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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.

“जान1 का अ+धकार, जी1 का अ+धकार” “प0रा1 को छोड न' 5 तरफ”

Mazdoor Kisan Shakti Sangathan Jawaharlal Nehru
“The Right to Information, The Right to Live” “Step Out From the Old to the New”

IS 1571 (2008): Aviation Turbine Fuels, Kerosene Type, Jet

A-1 [PCD 3: Petroleum, Lubricants and their Related
Products]

“!ान $ एक न' भारत का +नम-ण”

Satyanarayan Gangaram Pitroda
“Invent a New India Using Knowledge”

“!ान एक ऐसा खजाना > जो कभी च0राया नहB जा सकता ह”

है”
ह
Bhartṛhari—Nītiśatakam
“Knowledge is such a treasure which cannot be stolen”
 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 STANDARDS

MANAK 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 finalized
by 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, 1985,1992
and 2001. This revision has been formulated as a result of a review of the standard in light of the present day
requirements of the products and in order to align it with British Ministry of Defence specification DEF STAN
91-91 (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 Operated
System (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 type
since 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 STAN
91-91 (DERD 2494) (Issue 5,8 February 2005,Amendment 1,31 March 2006 andAmendment2, March2007).
Lubricity improving additi~es have been adopted as listed in Qualified Product List (QPL) 68-251. Materials
complying 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 in
trace quantities into aviation fuel during refinery production. In some cases, this has resulted in operational
problems in aircraft fuel systems. Moreover, these additives can cause problems at levels which may not be
detected by the standard specification testing as given in Table 1. It is stated in 4.2 that non-approved additives
are 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 of
aviation fuel beyond the requirements listed in this standard. Instead, it is recommended that manufacturing
locations ensure that they have adequate quality assurance and management of change procedures in place to
ensure 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 ensure
maintenance of finished product quality.
The following alternate test methods are also available for the characteristics st@ed and in case of dispute the
corresponding 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 1
Total 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 447
Flash point ASTM D 56 (Note 2), 1P 523
Density at 15°C 1S0 12185,1P 160/ASTM D 1298
Freezing point 1P 435/ASTM D 5972, 1P 528,1P 529/ASTM D 7153
Specific 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 Indian
Standard 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 rounded
value 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 IS No. Title

1.1 This standard prescribes requirements and the [P: 19] :1989 Doctor test
methods of sampling and test for one grade of kerosene [P: 20] :1998 Determination of flash point by Abel
type, aviation turbine fuels, Jet A-1, used in appropriate apparatus (second revision)
aircraft fitted with turboprop or Jet engines. [P: 23] : 2004/ Liquid petroleum gases-Determina-
1.2 This standard does not purport to address all of the 1S0 3837:1993 tion of hydrocarbon types —
safety problems associated with its use. It is the Fluorescent indicator absorption
responsibility of the user of this standard to establish Inethod (@trth revision)
appropriate safety and health practices and determine [P: 25] :1976 Determination of kinematic and
the applicability of regulatory limitations prior to use. dynamic viscosity (fh-st revision)
[P: 29] : 2004/ Petroleum products — Gum content
2 REFERENCES 1S0 6246:1995 of light and middle distillate fuels —
The following standards contzdin provisions which, Jet evaporation method (third
through reference in this text, constitute provisions of revision)
this standard. At the time of publication the editions [P: 34] :1979 Determination of sulphur in
:- A:,.,.*,.J ...
l[l~i~acc.u wulL . .L:ee+ +,.
.,-- vd~d. nAIt1 skmd~id~ ~~c aLIUJGLt tu petm!eum products ( ki.mp ruet!hod)
rcvjsien and parties [o agreements based on this (second revision)
standard are encouraged to investigate the possibility [P: 42] :1977 Water reaction of aviation fuels
of applying the most recent editions of the standards (second revision)
indicated below: [P: 97] :1980 Thermal oxidation stability of
aviation turbine fuels ( JFTOT
IS NG. Tide
method )
1260 Pictorial marking for handling and [P: 109] : 2004/ Petroleum products — Determina-
(Part 1 :1973 labelling goods: Part 1 Dangerous 1S0 3012:1999 tion of thiol (mercaptan) sulphur in
goods (firsr revision) light and middle distillate fuels @-st
1447 Petroleum and its products — Methods revision)
(Partl’ :2000 of sampling: Part 1 Manual sampling [P: 113] :1983 Determination of total acidity of
(/lrst revision) aviation turbine fuels (ATF)
1448 Methods of’test for petroleum and its [P: 118] :1985 Naphthalene hydrocarbons in
products: aviation turbine fuels by UV spectro-
[P : 3] :1984 Aniline point (second revision) photometry
[P: 6] :1984 Calorific value by bomb [P: 142] :1993 Determination of water separation
calorimeter method (first revision) characteristics of aviation turbine
[P: 11] : 2004/ Petroleum products — fuels by portable separometer
1S0 3013:1997 Determination of freezing point of
7667:1975 Code of practice for handling and
aviation fuels (jourth revision) storage of aviation fuels at airtleld
[P: 15] : 2004/ Petroleum products —
fueling stations
1S0 2160:1998 Corrosiveness to copper strip test
(third revision) 3 REQUIREMENT’S
[P: 16] :1990 Density of crude petroleum and
3.1 General
liquid petroleum products by
hydrometer method (third revision) The material shall be clear, bright and free from
[P:18] :1991 Distillation of petroleum products sediment, suspended matter and undissolved water at
(second revision) normal ambient temperature.

