in
Aviation Turbine Fuels by the Ball-On-Cylinder Lubricity the following list of approved material:10
Evaluator (BOCLE)5 5.2.1 Antioxidants—In amounts not to exceed 24.0 mg/L
D 5006 Test Method for Determination of Fuel System active ingredients (not including weight of solvent):
Icing Inhibitors (Ether Type) in Aviation Fuels5 5.2.1.1 2,6-ditertiary-butyl phenol.
D 5191 Test Method for Vapor Pressure of Petroleum Prod- 5.2.1.2 2,6-ditertiary-butyl-4-methyl phenol.
ucts (Mini Method)5 5.2.1.3 2,4-dimethyl-6-tertiary-butyl phenol.
D 5452 Test Method for Particulate Contamination in Avia- 5.2.1.4 75 % min. 2,6-ditertiary-butyl phenol, plus 25 %
tion Fuels by Laboratory Filtration5 max. mixed tertiary and tritertiary-butyl phenols.
D 5453 Test Method for Determination of Total Sulfur in 5.2.1.5 55 % min. 2,4-dimethyl-6-tertiary-butyl phenol, plus
Light Hydrocarbons, Motor Fuels and Oils by Ultraviolet 15 % min. 2,6-ditertiary-butyl-4-methyl phenol, remainder as
Fluorescence5 monomethyl and dimethyl tertiary-butyl phenols.
D 5901 Test Method for Freezing Point of Aviation Fuels 5.2.1.6 72 % min. 2,4-dimethyl-6tertiary-butyl phenol,
(Automated Optical Method)5 28 % max. monomethyl and dimethyl-tertiary-butyl phenols.
D 5972 Test Method for Freezing Point of Aviation Fuels 5.2.2 Metal Deactivator, in amount not to exceed 5.7 mg/L
(Automatic Phase Transition Method)5 (not including weight of solvent):
E 29 Practice for Using Significant Digits In Test Data to 5.2.2.1 N,N -disalicylidene-1,2-propane diamine.
Determine Conformance with Specifications6 5.2.3 Electrical Conductivity Additive—Stadis 45011 not to
2.2 IP Standards:7 exceed 3 mg/L.
225 Copper Content of Aviation Turbine Fuel 5.2.3.1 When loss of fuel conductivity necessitates retreat-
227 Silver Corrosion of Aviation Turbine Fuel ment with electrical conductivity additive, the following con-
2.3 Other Standard:8 centration limits apply:
CAN/CGSB 3.22-97 “Aviation Turbine Fuel, Wide Cut At Manufacture:
Type” includes grade Jet B and NATO grade F-40 fuel Stadis 450 3 mg/L, max
Retreatment
2.4 Military Standard:9 Stadis 450 cumulative total 5 mg/L, max
MIL-DTL-5624 Turbine Fuel, Aviation, Grades JP-4, JP-5,
and JP-5/JP-8 ST 5.2.4 Leak Detection Additive—Tracer A12 may be added to
the fuel in amounts not to exceed 1 mg/kg.
3. General 5.2.5 Other additives are permitted under 5.1 and Section 7.
3.1 This specification, unless otherwise provided, prescribes These include fuel system icing inhibitor, other anti-oxidants,
the required properties of Jet B wide-cut aviation turbine fuel inhibitors, and special purpose additives. The quantities and
at the time and place of delivery. types must be declared by the fuel supplier and agreed to by the
purchaser. Only additives approved by the aircraft certifying
4. Classification authority are permitted in the fuel on which an aircraft is
4.1 One type of aviation turbine fuel is provided, as follows: operated.
4.1.1 Jet B—A relatively wide boiling range volatile distil- 5.2.5.1 Biocidal additives are available for controlled usage.
late. Where such an additive is used in the fuel, the approval status
of the additive and associated conditions must be checked for
5. Materials and Manufacture the specific aircraft and engines to be operated.
5.1 Aviation turbine fuel, except as otherwise specified 5.2.5.2 Fuel System Icing Inhibitor:
(a) Diethylene Glycol Monomethyl Ether (DIEGME), con-
5
forming to the requirements of Specification D 4171, Type III,
Annual Book of ASTM Standards, Vol 05.03.
6
Annual Book of ASTM Standards, Vol 14.02.
7 10
Available from Directorate of Standardization, Stan 1, Room 5131, Kentigern Guidelines for Approval or Disapproval of Additives are available from
House, 65 Brown St., Glasgow, G2 8EX, United Kingdom. ASTM, Headquarters. Request RR: D02-1125.
8 11
Canadian General Standards Board (CGSB) specifications are available from Stadis 450 is a registered trademark marketed by Octel America, 200
the Canadian General Standards Board, Ottawa, Canada K1A 1G6. Executive Dr., Newark, DE 19702.
9 12
Available from Dept. of Defense Single Stock Point, Bldg 4D, 700 Robbins Tracer A (LDTA-A) is a registered trademark of Tracer Research Corp., 3755
Ave., Philadelphia, PA 19111-5098. N. Business Center Dr., Tucson, AZ 85705.

