An American National Standard

Designation: D910 – 11

Standard Specification for

Aviation Gasolines1
This standard is issued under the fixed designation D910; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
This standard has been approved for use by agencies of the Department of Defense.

1. Scope* D873 Test Method for Oxidation Stability of Aviation Fuels

1.1 This specification covers formulating specifications for (Potential Residue Method)
purchases of aviation gasoline under contract and is intended D909 Test Method for Supercharge Rating of Spark-
primarily for use by purchasing agencies. Ignition Aviation Gasoline
1.2 This specification defines specific types of aviation D1094 Test Method for Water Reaction of Aviation Fuels
gasolines for civil use. It does not include all gasolines D1266 Test Method for Sulfur in Petroleum Products
satisfactory for reciprocating aviation engines. Certain equip- (Lamp Method)
ment or conditions of use may permit a wider, or require a D1298 Test Method for Density, Relative Density (Specific
narrower, range of characteristics than is shown by this Gravity), or API Gravity of Crude Petroleum and Liquid
specification. Petroleum Products by Hydrometer Method
1.3 The values stated in SI units are to be regarded as D1948 Method of Test for Knock Characteristics of Motor
standard. No other units of measurement are included in this Fuels Above 100 Octane Number by the Motor Method3
standard. D2386 Test Method for Freezing Point of Aviation Fuels
D2392 Test Method for Color of Dyed Aviation Gasolines
2. Referenced Documents D2622 Test Method for Sulfur in Petroleum Products by
2.1 ASTM Standards:2 Wavelength Dispersive X-ray Fluorescence Spectrometry
D86 Test Method for Distillation of Petroleum Products at D2624 Test Methods for Electrical Conductivity of Aviation
Atmospheric Pressure and Distillate Fuels
D93 Test Methods for Flash Point by Pensky-Martens D2700 Test Method for Motor Octane Number of Spark-
Closed Cup Tester Ignition Engine Fuel
D130 Test Method for Corrosiveness to Copper from Pe- D3338 Test Method for Estimation of Net Heat of Combus-
troleum Products by Copper Strip Test tion of Aviation Fuels
D323 Test Method for Vapor Pressure of Petroleum Prod- D3341 Test Method for Lead in Gasoline—Iodine Mono-
ucts (Reid Method) chloride Method
D357 Method of Test for Knock Characteristics of Motor D4052 Test Method for Density, Relative Density, and API
Fuels Below 100 Octane Number by the Motor Method3 Gravity of Liquids by Digital Density Meter
D381 Test Method for Gum Content in Fuels by Jet Evapo- D4057 Practice for Manual Sampling of Petroleum and
ration Petroleum Products
D614 Method of Test for Knock Characteristics of Aviation D4171 Specification for Fuel System Icing Inhibitors
Fuels by the Aviation Method3 D4177 Practice for Automatic Sampling of Petroleum and
Petroleum Products
D4306 Practice for Aviation Fuel Sample Containers for
1
This specification is under the jurisdiction of ASTM Committee D02 on
Tests Affected by Trace Contamination
Petroleum Products and Lubricants and is the direct responsibility of Subcommittee D4529 Test Method for Estimation of Net Heat of Combus-
D02.J0.02 on Aviation Gasoline. tion of Aviation Fuels
Current edition approved May 1, 2011. Published May 2011. Originally D4809 Test Method for Heat of Combustion of Liquid
approved in 1947 (replacing former D615). Last previous edition approved in 2007
as D910–07a. DOI: 10.1520/D0910-11. Hydrocarbon Fuels by Bomb Calorimeter (Precision
2
For referenced ASTM standards, visit the ASTM website, www.astm.org, or Method)
contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM D4865 Guide for Generation and Dissipation of Static
Standards volume information, refer to the standard’s Document Summary page on
the ASTM website.
Electricity in Petroleum Fuel Systems
3
Withdrawn. The last approved version of this historical standard is referenced D5006 Test Method for Measurement of Fuel System Icing
on www.astm.org. Inhibitors (Ether Type) in Aviation Fuels

*A Summary of Changes section appears at the end of this standard.