1
IS 1571:2008

3.2 Composition refinery and 5.7 mgll on cumulative addition when

redoping the fuel to counteract the effects of metals
The fuel shall consist completely of hydrocarbon
known to be deleterious to thermal stability such as Cu,
compounds derived from conventional sources
Cd, Co, Fe and Zn provided that the nature of the
including crude oil, natural gas liquid condensates,
contamination is reported. Where metallic contamination
heavy oil, oil shale and oil sands and the qualified
is unproven, MDA may be used to recover thermal
additives specified below:
stability provided that JFTOT Test [in accordance with
3.2.1 Antioxidant S1 No. (vii) of Table 1] is determined before and after
MDA addition and reported on the test certificate.
An approved antioxidant or mixture of antioxidants
shall be added to a fuel (or a fuel component) which 3.2.3 Static DissipaterAdditive (SDA)
has been hydroprocessed (that is manufactured using
3.2.3.1 Wherever necessary, a qualified SDA shall be
a catalytic hydrogen process such as hydrotreating,
added to the fuel to impart electrical conductivity in
hydrofining, hydrocracking, etc). This shall be done
accordance with property S1 No. (ix) of Table 1.
immediately after hydroprocessing and prior to the
product or component being passed into storage in NOTE — Stadis@ 450 is one of the qualified SDA
manufactured by Innospec LLC.
order to prevent gum formation and peroxidation
after man ufacture. The total concentration of active 3.2.3.2 The concentrations in which SDA is to be added
material(s) in fuel or that proportion of the fuel blend to the fuel are as follows:
that has been hydroprocessed shall not be less than ‘l TL - ----------- .:-— ,.L.CXnA . . l.. . . ..J :.. . ...1..
1 MC bUilt,G1lUdLIU1l UL Ol)ti LU IX U>GU 111 UGWIY
17.0 mg/1 nor ekceed 24.0 mg/1. Where a finished fuel
manufactured, or on first doping of fuel is
comprises a blend of hydroprocessed and non-hydro-
3.0 mg/1 maximum.
pr~ces$ed components, the requirements for mandatory
addition of antioxidant applies only to that portion of The cumulative concentration of SDA allowed
the blend which has been hydroprocessed. In such cases when re-doping fuel to maintain conductivity
Lhe proportion of the blend which has hcen is 5.0 mg/1 maximum.
hydroprocessed shall be repo’rted. 3.2.4 Lubricity Improver Additive (LIA: Previously
For’ fuel (fuel component) which has not been hydrm Cited as Corrosion Inhibitor/Lubricity Improver
processed such addition is optiena&However, the total Additive)
concentration shall not exceed 24~mg/1. 3.2.4.1 A qualified LIA may be added to-~he fuel to
The following are some of the approved antioxidant: impart improved lubricity to the fuel.
NOTE — Further inforrndtion on aviation turbine fuel lubricity
a) 2,6-ditertiary-buty l-4-methyl-phenol; is av~ilable at Annex A.
b) 2,4-dimcthyi-6-tertiary -butyi-phenoi; ‘1 7 A. . .7 ReraIIcP T
---- MWuuc.u- . 1A
. . . rm~ict.
-,.. ”.., in
. . . en,,ilihr-;
w y . . . ..”... ,,ma.. with
., . . . . mofml
.L.ULL. L

c) 2,6-ditertiary-buty l-phenol; surfaces of fuel distribution systems as well as those