2
 D 6615
may be used in concentrations of 0.10 to 0.15 volume %. 9.2 A suggested form for reporting inspection data on
(b) Test Method D 5006 may be used to determine the aviation turbine fuels is given in Appendix X3 of Specification
concentration of DIEGME in aviation fuels. D 1655.
6. Detailed Requirements 10. Test Methods
6.1 The aviation turbine fuel shall conform to the require- 10.1 Determine the requirements enumerated in this speci-
ments prescribed in Table 1. fication in accordance with the following ASTM test methods.
6.2 Test results shall not exceed the maximum or be less 10.1.1 Density—Test Methods D 1298 or D 4052.
than the minimum values specified in Table 1. No allowance 10.1.2 Distillation—Test Method D 86.
shall be made for the precision of the test methods. To 10.1.3 Vapor Pressure—Test Methods D 323 or D 5191.
determine conformance to the specification requirement, a test Test Method D 5191 shall be the referee test method.
result may be rounded to the same number of significant figures 10.1.4 Freezing Point—Test Methods D 2386, D 4305,
as in Table 1 using Practice E 29. Where multiple determina- D 5901, or D 5972. Test Method D 2386 shall be the referee
tions are made, the average result, rounded in accordance with test method.
Practice E 29, shall be used. 10.1.5 Net Heat of Combustion—Test Methods D 4529,
7. Workmanship, Finish, and Appearance D 3338, or D 4809.
10.1.6 Corrosion (Copper Strip)—Test Method D 130.
7.1 The aviation turbine fuel herein specified shall be 10.1.7 Sulfur—Test Methods D 1266, D 1552, D 2622,
visually free of undissolved water, sediment, and suspended D 4294, or D 5453.
matter. The odor of the fuel shall not be nauseating or irritating. 10.1.8 Mercaptan Sulfur—Test Method D 3227.
No substance of known dangerous toxicity under usual condi- 10.1.9 Water Reaction—Test Method D 1094.
tions of handling and use shall be present, except as permitted 10.1.10 Existent Gum—Test Method D 381.
herein. 10.1.11 Thermal Stability—Test Method D 3241.
8. Sampling NOTE 2—Table 1 requires the measurement of thermal stability at a
8.1 Because of the importance of proper sampling proce- tube temperature of 260°C, but permits a retest at 245°C if the first test
dures in establishing fuel quality, use the appropriate proce- fails. This two tier system was developed to resolve a dispute over the
equivalence of results by Test Method D 3241 compared to Test Method
dures in Practice D 4057. D 1660, the original thermal stability method. A more detailed discussion
8.2 A number of jet fuel properties, including thermal of test conditions is found in X1.3.2.
stability, water separation, electrical conductivity, and others,
are very sensitive to trace contamination, which can originate 10.1.12 Aromatics—Test Method D 1319.
from sample containers. For recommended sample containers 10.1.13 Smoke Point—Test Method D 1322.
refer to Practice D 4306. 10.1.14 Luminometer Number—Test Method D 1740.
10.1.15 Naphthalene Content—Test Method D 1840.
9. Report 10.1.16 Electrical Conductivity—Test Method D 2624.
9.1 The type and number of reports to ensure conformance
with the requirements of this specification shall be mutually 11. Keywords
agreed upon by the seller and the purchaser of the aviation 11.1 aviation turbine fuel; avtag; Jet B; jet fuel; turbine fuel;
turbine fuel. wide-cut

