1.1 This specification covers minimum requirements for the design of electric engines.1.2 Distributed propulsion is not excluded; however, additional requirements will be needed to address the additional issues that distributed propulsion can create. Some of those issues may include: use of a common motor controller/inverter, segregated electric harnesses, cooling systems, electric power supplies, and others.1.3 This specification does not address all of the requirements that may be necessary for possible hybrid configurations where an electric engine and a combustion engine drive a common thruster. This specification may be used for the electric engine aspects with supplemental requirements for the thruster and the combustion engine.1.4 Although this specification does not include specific requirements for electric engines that include gearboxes, thrusters, or any energy storage systems, it also does not preclude such capabilities. This specification may be used for the base electric engine aspects of the design, with supplemental requirements for any additional features prepared by the manufacturer and submitted to the Civil Airworthiness Authority for acceptance. This version of this ASTM specification also does not address all of the requirements necessary for configurations of motor driven ducted-fans. It is anticipated that the fan would be subject to parts of 14 CFR 33 or CS-E and/or 14 CFR 35 or CS-P, or equivalent, in particular blade-off and bird strike. These would be conducted on the fan as a unit (including motor) rather than on motor or fan alone.1.5 The applicant for a design approval should seek the individual guidance of their respective civil aviation authority (CAA) body concerning the use of this specification as part of a certification plan. For information on which CAA regulatory bodies have accepted this specification (in whole or in part) as a means of compliance to their general aviation aircraft airworthiness regulations (hereinafter referred to as “the Rules”), refer to ASTM Committee F39 webpage (www.ASTM.org/COMITTEE/F39.htm), which includes CAA website links.1.6 When applicable, this specification may be used for electric engines with a fixed-pitch propeller or fan. These configurations may be type-certificated as an electric engine including a thruster. There may be additional requirements not currently included in this specification for this type configuration. In addition, 5.25 is included as a test requirement for the electric engine. That section recognizes that when the electric engine does not have an integral thruster it will need to be tested with a representative load on the drive shaft to ensure the engine’s ability to operate properly with static and dynamic loads.1.7 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.1.8 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.9 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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This test method is intended for use as a guide in cases in which an experimental determination of heat of combustion is not available and cannot be made conveniently, and in which an estimate is considered satisfactory. It is not intended as a substitute for experimental measurements of heat of combustion (see Note 2).Note 2—The procedures for the experimental determination of the net heat of combustion are described in Test Methods D 240 and D 4809.The net heat of combustion is a factor in the performance of all aviation fuels. Because the exhaust of aircraft engines contains uncondensed water vapors, the energy released by fuel in vaporizing water cannot be recovered and must be subtracted from gross heat of combustion. For high performance weight-limited aircraft, the net heat of combustion per unit mass and the mass of fuel loaded determine the total safe range. The proper operation of the aircraft engine also requires a certain minimum net energy of combustion per unit volume of fuel delivered.1.1 This test method covers the estimation of the net heat of combustion (specific energy) at constant pressure in SI units, megajoules per kilogram, from the fuel density, sulfur, and hydrogen content.1.2 This test method is purely empirical, and it is applicable only to liquid hydrocarbon fuels derived by normal refining processes from conventional crude oil that conform to the requirements of specifications for aviation turbine fuels of limited boiling ranges and compositions, as described in Note 0 and permitted by each specification.Note 0The estimation of the heat of combustion of a hydrocarbon fuel from its hydrogen content, density, and sulfur is justifiable only when the fuel belongs to a well-defined class for which a relationship between these quantities has been derived from accurate experimental measurements on representative samples of that class. Even in this class, the possibility that the estimates can be in error by large amounts for individual fuels should be recognized. The classes of fuels used to establish the correclation presented in this test method are represented by the following specifications:1.3 The heat of combustion can also be estimated by Test Methods D 1405, D 3338, and D 4529.

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4.1 This test method and Test Method D3703 measure the same peroxide species (primarily hydroperoxides) in aviation fuels.4.2 The magnitude of the hydroperoxide number is an indication of the quantity of oxidizing constituents present. Deterioration of fuel results in the formation of hydroperoxides and other oxygen-carrying compounds. The hydroperoxide number measures those compounds that will oxidize potassium iodide.4.3 The determination of the hydroperoxide number of fuels is significant because of the adverse effect of hydroperoxides upon certain elastomers in the fuel systems.1.1 The test method covers the determination of the hydroperoxide content of aviation turbine fuels. The test method may also be applicable to the determination of the hydroperoxide content of any water-insoluble, organic fluid, particularly diesel fuels, gasolines, and kerosines.1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.3 This standard does not purport to address all the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to consult and establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see 6.3 – 6.5, Annex A1, and Annex A2.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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Benzene is classed as a toxic material. A knowledge of the concentration of this compound may be an aid in evaluating the possible health hazard to persons handling and using the gasoline. This test method is not intended to evaluate such hazards.1.1 This test method covers the determination of the percent benzene in full-range gasoline. It is applicable to concentrations from 0.1 % to 5 volume %.1.2 This test method has not been validated for gasolines containing oxygenates. Certain oxygenates interfere with the measurement described in this test method. Test Method D 6277 is recommended for gasolines containing oxygenates.1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see Section 8 and 9.1.