Copyright. (c) ASTM International. 100 Barr Harbour Drive, P.O. Box C-700, West Conshohocken Pennsylvania United States

Copyright by ASTM Int'l (all rights reserved); 1

 D910 – 11
D5059 Test Methods for Lead in Gasoline by X-Ray Spec- 6. Materials and Manufacture
troscopy 6.1 Aviation gasoline, except as otherwise specified in this
D5190 Test Method for Vapor Pressure of Petroleum Prod- specification, shall consist of blends of refined hydrocarbons
ucts (Automatic Method) derived from crude petroleum, natural gasoline, or blends,
D5191 Test Method for Vapor Pressure of Petroleum Prod- thereof, with synthetic hydrocarbons or aromatic hydrocar-
ucts (Mini Method) bons, or both.
D6469 Guide for Microbial Contamination in Fuels and 6.2 Additives—Mandatory, shall be added to each grade of
Fuel Systems aviation gasoline in the amount and of the composition
E29 Practice for Using Significant Digits in Test Data to specified in the following list of approved materials.
Determine Conformance with Specifications 6.2.1 Tetraethyl Lead, shall be added in the form of an
3. Terminology antiknock mixture containing not less than 61 mass % of
tetraethyl lead and sufficient ethylene dibromide to provide two
3.1 Definitions: bromine atoms per atom of lead. The balance shall contain no
3.1.1 aviation gasoline, n—gasoline possessing specific added ingredients other than kerosine, an approved oxidation
properties suitable for fueling aircraft powered by reciprocat- inhibitor, and blue dye, as specified herein. The maximum
ing spark ignition engines. concentration limit for each grade of gasoline is specified in
3.1.1.1 Discussion—Principal properties include volatility Table 1.
limits, stability, detonation-free performance in the engine for 6.2.1.1 If mutually agreed upon by the fuel producer and
which it is intended, and suitability for low temperature additive vendor, tetraethyl lead antiknock mixture may be
performance. diluted with 20 mass % of a mixed aromatic solvent having a
3.2 Abbreviations: minimum flash point of 60°C according to Test Methods D93
3.2.1 LL—low lead when the product is to be handled in cold climates. The TEL
3.2.2 VLL—very low lead content of the dilute product is reduced to 49 mass %, so that
4. General the amount of antiknock additive must be adjusted to achieve
the necessary lead level. The dilute product still delivers two
4.1 This specification, unless otherwise provided, prescribes bromine atoms per atom of lead.
the required properties of aviation gasoline at the time and 6.2.2 Dyes—The maximum concentration limits in each
place of delivery. grade of gasoline are specified in Table 1.
5. Classification 6.2.2.1 The only blue dye that shall be present in the
finished gasoline shall be essentially 1,4-
5.1 Five grades of leaded aviation gasoline are provided, dialkylaminoanthraquinone.
known as: 6.2.2.2 The only yellow dyes that shall be present in the
Grade 80
finished gasoline shall be essentially
Grade 91
Grade 100 p-diethylaminoazobenzene (Color Index No. 11021) or 1,3-
Grade 100LL benzenediol 2,4-bis [(alkylphenyl)azo-].
Grade 100VLL
6.2.2.3 The only red dye that shall be present in the finished
NOTE 1—The above grade names are based on their octane/ gasoline shall be essentially alkyl derivatives of azobenzene-
performance numbers as measured by the now obsolete Test Method D614 4-azo-2-naphthol.
(Discontinued 1970). A table for converting octane/performance numbers 6.2.2.4 The only orange dye that shall be present in the
obtained by Test Method D2700 motor method into aviation ratings was
last published in Specification D910–94 in the 1995 Annual Book of ASTM
finished gasoline shall be essentially benzene-azo-2-napthol
Standards, Vol 05.01. (Color Index No. 12055).
6.3 Additives—These may be added to each grade of avia-
5.2 Grades 100, 100LL, and 100VLL represent aviation
tion gasoline in the amount and of the composition specified in
gasolines identical in minimum antiknock quality but differing
the following list of approved materials.5 The quantities and
in maximum lead content and color. The color identifies the
types shall be declared by the manufacturer. Additives added
difference for engines that have a low tolerance to lead.
after the point of manufacture shall also be declared.
NOTE 2—Listing of, and requirements for, Avgas Grades 91/98, 108/ 6.3.1 Antioxidants—The following oxidation inhibitors may
135 and 115/145 appeared in the 1967 version of this specification. U.S. be added to the gasoline separately, or in combination, in total
Military Specification MIL-G-5572F, dated January 24, 1978 (withdrawn concentration not to exceed 12 mg of inhibitor (not including
March 22, 1988), also covers grade 115/145 aviation gasoline, and is
available as a research report.4
weight of solvent) per litre of fuel.
6.3.1.1 2,6-ditertiary butyl-4-methylphenol.
5.3 Although the grade designations show only a single 6.3.1.2 2,4-dimethyl-6-tertiary butylphenol.
octane rating for each grade, they shall meet a minimum lean 6.3.1.3 2,6-ditertiary butylphenol.
mixture motor rating and a minimum rich mixture supercharge
rating (see X1.2.2).
5
Supporting data (guidelines for the approval or disapproval of additives) have
4
Supporting data have been filed at ASTM International Headquarters and may been filed at ASTM International Headquarters and may be obtained by requesting
be obtained by requesting Research Report RR:D02-1255. Research Report RR:D02-1125.