3
 D 6615
TABLE 1 Detailed Requirements of Aviation Turbine FuelsA
Property Jet B ASTM Test MethodB
Aromatics, vol % max 25 D 1319
Sulfur, mercaptan,C mass % max 0.003 D 3227
Sulfur, total mass % max 0.3 D 1266, D 1552, D 2622, D 4294, or D 5453
Distillation temperature, °C:
20 % recovered, temperature max 145 D 86
50 % recovered, temperature max 190
90 % recovered, temperature max 245
Distillation residue, % max 1.5
Distillation loss, % max 1.5
Density at 15°C, kg/m3 751 to 802 D 1298 or D 4052
Vapor pressure, 38°C, kPa max 21 D 323 or D 5191D
Freezing point, °C max −50E D 2386, D 4305F, D 5901, or D 5972G
Net heat of combustion, MJ/kg min 42.8H D 4529, D 3338, or D 4809
One of the following requirements shall be met:
(1) Luminometer number, or min 45 D 1740
(2) Smoke point, mm, or min 25 D 1322
(3) Smoke point, mm, and min 18 D 1322
Naphthalenes, vol, % max 3.0 D 1840
Copper strip, 2 h at 100°C No. 1 D 130
Thermal Stability:
Filter pressure drop, mm Hg max 25I D 3241J
Tube deposits less than Code 3
Existent gum, mg/100 mL max 7 D 381
Water reaction:
Interface rating max 1b D 1094
ADDITIVES See 5.2
K
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
Cyclohexane and toluene, as cited in 7.2 and 7.7 of Test Method D 5191, shall be used as calibrating reagents. Test Method D 5191 shall be the referee method.
E
Other freezing points may be agreed upon between supplier and purchaser.
F
When using Test Method D 4305, use Procedure A only, do not use Procedure B. Test Method D 4305 shall not be used on samples with viscosities greater than 5.0
mm2/s at -20°C. If the viscosity of the sample is not known and cannot be obtained by means of the batch certificate(s), then it shall be measured. The viscosity shall be
reported when reporting the Test Method D 4305 results. In case of dispute, Test Method D 2386 shall be the referee method.
G
Test Method D 5972 may produce a higher (warmer) result than that from Test Method D 2386 on wide-cut fuels such as Jet B or JP-4. In case of dispute, Test Method
D 2386 shall be the referee method.
H
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.
I
Preferred SI units are 3.3 kPa, max.
J
Thermal stability test (JFTOT) shall be conducted for 2.5 h at a control temperature of 260°C, but if the requirements of Table 1 are not met, the test may be conducted
at 245°C. Results at both temperatures shall be reported in this case. Tube deposits shall always be reported by the Visual Method; a rating by the Tube Deposit Rating
(TDR) optical density method is desirable but not mandatory.
K
If electrical conductivity additive is used, the conductivity shall not exceed 450 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 450 pS/m under the conditions at point of delivery.
1 pS/m 5 1 3 10 212 V 21 m21 (1)

4
 D 6615

APPENDIXES

(Nonmandatory Information)