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5.1 The present and growing international governmental requirements to add fatty acid methyl esters (FAME) to diesel fuel has had the unintended side-effect of leading to potential FAME contamination of jet turbine fuel in multifuel transport facilities such as cargo tankers and pipelines, and industry wide concerns.5.2 Analytical methods have been developed with the capability of measuring down to <5 mg/kg levels of FAME, however these are complex, and require specialized personnel and laboratory facilities. This Rapid Screening method has been developed for use in the supply chain by non specialized personnel to cover the range of 10 mg/kg to 150 mg/kg.1.1 This test method specifies a rapid screening method using flow analysis by Fourier transform infrared (FA-FTIR) spectroscopy with partial least squares (PLS-1) processing for the determination of the fatty acid methyl ester (FAME) content of aviation turbine fuel (AVTUR), in the range of 10 mg/kg to 150 mg/kg.NOTE 1: Specifications falling within the scope of this test method are: Specification D1655 and Defence Standard 91-91.NOTE 2: This test method detects all FAME components, with peak IR absorbance at approximately 1749 cm-1 and C8 to C22 molecules, as specified in standards such as Specification D6751 and EN 14214. The accuracy of the method is based on the molecular weight of C16 to C18 FAME species; the presence of other FAME species with different molecular weights could affect the accuracy.NOTE 3: Additives such as antistatic agents, antioxidants and corrosion inhibitors are measured with the FAME by the FTIR spectrometer. However the effects of these additives are removed by the flow analysis processing.NOTE 4: FAME concentrations from 150 mg/kg to 500 mg/kg, and below 10 mg/kg can be measured but the precision could be affected.1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 This practice is intended to describe the data requirements necessary to support the review of new aviation turbine fuels or additives by ASTM members for the developers or sponsors of these new products.5.2 Its purpose is to guide the sponsor of a new fuel or new fuel additive through a defined evaluation process that includes the prerequisite testing and required periodic reviews with the subcommittee members. This practice provides a basis for calculating the volume of additive or fuel required for assessment, insight into the cost associated with taking a new fuel or new fuel additive through the evaluation process, and a defined path forward for introducing a new technology for the benefit of the aviation community.5.3 The allocation of resources necessary to support the full scope of the evaluation process is the responsibility of the sponsor of the new fuel or fuel additive. This will include laboratory, rig, or engine tests, if required, as well as support of OEM activities such as the Phase 1 and 2 reviews.5.4 This process may also be used to assess the impact of changes to fuels due to changes in production methods and/or changes during transportation. An example is the assessment of the impact of incidental materials on fuel properties. In the context of Practice D4054, incidental materials shall be considered as an additive.5.5 This guide is not an approval process. It is intended to describe test and analysis requirements necessary to generate data to support specification revision or development. This guide does not address the approval process for ASTM International standards.5.6 This guide does not purport to specify an all-inclusive listing of test and analysis requirements to achieve ASTM International issuance of a specification or specification revision. The final requirements will be dependent upon the specific formulation and performance of the candidate fuel or additive and be determined by the ASTM International task groups and committees charged with overseeing the specification development.5.7 Neither the generation of data and issuance of a research report described in this practice, nor the ultimate issuance of a new or revised ASTM fuel specification based on that data, constitutes approval to use the new or changed fuel or new additive on civil aircraft. As described in Appendix X2, the OEMs will conduct an internal review process in coordination with their aviation regulatory authorities to determine if the new fuel or additive is acceptable for use on each of their respective products. Only upon successful completion of this OEM internal review will the new fuel or additive be permitted for use on civil aircraft.5.8 This guide does not describe data requirements of other approving authorities, such as national aviation regulatory authorities, or of other organizations or industry associations. However, it is expected that the data generated in the conduct of the procedure will be used by the OEMs and national aviation regulatory authorities to support their internal approval processes (see Appendix X2) and may be useful for other purposes or other organizations.1.1 This standard practice provides procedures to develop data for use in research reports for new aviation turbine fuels, changes to existing aviation turbine fuels, or new aviation turbine fuel additives. These research reports are intended to support the development and issuance of new specifications or specification revisions for these products. This standard practice has also been used to evaluate the effect of incidental materials on jet fuel properties and performance.1.2 The procedures, tests, and selection of materials detailed in this practice are based on industry expertise to provide the necessary data to determine if the new or changed fuel or additive is suitable for use on existing aircraft and engines and for use in the current aviation operational and supply infrastructure. As such, it is primarily intended for the evaluation of drop-in fuels, but it can also be used for the evaluation of other fuels.1.3 Because of the diversity of aviation hardware and potential variation in fuel/additive formulations, not every aspect may be fully covered and further work may be required. Therefore, additional data beyond that described in this practice may be requested by the ASTM task force, Subcommittee J, or Committee D02 upon review of the specific composition, performance, or