Copyright by ASTM Int'l (all rights reserved); 2

 D910 – 11
TABLE 1 Detailed Requirements for Aviation GasolinesA
Grade Grade Grade Grade Grade ASTM Test
80 91 100VLL 100LL 100 MethodB
Octane Ratings
Knock value, lean mixtureC
Motor Octane Number min 80.7 90.8 99.6 99.6 99.6 D2700
Aviation Lean Rating min 80.0 91.0 100.0 100.0 100.0 D2700
Knock value, rich mixture
Octane number min 87 98 D909
Performance numberD,E min 130.0 130.0 130.0 D909
Tetraethyl lead, mL D3341 or D5059
TEL/L max 0.13 0.53 0.43 0.53 1.06
gPb/L max 0.14 0.56 0.45 0.56 1.12
Color red brown blue blue green D2392
Dye contentF
Blue dye, mg/L max 0.2 3.1 2.7 2.7 2.7
Yellow dye, mg/L max none none none none 2.8
Red dye, mg/L max 2.3 2.7 none none none
Orange dye, mg/L max none 6.0 none none none
Requirements for All Grades
Density at 15°C, kg/m3 Report D1298 or D4052
Distillation D86
Initial boiling point, °C Report
Fuel Evaporated
10 volume % at °C max 75
40 volume % at °C min 75
50 volume % at °C max 105
90 volume % at °C max 135
Final boiling point, °C max 170
Sum of 10 % + 50 % evaporated min 135
temperatures, °C
Recovery volume % min 97
Residue volume % max 1.5
Loss volume % max 1.5
Vapor pressure, 38°C, kPa min 38.0 D323 or D5190
max 49.0 or D5191G
Freezing point, °C max −58H D2386
Sulfur, mass % max 0.05 D1266 or D2622
Net heat of combustion, MJ/kgI min 43.5 D4529 or D3338
Corrosion, copper strip, 2 h at 100°C max No. 1 D130
Oxidation stability (5 h aging)J,K D873
Potential gum, mg/100 mL max 6
Lead precipitate, mg/100 mL max 3
Water reaction D1094
Volume change, mL max 62
Electrical conductivity, pS/m max 450L D2624

A
For compliance of test results against the requirements of Table 1, see 7.2.
B
The test methods indicated in this table are referred to in Section 11.
C
Both Motor Octane Number (MON) and Aviation Lean Mixture values shall be reported.
D
A performance number of 130.0 is equivalent to a knock value determined using iso-octane plus 0.34 mL TEL/L.
E
Knock ratings shall be reported to the nearest 0.1 octane/performance number.
F
The maximum dye concentrations shown do not include solvent in dyes supplied in liquid form.
G
Test Method D5191 shall be the referee vapor pressure method.
H
If no crystals have appeared on cooling to −58°C, the freezing point may be reported as less than −58°C.
I
For all grades use either Eq 1 or Table 1 in Test Method D4529 or Eq 2 in Test Method D3338. Test Method D4809 may be used as an alternative. In case of dispute,
Test Method D4809 shall be used.
J
If mutually agreed upon between the purchaser and the supplier, a 16 h aging gum requirement may be specified instead of the 5 h aging gum test; in such case the
gum content shall not exceed 10 mg/100 mL and the visible lead precipitate shall not exceed 4 mg/100 mL. In such fuel the permissible antioxidant shall not exceed 24
mg/L.
K
Test Method D381 existent gum test can provide a means of detecting quality deterioration or contamination, or both, with heavier products following distribution from
refinery to airport. Refer to X1.7.1.
L
Applies only when an electrical conductivity additive is used; when a customer specifies fuel containing conductivity additive, the following conductivity limits shall apply
under the condition at point of use:
Minimum 50 pS/m
Maximum 450 pS/m.
The supplier shall report the amount of additive added.