X1. PERFORMANCE CHARACTERISTICS OF AVIATION TURBINE FUELS

X1.1 Introduction initial test of 260°C as a safety margin but permitted a retest at
X1.1.1 This appendix describes the performance character- 245°C.
istics of aviation turbine fuels. A more detailed discussion of X1.4 Combustion
the individual test methods and their significance is found in
X1.4.1 Jet fuels are continuously burned in a combustion
ASTM Manual No. 1.13
chamber by injection of liquid fuel into the rapidly flowing
X1.2 Significance and Use stream of hot air. The fuel is vaporized and burned at near
stoichiometric conditions in a primary zone. The hot gases so
X1.2.1 Specification D 6615 defines one type of jet fuel for produced are continuously diluted with excess air to lower their
civil use. Limiting values for the two types of fuel covered are temperature to a safe operating level for the turbine. Fuel
placed on fuel properties believed to be related to the perfor- combustion characteristics relating to soot formation are em-
mance of the aircraft and engines in which they are most phasized by current specification test methods. Other fuel
commonly used. combustion characteristics not covered in current specifications
X1.2.2 The safe and economical operation of aircraft re- are burning efficiency and flame-out.
quires fuel that is essentially clean and dry and free of any X1.4.2 In general, paraffin hydrocarbons offer the most
contamination prior to use. It is possible to measure a number desirable combustion cleanliness characteristics for jet fuels.
of jet fuel characteristics related to quality. Naphthenes are the next most desirable hydrocarbons for this
X1.2.3 The significance of standard tests for fuel properties use. Although olefins generally have good combustion charac-
may be summarized for convenience in terms of the technical teristics, their poor gum stability usually limits their use in
relationships with performance characteristics as shown in aircraft turbine fuels to about 1 % or less. Aromatics generally
Table X1.1. have the least desirable combustion characteristics for aircraft
X1.2.4 The acceptability of additives for use must ulti- turbine fuel. In aircraft turbines they tend to burn with a smoky
mately be determined by the engine and aircraft type certificate flame and release a greater proportion of their chemical energy
holder and must be approved by his certifying authority. In the as undesirable thermal radiation than the other hydrocarbons.
United States of America the certifying authority is the Federal Naphthalenes or bicyclic aromatics produce more soot, smoke,
Aviation Administration. and thermal radiation than monocyclic aromatics and are,
X1.3 Thermal Stability therefore, the least desirable hydrocarbon class for aircraft jet
fuel use. All of the following measurements are influenced by
X1.3.1 Stability to oxidation and polymerization at the the hydrocarbon composition of the fuel and, therefore, pertain
operating temperatures encountered in certain jet aircraft is an to combustion quality: luminometer number, smoke point,
important performance requirement. The “thermal stability” percent naphthalenes, and percent aromatics.15
measurements are related to the amount of deposits formed in X1.4.2.1 Luminometer Number—This method covers mea-
the engine fuel system on heating the fuel in a jet aircraft. surement of the radiation from and temperature rise in a flame
Commercial jet fuels should be thermally stable at fuel under prescribed conditions and is related to the hydrocarbon-
temperature as high as 149°C (300°F). Such fuels have been type composition of such fuels.
demonstrated to have inherent storage stability. X1.4.2.2 Smoke Point— This method provides an indication
X1.3.2 Originally, thermal stability was measured by Test of the relative smoke-producing properties of jet fuels and is
Method D 1660, known as the ASTM Coker. When this test related to the hydrocarbon-type composition of such fuels.
was replaced by Test Method D 3241, the JFTOT, a correlation Generally, the more highly aromatic the jet fuel, the more
study was conducted between the two methods. (CRC Report smoky the flame. A high smoke point indicates a fuel of low
450, dated 1969 and revised in 1972. See also Bert and smoke-producing tendency.
Painter’s SAE paper 730385.14) It was concluded that, on X1.4.2.3 Aromatics—The combustion of highly aromatic
average, a Test Method D 3241 test at 245°C was equivalent to jet fuels generally results in smoke and carbon or soot
the original Test Method D 1660 requirement of 300°F/ deposition, and it is therefore desirable to limit the total
400°F/5 lbs/h (149°C/204.5°C/2.27 kg/h). However, the data aromatic content as well as the naphthalenes in jet fuels.
scatter about the best fit line was such that users insisted on the X1.4.2.4 Percent Naphthalenes—This method covers mea-
surement of the total concentration of naphthalene, acenaph-
13
thene, and alkylated derivatives of these hydrocarbons in jet
ASTM Manual 1, Manual on Significance of Tests for Petroleum Products,
1993, Available from ASTM Headquarters.
14 15
Bert, J. A., and Painter, L., “A New Fuel Thermal Stability Test (A Summary A task force studied the possible use of hydrogen content as an alternative to
of Coordinating Research Council Activity),” SAE Paper 730385, Society of aromatics content. A report of these studies completed in 1989 is available from
Automotive Engineers, Warrendale, PA, 1973. ASTM Headquarters. Request RR:D02-1258.