d) A mixture consisting of 75 percent minimum of aircraft systems, correct delivery to aircraft can be
of 2,6-ditertiary-buty l-phenol; and 25 percent assured only by equilibration of the supply system
maximum of tertiary and tritertiary-butyl- downstream of the LIA addition or by additive injection
phenols; at the point of entry to the aircraft.
e) A mixture consisting of 55 percent minimum NOTE -— Some of the qualified lubricity improving additives
of 2,4-dimethyl-6-tertiary -butyl-phenol; 15 along with their concentration in which they are added to the
fuel at the time of delivery to the purchaser are as follows:
percent minimum of 4-methyl-2 -6-ditertiw-y -
butyl-phenol; with the remainder, 30 percent pdLICt Manufactwer ~inimum Maximum
mgil mgil
maximum, a mixture of monomethy 1 and
Apollo PRI-19 Apollo Technologies 18 23
dirnethyl-tertiary-buty l-phenols; and Intl, Corp
f) A mixture consisting of 72 percent minirnurn Hitcc 580 Afton Chemical Ltd. 15 23
of 2,4-dimethyl-6-tertiary -butyl-phenol and Octel DCI-4A Innospec LLC 9 23
28 percentmaximum, mixture of tertiary - Octel DCI-6A Innospec LLC 9 9
butyl-methyl-phenols and tertiary -butyl- Ndco 5403 Nzdco Chemical Co. 12 23

dirnethyl phenols. Tolad 4410 Baker Petrolite 9 23

3.2.2 Metal Deactivator Additive (MDA) 3.2.5 Fuel System Icing Inhibitor (FSII)

.An approved metal deactivator, N, N-disalicylidene 1, A qualified FSH may be added to the fuel as agreed to
~- may be added in amour?t not
‘P rop~nedia(nine, between the purchasing authority and the
rxcccdiug 2,0 mg/1 on initial batching of the fuel at the supplier. Concentrations less than 0.02 percent by
 IS 1571:2008

volume can be considered negligible and do not require 4.3 The lot shall be declared as conforming to the
agreementhotification. The assent to allow these small requirements of the standard, if all the test results on
quantities of FSII without agreementhotification is to the composite sample meet relevant standard
facilitate the changeover from fuels containing FSII requirements.
where the additive may remain in the fuel system for a
limited time. This does not allow the continuous 5 PACKING AND MARKING
addition of FSII at these low concentrations. 5.1 Packing
The following material is qualified at the specified The material shall be packed in suitable containers as
concentration mentioned below: agreed to between the purchaser and the supplier
Product Concentration subject to any rules and regulations in force in the
country,
Diethylene glycol Not less than 0.1 percent
monomethyl ether and not more 0.15 percent 5.2 Marking
(DIEGME) by volume The material shall be supplied in accordance with the
NOTE — When LIA (see 3.2.4) and FSII ($ee 3.2.5) are to be marking and delivery instructions given by the
used together, it may be found convenient to add the LIA in purchaser.
admixture with FSII. Whatever blending procedure is adopted,
the supplier shall satisfy the purchaser that the correct 5.2.1 Each container shall be marked with the following
concentration of LIA has been incorporated homogeneously. information:
The suppiier shaii record the concentration of LIA and rhc
information on the additives added shall be provided to the a) Name and grade of the material;
customer.
b) Indication of the source of manufacturer,
3.2.6 Warning initials or recognized trade-mark, if any;

The addition of LIA to the fuel containing an SDA

c) Volume of the contents, in litres;
may further affect the electrical conductivity and d) Year and month of manufacture or packing;
MSEP of the fuel. Fuel containing SDA only or both and
of these types of additives shall comply with the e) Any other statutory requirements.
appropriate requirements stated in ‘Table 1 for electrical
5.2.2 Each container shall also be marked with the
conductivity and MSEP unless agreed otherwise in
caution label ‘Highly Flammable’ together with the
writing between the purchasing authority and the
corresponding symbol for labelling dangerous goods
supplier.
[see IS 1260 (Part l)].
3.3 The material shall comply with the requirements
5.2.3 BIS Certi~cation Marking
prescribed in Table 1.
The container may also be marked with the Standard
3.4 The requirements contained inCO13 of ~dblel are
Mark.
absolute and not subject to correction for precision of
test methods. 5.2.3.1 The use of Standard Mark is governed by the
..
provisions of the Bureau of [rrdian Sta~ardsAct, 1986
4 SAMPLING and the Rules and Regulations made thereunder. The ‘
4.1 Representative samples of material shall be drawn details of conditions under which the licence for the
as prescribed in 1S 1447 (Part 1). use of the Standard Mark may be granted to
manufacturers or producers maybe obtained from the
4.2 Representative samples of each batch of the product Bureau of Indian Standards.
shall be tested to prove homogeneity. On proving
homogeneity, all characteristics given in the standard 5.3 Handling and Storage
shall be tested on composite sample prepared by mixing For the safe handling and storage of the fuel the
representative samples, proportionately. instructions 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:] of