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 D910 – 11
6.3.1.4 75 % minimum 2,6-ditertiary butylphenol plus 25 % 8. Workmanship, Finish and Appearance
maximum mixed tertiary and tritertiary butylphenols. 8.1 The aviation gasoline specified in this specification shall
6.3.1.5 75 % minimum di- and tri-isopropyl phenols plus be free from undissolved water, sediment, and suspended
25 % maximum di- and tri-tertiary butylphenols. matter. The odor of the fuel shall not be nauseating or irritating.
6.3.1.6 72 % minimum 2,4-dimethyl-6-tertiary butylphenol No substances of known dangerous toxicity under usual
plus 28 % maximum monomethyl and dimethyl tertiary butyl- conditions of handling and use shall be present except as
phenols. permitted in this specification.
6.3.1.7 N,N8-di-isopropyl-para-phenylenediamine.
6.3.1.8 N,N8-di-secondary-butyl-para-phenylenediamine. 9. Sampling
6.3.2 Fuel System Icing Inhibitor (FSII)—One of the fol-
9.1 Because of the importance of proper sampling proce-
lowing may be used.
dures in establishing fuel quality, use the appropriate proce-
6.3.2.1 Isopropyl Alcohol (IPA, propan-2-ol), in accordance
dures in Practice D4057 or Practice D4177.
with the requirements of Specification D4171 (Type II). May
9.1.1 Although automatic sampling following Practice
be used in concentrations recommended by the aircraft manu-
D4177 may be useful in certain situations, initial refinery
facturer when required by the aircraft owner/operator.
specification compliance testing shall be performed on a
NOTE 3—Addition of isopropyl alcohol (IPA) may reduce knock ratings sample taken following procedures in Practice D4057.
below minimum specification values (see X1.2.4).6 9.2 A number of aviation gasoline properties, including
6.3.2.2 Di-Ethylene Glycol Monomethyl Ether (Di-EGME), copper corrosion, electrical conductivity, and others are very
conforming to the requirements of Specification D4171 (Type sensitive to trace contamination which can originate from
III). May be used in concentrations of 0.10 to 0.15 volume % sample containers. For recommended sample containers, refer
when required by the aircraft owner/operator. to Practice D4306.
6.3.2.3 Test Method D5006 can be used to determine the
concentration of Di-EGME in aviation fuels. 10. Reports
6.3.3 Electrical Conductivity Additive—Stadis 4507 in con- 10.1 The type and number of reports to ensure conformance
centrations up to 3 mg/L is permitted. When loss of fuel with the requirements of this specification shall be mutually
conductivity necessitates retreatment with electrical conductiv- agreed to by the purchaser and the supplier of the aviation
ity additive, further addition is permissible up to a maximum gasoline.
cumulative level of 5 mg/L of Stadis 450.
6.3.4 Corrosion Inhibitor Additive—The following corro- 11. Test Methods
sion inhibitors may be added to the gasoline in concentrations
not to exceed the maximum allowable concentration (MAC) 11.1 The requirements enumerated in this specification shall
listed for each additive. be determined in accordance with the following ASTM test
methods:
DCI-4A MAC = 22.5 g/m3
DCI-6A MAC = 9.0 g/m3 11.1.1 Knock Value (Lean Rating)—Test Method D2700.
HITEC 580 MAC = 22.5 g/m3 11.1.2 Knock Value (Rich Rating)—Test Method D909.
NALCO 5403 MAC = 22.5 g/m3 11.1.3 Tetraethyllead—Test Methods D3341 or D5059.
NALCO 5405 MAC = 11.0 g/m3
PRI-19 MAC = 22.5 g/m3 11.1.4 Color—Test Method D2392.
UNICOR J MAC = 22.5 g/m3 11.1.5 Density—Test Methods D1298 or D4052.
SPEC-AID 8Q22 MAC = 24.0 g/m3
11.1.6 Distillation—Test Method D86.
TOLAD 351 MAC = 24.0 g/m3
TOLAD 4410 MAC = 22.5 g/m3 11.1.7 Vapor Pressure—Test Methods D323, D5190, or
D5191.
7. Detailed Requirements
11.1.8 Freezing Point—Test Method D2386.
7.1 The aviation gasoline shall conform to the requirements 11.1.9 Sulfur—Test Methods D1266 or D2622.
prescribed in Table 1. 11.1.10 Net Heat of Combustion—Test Methods D4529 or
7.2 Test results shall not exceed the maximum or be less D3338.
than the minimum values specified in Table 1. No allowance 11.1.11 Corrosion (Copper Strip)—Test Method D130, 2 h
shall be made for the precision of the test methods. To test at 100°C in bomb.
determine the conformance to the specification requirement, a 11.1.12 Potential Gum and Visible Lead Precipitate—Test
test result may be rounded to the same number of significant Method D873 except that wherever the letter X occurs (refer-
figures as in Table 1 using Practice E29. Where multiple ring to oxidation time) insert the number 5, designating the
determinations are made, the average result, rounded according number of hours prescribed in this specification.
to Practice E29, shall be used. 11.1.13 Water Reaction—Test Method D1094.
11.1.14 Electrical Conductivity—Test Methods D2624.
6
Supporting data have been filed at ASTM International Headquarters and may
be obtained by requesting Research Report RR:D02-1526. 12. Keywords
7
Stadis is a registered trademark marketed by Octel America, Inc., Newark, DE
19702. 12.1 Avgas; aviation gasoline; gasoline