5
 D 6615
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 Luminometer number X1.4.2.1
Smoke point X1.4.2.2
Aromatics X1.4.2.3
Percent naphthalenes X1.4.2.4
Fuel metering and aircraft range Density X1.5.1
Net heat of combustion X1.5.2
Fuel atomization Distillation X1.6.1
Vapor pressure 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
Fuel storage stability Existant gum X1.9.1
Fuel cleanliness, handling Water reaction X1.10.1
Water separation characteristics X1.10.2
Free water and particulate contamination X1.10.3
Particulate matter X1.10.4
Membrane color ratings X1.10.5
Undissolved water X1.10.6
Static electricity Conductivity X1.10.7
Fuel lubricating ability (lubricity) Fuel lubricity X1.11
Miscellaneous Additives X1.12.1
Sample containers X1.12.2
Leak detection additive X1.12.3
Color X1.12.4

fuels containing no more than 5 % of such compounds and X1.6 Fuel Atomization
having boiling points below 600°F (316°C). X1.6.1 Distillation— The fuel volatility and ease of vapor-
ization at different temperatures are determined by distillation.
X1.5 Fuel Metering and Aircraft Range The 90 % limit excludes heavier fractions that would be
X1.5.1 Density—Density is a property of a fluid and is of difficult to vaporize.
significance in metering flow and in mass-volume relationships X1.6.2 Vapor Pressure— The vapor pressure serves as a
for most commercial transactions. It is particularly useful in criterion of freedom from foaming, fuel slugging, and losses of
empirical assessments of heating value when used with other light ends through aircraft tank vents at high altitude. This is of
parameters such as aniline point or distillation. A low density significance with respect to Jet B fuel because of its higher
may indicate low heating value per unit volume. volatility in comparison to kerosine-type jet fuels.
X1.5.2 Net Heat of Combustion—The design of aircraft and
engines is based on the convertibility of heat into mechanical X1.7 Fluidity at Low Temperatures
energy. The net heat of combustion provides a knowledge of X1.7.1 Freezing Point— The freezing point is particularly
the amount of energy obtainable from a given fuel for the important and must be sufficiently low to preclude interference
performance of useful work; in this instance, power. Aircraft with flow of fuel through filter screens to the engine at
design and operation are dependent upon the availability of a temperatures prevailing at high altitudes. The temperature of
certain predetermined minimum amount of energy as heat. fuel in an aircraft tank decreases at a rate proportional to the
Consequently, a reduction in heat energy below this minimum duration of flight. The maximum freezing point allowed for the
is accompanied by an increase in fuel consumption with fuel is therefore related to the type of flight. For example, long
corresponding loss of range. Therefore, a minimum net heat of duration flights would require fuel of lower freezing point than
combustion requirement is incorporated in this specification. short duration flights.
The determination of net heat of combustion is time consuming
and difficult to conduct accurately. This led to the development X1.8 Compatibility with Elastomer and the Metals in the
and use of the aniline point and density relationship to estimate Fuel System and Turbine
the heat of combustion of the fuel. This relationship is used
along with the sulfur content of the fuel to obtain the net heat X1.8.1 Mercaptan Sulfur—Mercaptans are known to be
of combustion by Test Method D 4529 for the purposes of this reactive with certain elastomers. A limitation in mercaptan
specification. An alternative calculation, Test Method D 3338, content is specified to preclude such reactions and to minimize
is based on correlations of aromatics content, gravity, volatility, the unpleasant mercaptan odor.
and sulfur content. This method may be preferred at refineries X1.8.2 Sulfur—Control of sulfur content is significant for
where all these values are normally obtained and the necessity jet fuels because the sulfur oxides formed during combustion
to obtain the aniline point is avoided. The direct measurement may be corrosive to turbine metal parts.
method, Test Method D 4809, is normally used only as a X1.8.3 Copper Strip Corrosion—A requirement that jet fuel
referee method in cases of dispute. must pass the copper strip test ensures that the fuel will not