No. IS 1448/ASTM/IP/IS0

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

i) Appearance:
a) Visual appearance Clear, bright and visually free Visual
from solid matter and un-
dissolved water at ambient
temperature
b) Colour Report’l ASTM D 156 or ASTM D 6045
c) Particulate contamination. at a point of manufacture, ] ,Oz ASTM D 5452/JP 423
m~l, Max
ii) Composition:
a) Total acidity, mg KOtUg, Max 0.015 [P, 113]
b) Aromatics, percent by volume, Max 25.03) [P: 23]
c) Total sulphur, percent by mass, Max 0.30 [P: 34]
d) Sulphur mercaptan, pcrccnt by mass, Max or o.oo304~ [P, 109]
Doctor Test Negatives) [P: 19]
e) Refining components, at the point of manufacture:
I ) Hydro-processed components, percent; v/v Report
m “u
4’, Q-.“e,
,“,.,,1.
-,., , r.,,,l.fi,,m,.aced
,,-,“.”#l,7u&..GuQ“L..-W”, IU,.., ..-.”
,-A-..ma,a+.+. ”..+ ../.,
-“G,.,e,,,. ,, “ n . . . . ..+0
,\ L.””, L

iii) Volakiity:
a) Distillation: [P: 18]’)
1) Initial boiling point, at ‘C Rcpott
2) 10 percent rccovcry at ‘C, v/v, Max 205.0
3 ) 50 pcrccnt recov my at “C, VA Report .
4) 90 percent rccovcry at “C, v/v Report
5) I’inal boiling point, “C, Max 300.0
6) Residue, percent by yohrme, Max I .5
7) Loss, pcrccnt by volume, Max 1.5
b) Flash point ( Abel ), “C, &fin 38.0 [P: 20] ( see Method B)
c) Density at 15“C, kg/m3 77s.0 10840.0 [P:lrq
iv) Fluid~ty:
a) Frec~ng point, ‘C, fifax [P:ll]
b) Khematic tiscosity at –20°C, mm2/s, MUX [P: 25]
v) Combustion:
a) Specific energy MJ/kg, JWrr or 42.80 [P: 6]8)
product ofAplgravity and aniiine pOint, Min 4800 [P: 3]9)
b) Smoke point, mm, &fin or ~5,0 [P:311’’; ISO3OI4
I ) Smoke point, mm, Mhr and 19.0 [P:31]’’; ISO3OI4
2) Naphthalenes, percent v/v, Max 3.00 [P: 118]
vi) Ccwwsi on:
Copper strip corrosion for 2 hat IOO”C Not worse than No, 1 [P: 15]
vii) Tkrmul Stahili~, JFTOTat Control Temperature of 260”C [P: 97] ’7, 1S0 6294
a) Filter pressure differential, mm Hg, Max 25
b) ‘fubc rating, visual I.css than 3, No ‘Peacock’ or
‘Abnormal’ colour deposits’o)
viii) Contaminants:
a) Existent gum, mgfl 00 ml, Max or 7 [P: 29]”)
Existent gum with air, mg/100 ml, Max 7
b) Water reaction:
Interface rating, Max [P: 42]
c) Micro separometer rating at the point of [P: 142] ’2)
manufacture:
~513)
I ) MSEP without SDA, Min
2) MSEP with SDA, Min 70
ix) Conductivity:
F,lcctrical conductivity, pS/m (at the point, time and 50, Min 1S0 6297
tcmpcraturc of delivery to the purchaser) 600. Max
x) i.nbriciry.
Wear scar diameter, mm, Max
0.85’4)’ ‘5) 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 hydrogen
partial 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 specific
energy 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. air
flow 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 sole
reason 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 point
of production at the refinery, the desired WSD shall be obtained at the refineries after doping with the approved hrbrici~ additive
as mentioned in 3.2.4 and the quantity thus required to obtain WSD <0.65 mm shall be annotated in fhe J3atcir Test Reports. if
the quantity of LJA required for any of the batches ofATF at the refineries is found to be more than the stipulated maximum of the
respective 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 CEMILAC
shall 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
,,, .,,,”” ,. wit..”. . =.,”,”.,. . . . .
m,,-h
. . . . .
tin,,
. . . . . .
TQft 6794 <h~ll he followed
--- . . . . . --