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 D910 – 11
APPENDIX

(Nonmandatory Information)

X1. PERFORMANCE CHARACTERISTICS OF AVIATION GASOLINES

X1.1 Introduction X1.2.2 Aviation gasoline grades are also identified by two
X1.1.1 Aviation gasoline is a complex mixture of relatively numbers separated by a slant line (/). The first number is called
volatile hydrocarbons that vary widely in their physical and the lean mixture rating and the second number is called the rich
chemical properties. The engines and aircraft impose a variety mixture rating. This specification describes five grades of
of mechanical, physical, and chemical environments. The aviation gasoline as follows: 80/87, 91/98, 100/130, 100/
properties of aviation gasoline (Table X1.1) must be properly 130LL, and 100/130VLL. Numbers below 100 are octane
balanced to give satisfactory engine performance over an numbers, while numbers above 100 are performance numbers.
extremely wide range of conditions. At 100, octane number and performance number are equal. The
X1.1.2 The ASTM requirements summarized in Table 1 are suffix LL describes a grade containing lower tetraethyllead than
quality limits established on the basis of the broad experience a second grade of identical lean and rich mixture ratings. The
and close cooperation of producers of aviation gasoline, suffix VLL designates a grade containing lower tetraethyllead
manufacturers of aircraft engines, and users of both commodi- than grade 100/130LL of identical lean and rich mixture
ties. The values given are intended to define aviation gasoline ratings.
suitable for most types of spark-ignition aviation engines; X1.2.3 Both the lean mixture rating and the rich mixture
however, certain equipment or conditions of use may require rating are determined in standardized laboratory knock test
fuels having other characteristics. engines that are operated under prescribed conditions. Results
X1.1.3 Specifications covering antiknock quality define the are expressed as octane numbers up to 100 and above this point
grades of aviation gasoline. The other requirements either as quantities of tetraethyllead added to isooctane (2,2,4-
prescribe the proper balance of properties to ensure satisfactory trimethylpentane). Octane number is defined arbitrarily as the
engine performance or limit components of undesirable nature percentage of isooctane in that blend of isooctane and
to concentrations so low that they will not have an adverse n-heptane that the gasoline matches in knock characteristics
effect on engine performance. when compared by the procedure specified. The quantities of
tetraethyllead added to isooctane that the gasoline matches in
X1.2 Combustion Characteristics (Antiknock Quality and knock characteristics when compared by the procedure speci-
Antiknock Compound Identification) fied may be converted to performance numbers by a chart. The
X1.2.1 The fuel-air mixture in the cylinder of a spark- performance number is an indication of the relative power
ignition engine will, under certain conditions, ignite spontane- obtainable from an engine as compared with operation of the
ously in localized areas instead of progressing from the spark. same engine with leaded isooctane, operating at equal knock-
This may cause a detonation or knock, usually inaudible in ing intensity. The lean mixture rating together with the rich
aircraft engines. This knock, if permitted to continue for more mixture rating can be used as a guide to the amount of
than brief periods, may result in serious loss of power and knock-limited power that may be obtained in a full-scale
damage to, or destruction of, the aircraft engine. When aviation engine under cruise (lean) and take-off (rich) conditions.
gasoline is used in other types of aviation engines, for example, X1.2.4 It has been observed that when isopropyl alcohol
in certain turbine engines where specifically permitted by the (IPA) is added to a Grade 100, Grade 100LL, or Grade
engine manufacturers, knock or detonation characteristics may 100VLL aviation gasoline as a fuel system icing inhibitor, the
not be critical requirements. antiknock rating of the fuel can be reduced. Since isopropyl
alcohol is normally added in the field at the point of use, the
TABLE X1.1 Performance Characteristics of Aviation Gasoline operator is cautioned that performance numbers on the alcohol-
Performance Characteristics Test Methods Sections fuel blend may not meet specification minimums. Typical
Combustion characteristics knock value (lean mixture) X1.2.4 performance number reductions with addition of one volume %
Antiknock quality and antiknock knock value (rich mixture) X1.2.5 IPA has been 0.5 motor octane number on the lean rating and
compound identification isopropyl alcohol X1.2.6
tetraethyllead X1.2.7
3.0 to 3.5 performance number on the rich rating. Thus a Grade
dyes X1.2.8 100, 100LL, or 100VLL aviation gasoline rated in the knock
Fuel metering and aircraft range density X1.3.1 test engines at the point of manufacture to be 99.5/130
net heat of combustion X1.3.2
Carburetion and fuel vaporization vapor pressure X1.4.1
octane/performance number might, with the addition of one
distillation X1.4.2 volume % alcohol, be about 99/127 octane/performance num-
Corrosion of fuel system and engine copper strip corrosion X1.5.1 ber. At three volume %, the reductions are about 1.5 octane
parts sulfur content X1.5.2
Fluidity at low temperatures freezing point X1.6 number and 7.5 performance number for lean and rich ratings,
Fuel cleanliness, handling, and storage existent gum X1.7.1 respectively. It should be noted that a survey conducted by the
stability potential gum X1.7.2 General Aviation Manufacturers Association failed to find field
visible lead precipitate X1.7.3
water reaction X1.7.5 evidence or experience to suggest that these reductions have
caused engine distress, that is, knocking or power loss at their