6
 D 6615
corrode copper or any copper-base alloys in various parts of the conductivity fuel, that fuel blend does not exhibit unusual static
fuel system. behavior. For more information on this subject, see Guide
D 4865.
X1.9 Fuel Storage Stability
X1.9.1 Existent Gum— Gum is a nonvolatile residue left on X1.11 Fuel Lubricity
evaporation of fuel. A steam jet is used as an evaporating agent X1.11.1 Aircraft/engine fuel system components and fuel
for fuels that are to be used in aircraft equipped with turbine control units rely on the fuel to lubricate their moving parts.
engines. The amount of gum present is an indication of the The effectiveness of a jet fuel as a lubricant in such equipment
condition of the fuel at the time of test only. Large quantities of is referred to as its lubricity. Differences in fuel system
gum are indicative of contamination of fuel by higher boiling component design and materials result in varying degrees of
oils or particulate matter and generally reflect poor fuel equipment sensitivity to fuel lubricity. Similarly, jet fuels vary
handling practices. in their level of lubricity. In-service problems experienced have
ranged in severity from reductions in pump flow to unexpected
X1.10 Fuel Cleanliness and Handling mechanical failure leading to in-flight engine shutdown.
X1.10.1 Water Reaction— The Test Method D 1094 water X1.11.2 The chemical and physical properties of jet fuel
reaction test method provides a means to determine the cause it to be a relatively poor lubricating material under high
presence of materials that react with water and form an temperature and high load conditions. Severe hydroprocessing
insoluble scum at the fuel/water interface in the test. removes trace components resulting in fuels that tend to have
X1.10.2 Water Separation Characteristics—The ease of lower lubricity than straight-run or wet-treated fuels. Certain
coalescence of water from fuels, as influenced by surface additives, for example, corrosion inhibitors, can improve the
active agents (surfactants), is assessed by Test Method D 3948. lubricity and are widely used in military fuels. They have been
This test method is designed to be used as a field or laboratory used occasionally in civil jet fuel to overcome aircraft prob-
method. A high rating suggests a fuel free of surfactants; a low lems but only as a temporary remedy while improvements to
rating indicates that surfactants are present. Surfactants, which the fuel system components or changes to fuel were achieved.
may be contaminants or deliberately added materials, may Because of their polar nature, these additives can have adverse
gradually disarm filter coalescers, allowing fine water droplets effects on ground base filtration systems and on fuel water
and particulate contaminants to pass separators in ground separation characteristics.
handling equipment. X1.11.3 Some modern aircraft fuel system components
X1.10.3 Free Water and Particulate Contamination in Dis- have been designed to operate on low lubricity fuel. Other
tillate Fuels (Clear and Bright Pass/Fail Procedures) —The aircraft may have fuel system components which are sensitive
procedures in Test Method D 4176 provide rapid but nonquan- to fuel lubricity. In these cases, the manufacturer can advise
titative methods for detecting contamination in a distillate fuel. precautionary measures, such as the use of an approved
The methods described in X1.10.4 and X1.10.6 permit quan- lubricity additive to enhance the lubricity of a particular fuel.
titative determinations. Problems are more likely to occur when aircraft operations are
X1.10.4 Particulate Matter—The presence of adventitious confined to a single refinery source where fuel is severely
solid particulate contaminants such as dirt and rust may be hydroprocessed and where there is no co-mingling with fuels
detected by filtration of the jet fuel through membrane filters from other sources during distribution between refinery and
under prescribed conditions. Suitable techniques are described aircraft.
in Test Methods D 2276 and D 5452. X1.11.4 Test Method D 5001 (BOCLE) is a test for assess-
X1.10.5 Membrane Color Ratings—Filtering the fuel ing fuel lubricity and is used for in-service trouble shooting,
through a membrane and rating the color of the deposits against lubricity additive evaluation, and in the monitoring of low
a standard color scale offers a qualitative assessment of lubricity test fluid during endurance testing of equipment.
particulate contaminant levels in fuels or of changes in fuel However, because the BOCLE may not accurately model all
contaminant levels at a particular location. Appendix XI of Test types of wear that cause in-service problems, other methods
Method D 2276 describes a suitable technique. may be developed to better simulate the type of wear most
X1.10.6 Undissolved Water—The test method for undis- commonly found in the field.
solved water provides a quantitative means for measuring the
amount of undissolved or free water in flowing fuel streams X1.12 Miscellaneous
without exposing the sample to the atmosphere or to a sample X1.12.1 Additives—Antioxidants and metal deactivators are
container. It also provides a means for checking the perfor- used to prevent the formation of oxidation deposits in aircraft
mance of fuel filter-separators. Test Method D 3240 describes engine fuel systems, to counteract the catalytic effects of active
this test method. metals in fuel systems, and to improve the oxidation stability of
X1.10.7 Static Electricity—The generation and dissipation fuels in storage. Other additives are available to inhibit the
of static electricity can create problems in the handling of corrosion of steel in fuel systems, to improve the fuel lubricity,
aviation fuels. Electrical conductivity additives can be added to to increase the electrical conductivity of fuel, to combat
dissipate charge more rapidly. This is most effective when the microbiological organisms, to prevent the formation of ice in
fuel conductivity is in the range from 50 to 450 pS/m. Studies fuel systems containing water, and to assist in detecting leaks
have shown that when fuels treated with conductivity additive in fuel storage, delivery and dispensing systems. The chemical
are commingled with non-additized fuel resulting in a low names of approved additives and the maximum quantities