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 fuel lubricity fuel, With the participation of the
control units rely on the fuel to lubricate their moving international aviation industry the SAE AE-5B group
parts. The effectiveness of a jet fuel as a lubricant in has revised the procedure for the low lubricity
such equipment is referred to as its ‘lubricity’. endurance test for aircraft engine fuel pumps, ARP
Differences in component design and materials result 1797. The procedure now specifies that the test fluid *:
in varying degrees of equipment sensitivity to fuel used shall produce a wear scar diameter (wsd) between i
lubricity. Similarly, jet fuels vary in their level of 0.85 and 0.96 mm as measured byASTM D 5001. The
lubricity. In-service problems experienced have ranged introduction of a lubricity requirement maximum of i\
in severity from reductions in pump flow to unexpected 0.85. mm wsd is to provide a limit to the fuel lubricity
mechanical failure leading to in-flight engine which attempts to ensure that future equipment proven
shutdown. against ARP 1797 procedure does not suffer lubricity
.- n.-.,,
related problems in use. The requirement only applies
.=_-z. 1 !Ie f-.!le!!u(cai .agr~ r>},vsi(.xl
=..= ----- prvip~~~~s of imr
J-. F,,ei
.W”.
to fueis containing more than 95 percent
cause it to be a relatively poor lubricating material hydroprocessed material where at least 20 percent is
under high temperature and high load conditions, severely hydroprocessed. All the fuels which have
Severe hydroprocessing removes trace components, caused problems have been in this category. It has been
resulting in fuels which tend to have a lower lubricity noted “that not all fuels containing severely
than straight-run or wet-treated fuels. Lubricity hydroprocessed components produce a wsd greater
improver additives are widely used in military jet fuels. than 0.85 mm and this has been tdcen into account in
They have been used occasionally in civil jet fuel to setting the requirement.
overcome aircraft problems, but only as a temporary
A-4 There are eider fuel system components still in
remedy while improvements to the fuel system 4
use which are more sensitive to fuel lubricity. In these
components or changes to fuel were achieved. Because
cases the aircraft operator should consult with
of their polar nature, these additives can have adverse
the equipment manufacturer and fuel supplier to
effects on ground-based filtration systems and on fuel/
determine the best course of action which may induce
water separation characteristics.
the use of an approved lubricity additive to enhance
A-3 Some modern aircraft fuel system components the lubricity of a particular fuel, a heasure which is
4
have been and are being designed to operate on poor already permitted by the stand~-d.

ANNEX B
(Table 1, Footnote 1)
SAYBOLT COLOUR

B-1 Colour can be a useful indicator of fuel quality. B-3 Normally fuel colour ranges from water white
Darkening of fuel or a change in fuel colour may be (colorless) to a straw/pale yellow. Other fuel colours
the result of product contamination or instability. may be the result of crude oil characteristics or
B-2 Changes in Saybolt Colour from the original refining process. If unusual colours are produced at
certiilcate Of ~Iudity for the batch would l~s,uaiiy be the point of rnanuflcture, this should be noted on the
cause for investigation as follows: batch certificate to provide information to
Initial Saybolt Colour at Significance Change downstream users.’Unusual colours such as pink, red,
Point of Manufacture green or blue that do not significantly impact the
>25 >8 Saybolt Colour number should also be investigated
s 25, but 215 >5 to the cause.
<15 >3

6
 IS 1571:2008

ANNEX C
(Table 1, Footnote 2)
PARTICULATE CONTAMINATION

(Informative)

C-1 The visual appeariince of the product is a good particulate levels greater than 1.0 mg/1 will require
indication of contamination and remains a key additional handling procedures, such as extended
requirement for fuel throughout the distribution system. settling and/or filtration.
However, interpretation of the appearance requirement
can lead to problems due to the subjective nature of C-3 Where fuel is being delivered into aircraft, the
the visual assessment. Therefore, a quantitative limit 1.4TA Guidance Material for Aviation Turbine Fuels
has been established for particulate contamination. A Part 111— Cleanliness and Handling, shall be referred
maximum particulate contamination of 1.0 mg/1, when to for appropriate information on contamination limits.
tested to 1P 423/ASTM I) 5452, shall apply at point of
C-4 It is the intent of the specification authority to
manufacture only.
extend particulate contamination limits throughout the
C-2 Fuels containing visual particulate or with distribution system at a later date.

7
MGIPF--6o8 Deptt of BIS/08-&8-2008—300 Books
Bureau of Indian Standards

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