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 D910 – 11
recommended 1 % maximum level. On Grade 80 aviation empirical assessments of heating value when used with other
gasoline, addition of the IPA additive can increase the octane parameters such as aniline point or distillation.
rating. X1.3.2 Net Heat of Combustion—The net heat of combus-
X1.2.5 Knock Value, Lean Mixture Rating (Test Method tion provides a knowledge of the amount of energy obtainable
D2700)—The specification parameter knock value, lean value from a given fuel for the performance of useful work, in this
mixture lists both “Motor Octane Number” (MON) and “Avia- instance, power. Aircraft design and operation are dependent
tion Lean,” as determined by Test Method D2700. Historically, upon the availability of a certain predetermined minimum
aviation lean ratings were determined (from 1941 through amount of energy as heat. Consequently, a reduction in heat
1970) by Test Method D614. An extensive comparison of energy below this minimum is accompanied by an increase in
National Exchange Group data from 1947 through 1964 fuel consumption with corresponding loss of range. Therefore,
established that motor octane numbers as determined by Test a minimum net heat of combustion requirement is incorporated
Methods D357 and D1948 could be converted to equivalent in the specification. The determination of net heat of combus-
Test Method D614 ratings. A table to convert MON to the tion is time consuming and difficult to conduct accurately. This
corresponding aviation lean rating was included in Test led to the development and use of the aniline point and density
Method D2700, which was first issued in 1968 as a revision, relationship to estimate the heat of combustion of the fuel. This
consolidation and intended eventual replacement of Test Meth- relationship is used along with the sulfur content of the fuel to
ods D357 (Withdrawn 1969), D614 (Withdrawn 1970), and obtain the net heat of combustion for the purposes of this
D1948 (Withdrawn 1968). Currently “Aviation Lean” ratings specification. An alternative calculation, Test Method D3338,
are only determinable from the MON conversion table in Test is based on correlations of aromatics content, density, volatil-
Method D2700. However, the equivalent “Aviation Lean” ity, and sulfur content. This test method may be preferred at
rating is maintained as a specified parameter in Table 1 to refineries where all these values are normally obtained and the
ensure aircraft compliance with historical type certification necessity to obtain the aniline point is avoided. The direct
data sheets. measurement method is normally used only as a referee
X1.2.6 Rich Mixture Rating (Supercharge Test Method method in cases of dispute.
D909)—This test method uses a laboratory engine that is X1.3.3 No great variation in density or heat of combustion
capable of being operated at varying air-fuel mixtures and occurs in modern aviation gasolines, since they depend on
through a range of supercharge manifold pressures. The rating hydrocarbon composition that is already closely controlled by
of a fuel is determined by comparing its knock-limited power other specification properties.
with those for bracketing blends of reference fuels under
standard operating conditions. The rating is made at the rich X1.4 Carburetion and Fuel Vaporization
peak of the mixture response curve (about 0.11 fuel-air ratio) of X1.4.1 In many spark-ignition aviation engines, the gaso-
the lower bracketing reference fuel. line is metered in liquid form through the carburetor where it
X1.2.7 Tetraethyllead—Tetraethyllead offers the most eco- is mixed with air and vaporized before entering the super-
nomical means of providing high antiknock value for aviation charger from which the fuel-air mixture enters the cylinder of
gasoline. It is added to aviation gasoline in the form of a fluid the engine. In other types of engines, the fuel may be metered
which, in addition to tetraethyllead, contains an organic halide directly into the supercharger, the cylinder, or the combustor.
scavenging agent and an identifying blue dye. The scavenging The volatility, the tendency to evaporate or change from a
agent is needed to keep the tetraethyllead combustion products liquid to a gaseous state, is an extremely important character-
volatile so that they will theoretically be completely discharged istic of aviation fuel.
from the cylinder. Actually, lead compounds are deposited in X1.4.2 Gasolines that vaporize too readily may boil in fuel
the combustion chamber and some find their way into the lines or carburetors, particularly as altitude increases, and
lubricating oil. The products of combustion of tetraethyllead cause vapor lock with resultant stoppage of fuel flow to the
fluid are also known to be corrosive. Since deposition and engine. Conversely, fuels that do not completely vaporize may
corrosive tendencies are undesirable, the quantity of tetraeth- cause engine malfunctioning of other sorts. Therefore, a proper
yllead in aviation gasoline is limited by specification commen- balance of the volatility of the various hydrocarbon compo-
surate with economic considerations. nents is essential to satisfactory performance of the finished
X1.2.8 Dyes—The law provides that all fuels containing fuel.
tetraethyllead must be dyed to denote the presence of the X1.4.3 Vapor Pressure—The vapor pressure of an aviation
poisonous component. Colors are also used in aviation fuels to gasoline is the measure of the tendency of the more volatile
differentiate between grades. Service experience has indicated components to evaporate. Experience has shown that fuels
that only certain dyes and only certain amounts of dye can be having a Reid vapor pressure no higher than 49 kPa will be free
tolerated without manifestation of induction system deposition. of vapor-locking tendencies under most conditions of aircraft
The names of the approved dyes are specified as well as the usage. A research report is available.8
maximum quantity of each permissible in each grade. X1.4.4 Distillation—The relative proportions of all the
hydrocarbon components of a gasoline are measured in terms
X1.3 Fuel Metering and Aircraft Range
X1.3.1 Density—Density is a property of a fluid and is of
significance in metering flow and in mass-volume relationships 8
Supporting data have been filed at ASTM International Headquarters and may
for most commercial transactions. It is particularly useful in be obtained by requesting Research Report RR:D02-1146.