7
 D 6615
permitted are shown in the specifications. X1.12.4 Color—While this specification does not have a
X1.12.1.1 Fuel System Icing Inhibitor, diethylene glycol color requirement, color can be a useful indicator of fuel
monomethyl ether approved in 5.2.5.2 shall conform to the quality. Normally fuel color ranges from water white (color-
requirements shown in Specification D 4171. less) to a straw/pale yellow. Other fuel colors may be the result
X1.12.2 Sample Containers—A practice for sampling avia- of crude oil characteristics or refining processes. Darkening of
tion fuel for tests affected by trace contamination can be found fuel or a change in fuel color may be the result of product
in Practice D 4306. contamination and may be an indicator that the fuel is
X1.12.3 Leak Detection Additive—Addition of leak detec- off-specification, which could render it unfit and not acceptable
tion additive, approved in 5.2.4, should be added to the fuel in for aircraft/engine use. Fuel having various shades of color,
accordance with the Tracer Tight16 technology. that is, pink, red, green, blue or a change in color from the
supply source should be investigated to determine the cause of
16
Tracer Tight is a registered trademark of Tracer Research Corp., 3755 N. color change to ensure suitability for aircraft/engine use and
Business Center Dr., Tucson, AZ 85705. should be documented prior to final delivery to airport storage.

X2. CLEANLINESS GUIDELINES

X2.1 Introduction the sale and purchase of aviation turbine fuel, the point of
X2.1.1 The cleanliness of aviation turbine fuels is an custody transfer best describes the location at which cleanli-
essential performance requirement to minimize long term ness should be checked. The test methods in X2.3 have proven
problems, such as wear, corrosion, or plugging of filters or beneficial in evaluating the cleanliness of aviation turbine fuel.
orifices (cleanliness here is defined as the relative absence of
free water and solid particulates). However, unlike many other X2.3 Test Methods
fuel properties, fuel cleanliness changes during transportation. X2.3.1 Particulate Contaminents—Test Methods D 2276
Jet fuel should be maintained in as clean a condition as possible
and D 5452.
right up to and in airport storage. Airport control of cleanliness
must be such as to ensure that only clean fuel is delivered into X2.3.2 Membrane Color— Appendix X1 of Test Method
aircraft. D 2276.
X2.3.3 Water Separation Rating—Test Methods D 3948.
X2.2 Cleanliness at Time of Fuel Custody Transfer at the
Airport
X2.2.1 Because Specification D 6615 is primarily used in

X3. FORM FOR REPORTING INSPECTION DATA ON AVIATION TURBINE FUELS

See ASTM Specification D 1655 for guidance on the form

for reporting inspection data.

The American Society for Testing and Materials 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 Headquarters. Your comments will receive careful consideration at a meeting of the responsible
technical committee, which you may attend. If you feel that your comments have not received a fair hearing you should make your
views known to the ASTM Committee on Standards, at the address shown below.

This standard is copyrighted by ASTM, 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 [email protected] (e-mail); or through the ASTM website (www.astm.org).