other characteristics of the candidate fuel or additive.1.4 Units of measure throughout this practice are stated in International System of Units (SI) unless the test method specifies non-SI units.1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 This test method provides an indication of the presence of surfactants in aviation fuel. Like Test Methods D2550, D3602, D3948, and D7224, this test method can detect carryover traces of refinery treating residues in fuel as produced. In addition, these test methods can detect surface active substances added to or picked up by the fuel during handling from point of production to point of use. Certain additives can affect the WSI. Some of these substances affect the ability of filter separators to separate free water from the fuel.5.2 The small scale water separation tester has a measurement range from 0.0 WSI to 100.0 WSI.NOTE 1: WSI values greater than 100.0 WSI can be caused by a reduction in the light transmittance (see A1.1.5) of the test specimen due to material that was removed during the testing process.5.3 This test method was developed so refiners, fuel terminal operators, pipelines, and independent testing laboratory personnel can rapidly and precisely measure for the presence of surfactants, with a minimum of training, in a wide range of locations.1.1 This test method covers a procedure to rate the ability of aviation turbine fuels to release entrained and emulsified water when passed through a water-coalescing filter.1.2 Results are expressed as a Water Separation Index (WSI).1.3 The values stated in SI units are to be regarded as standard.1.3.1 Exception—Units in WSI are included.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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4.1 The freezing point of an aviation fuel is the lowest temperature at which the fuel remains free of solid hydrocarbon crystals that can restrict the flow of fuel through filters if present in the fuel system of the aircraft. The temperature of the fuel in the aircraft tank normally falls during flight depending on aircraft speed, altitude, and flight duration. The freezing point of the fuel must always be lower than the minimum operational tank temperature.4.2 Freezing point is a requirement in Specifications D910 and D1655.1.1 This test method covers the determination of the temperature below which solid hydrocarbon crystals may form in aviation turbine fuels and aviation gasoline. If no crystallization point or freezing point can be measured, this test can be used to report the lowest measurable temperature reached before the crystallization point.NOTE 1: The interlaboratory program that generated the precisions for this test method did not include aviation gasoline.1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see 5.4, Section 6, and 8.3.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 This test method will allow the determination of static dissipater additive in jet and middle distillate. These additives reduce the hazardous effects of static electricity generated by transfer and movement of jet and middle distillate fuels.1.1 This test method covers the determination of static dissipater additive (SDA) content of aviation turbine fuel and middle distillate fuels.1.2 The precision of this test method has been established for aviation turbine fuel over the concentration range of 1 mg/L to 12 mg/L. Higher concentrations can be determined by dilution, but the precision of the test method will not apply.NOTE 1: The SDA used to develop this test method was STADIS 4502 for aviation fuels and STADIS 450 and 4252 for middle distillates.1.3 The test method includes a procedure to concentrate the sulfonic acid component in the SDA prior to analysis.1.4 The test method only applies to SDAs that contain alkyl substituted sulfonic acid.1.5 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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3.1 Aviation gasolines are dyed different colors for easy identification of grade, thus minimizing possibilities for fueling aircraft with fuel of the wrong grade.1.1 This test method covers the determination of the acceptability of color of dyed aviation gasolines.1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see Annex A1.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 The two procedures in the test method provide rapid methods for field detection of free water and solid contaminants, or any other visually apparent contamination. Uncertain or marginal results by either of these methods would normally result in the performance of methods such as D2276, D5452, or D3240 for quantitative determination of contaminants.5.1.1 Particulate determination in appearance tests is sensitive to sampling procedures. The presence of a small number of particles may indicate, for example, that the sample line was not flushed to provide a representative sample. The persistent presence of even a small number of particles, however, may be cause for further investigation depending on the situation.5.2 Experience has shown that an experienced tester using a clear bottle can detect as little as 40 ppm of free, suspended water in the fuel. Thus, a fuel rated as clear and bright can still fail lower limits set by quantitative methods. A rater will also have difficulty resolving particles smaller than 40 μm. Smaller particles must be determined by other than visual methods such as D2276, D5452 or chemical field tests listed in Manual 5.55.3 Experience has shown the visual appearance of fuel in a white porcelain bucket to be the most suitable method for the detection of dye contamination or other unusual discoloration. In the U.S., the white porcelain bucket is used to detect the dye.1.1 This test method covers two procedures for establishing the presence of suspended free water, solid particulate, and other contaminants in aviation gasoline and aviation turbine fuels.1.1.1 Both procedures are intended primarily for use as field tests with the fuel at handling temperature.1.1.2 Procedure A uses transparent sample containers; Procedure B uses opaque containers.1.2 Both procedures are rapid methods for contamination detection and include ratings of haze appearance and particulate presence.1.3 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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