Copyright by ASTM Int'l (all rights reserved); 6

 D910 – 11
of volatility by the range of distillation temperatures. The X1.6 Fluidity at Low Temperatures
method is empirical and useful in comparing fuels, but is not X1.6.1 A freezing point requirement is specified to preclude
intended to separate or identify quantitatively the individual solidification of any hydrocarbon components at extremely low
hydrocarbons present in the fuel. temperatures with consequent interference with fuel flow to the
X1.4.4.1 A maximum value is set on the 10 % evaporated engine.
point to ensure ease of starting and a reasonable degree of X1.6.2 Fuel System Icing Inhibitor—Isopropyl alcohol
flexibility during the warm-up period. To guard against too (IPA), approved in 6.3.2.1, and diethyleneglycol monomethyl
high a volatility that might lead to carburetor icing or vapor ether (Di-EGME), approved in 6.3.2.2, shall be in accordance
lock, or both, (also protected against by the vapor pressure test) with the requirements shown in Specification D4171.
a minimum value is set for the sum of the 10 and 50 %
evaporated points. X1.7 Fuel Cleanliness, Handling and Storage Stability
X1.4.4.2 A maximum value is specified for the 50 % evapo-
rated temperature to ensure average volatility sufficient to X1.7.1 Existent Gum—Gum is a non-volatile residue left by
permit adequate evaporation of the fuel in the engine induction evaporation of fuel. The amount of gum present is an indication
system. Insufficient evaporation may lead to loss of power. of the condition of the fuel at the time of test only. Large
quantities of gum are indicative of contamination of fuel by
X1.4.4.3 A maximum temperature is prescribed for the higher boiling oils or particulate matter and generally reflect
90 % evaporated point to prevent too much liquid fuel being poor fuel handling practices.
delivered to the cylinders, resulting in power loss, and to
X1.7.2 Potential Gum—Fuel must be usable after storage
prevent poor distribution to the various cylinders. Such a
for variable periods under a variety of climatic conditions. The
condition might lead to excessive leanness in some cylinders
potential gum test, which is an accelerated oxidation method, is
with consequent engine roughness, perhaps accompanied by
used to estimate fuel stability in storage and the effectiveness
knocking and damage to the engine. Lowered fuel economy
of oxidation inhibitors. If the fuel is to be stored under
and excessive dilution of the lubricating oil may result from too
relatively mild conditions for short periods, an oxidation period
high a 90 % evaporated point.
of 5 h is generally considered sufficient to indicate if the
X1.4.4.4 A minimum value is stipulated for the 40 % desired stability has been obtained, whereas a 16-h period is
evaporated temperature in an effort to control, indirectly, desirable to provide stability assurance for long periods and
specific gravity and, consequently, carburetor metering char- severe conditions, such as storage in tropical climates.
acteristics.
X1.7.3 Visible Lead Precipitate—The formation of a lead
X1.4.4.5 A maximum is placed on the final boiling point precipitate during the aging period of the potential gum test
(end point) which, together with the maximum prescribed for under the accelerated oxidation conditions used in this deter-
the 90 % evaporated point, is used to prevent incorporation of mination indicates a potential instability. Since even small
excessively high boiling components in the fuel that may lead amounts of insoluble material may foul the induction system
to maldistribution, spark plug fouling, power loss, lowered fuel and plug filters, it is necessary to place a limit on the amount
economy, and lubricating oil dilution. of precipitate formed in this determination.
X1.4.4.6 The stipulation of a minimum recovery and a X1.7.4 Permissible Oxidation Inhibitors and Oxidation In-
maximum loss in this specification in conjunction with the hibitor Content—Antioxidants are used to prevent the forma-
vapor pressure requirement is intended to protect against tion of gum in fuel during storage. The efficacy of a given
excessive losses by evaporation in storage, handling, and in the inhibitor determined by the apparent oxidation stability of a
aircraft tank. It is also a check on the distillation test technique. fuel does not completely establish its suitability for use in an
X1.4.4.7 A maximum value is specified for the distillation aircraft engine. Oxidation inhibitors have been found to con-
residue to prevent the inclusion of undesirable high-boiling tribute to excessive induction system deposits; therefore, their
components essentially impossible to burn in the combustion acceptability for use must ultimately be determined in the
chamber, the presence of which may reflect the degree of care full-scale aircraft engine.
with which the product is refined or handled. The amount of X1.7.4.1 The chemical names of approved inhibitors and
residue along with the end point temperature can be used as an the maximum quantities permitted are shown in this specifica-
indication of contamination with high-boiling materials. tion.
X1.7.5 Water Reaction—The water reaction method pro-
X1.5 Corrosion of Fuel System and Engine Parts
vides a means of determining the presence of materials readily
X1.5.1 Copper Strip—The requirement that gasoline must extractable by water or having a tendency to absorb water.
pass the copper strip corrosion test provides assurance that the When the fuel consists essentially of hydrocarbon components,
product will not corrode the metal parts of fuel systems. there is no measurable change in the volume of the water layer.
X1.5.2 Sulfur—Total sulfur content of aviation fuels is X1.7.6 Electrical Conductivity—The generation of static
significant because the products of combustion of sulfur can electricity can create problems in the handling of aviation
cause corrosive wear of engine parts. gasolines. Addition of a conductivity improver may be used as

Copyright by ASTM Int'l (all rights reserved); 7

 D910 – 11
an additional precaution to reduce the amount of static electri- aviation gasoline. Although Specification D910 does not in-
cal charge present during fuel handling. See Guide D4865 for clude an explicit maximum aromatic limit, other specification
more information. limits effectively restrict the aromatic content of aviation
X1.7.7 Microbial Contamination—Uncontrolled microbial gasolines. Benzene is virtually excluded by the maximum
contamination in fuel systems may cause or contribute to a freezing point of −58°C, while other aromatics are limited by
variety of problems including corrosion, odor, filter plugging, the minimum heating value and the maximum distillation end
decreased stability, and deterioration of fuel/water separation point. Thus, the heating value limits toluene to about 24 %.
characteristics. In addition to system component damage, Xylenes have a slightly higher heating value and, therefore,
off-specification fuel can result. would permit somewhat higher aromatic concentrations; how-
X1.7.8 Guide D6469 provides personnel with limited mi- ever, their boiling points (above 138°C) limit their inclusion at
crobiological background and an understanding of the symp- levels not higher than 10 %. Total aromatic levels above 25 %
toms, occurrence, and consequences of chronic microbial in aviation gasoline are, therefore, extremely unlikely.
contamination. The guide also suggests means for detection
and control. Biocides used in aviation fuels must follow engine X1.9 General
and airframe manufacturers’ approval guidelines. X1.9.1 Further detailed information on the significance of
all test methods relevant to aviation gasoline is provided in
X1.8 Miscellaneous Tests Manual MNL 1.9
X1.8.1 Aromatics Content—Low boiling aromatics, which
are common constituents of aviation gasolines, are known to 9
Manual on Significance of Tests for Petroleum Products, MNL 1, ASTM
affect elastomers to a greater extent than other components in International.

SUMMARY OF CHANGES

Subcommittee D02.J0 has identified the location of selected changes to this standard since the last issue
(D910–07a) that may impact the use of this standard.

(1) Included provisions for Grade 100/130VLL (very low

lead) aviation gasoline throughout the standard.

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Copyright by ASTM Int'l (all rights reserved); 8