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.

Designation: D910 − 21

Standard Specification for

Leaded 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 U.S. Department of Defense.

1. Scope* Replaced by D 2700 (Withdrawn 1969)3

1.1 This specification covers formulating specifications for D381 Test Method for Gum Content in Fuels by Jet Evapo-
purchases of aviation gasoline under contract and is intended ration
primarily for use by purchasing agencies. D614 Method of Test for Knock Characteristics of Aviation
Fuels by the Aviation Method; Replaced by D 2700
1.2 This specification defines specific types of aviation (Withdrawn 1970)3
gasolines for civil use. It does not include all gasolines D873 Test Method for Oxidation Stability of Aviation Fuels
satisfactory for reciprocating aviation engines. Certain equip- (Potential Residue Method)
ment or conditions of use may permit a wider, or require a D909 Test Method for Supercharge Rating of Spark-Ignition
narrower, range of characteristics than is shown by this Aviation Gasoline
specification. D1094 Test Method for Water Reaction of Aviation Fuels
1.3 The values stated in SI units are to be regarded as D1266 Test Method for Sulfur in Petroleum Products (Lamp
standard. No other units of measurement are included in this Method)
standard. D1298 Test Method for Density, Relative Density, or API
1.4 This international standard was developed in accor- Gravity of Crude Petroleum and Liquid Petroleum Prod-
dance with internationally recognized principles on standard- ucts by Hydrometer Method
ization established in the Decision on Principles for the D1948 Method of Test for Knock Characteristics of Motor
Development of International Standards, Guides and Recom- Fuels Above 100 Octane Number by the Motor Method;
mendations issued by the World Trade Organization Technical Replaced by D 2700 (Withdrawn 1968)3
Barriers to Trade (TBT) Committee. 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 and D2624 Test Methods for Electrical Conductivity of Aviation
Liquid Fuels at 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 Petro- D3338 Test Method for Estimation of Net Heat of Combus-
leum Products by Copper Strip Test tion of Aviation Fuels
D323 Test Method for Vapor Pressure of Petroleum Products D3341 Test Method for Lead in Gasoline—Iodine Mono-
(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 Method; Gravity of Liquids by Digital Density Meter
D4057 Practice for Manual Sampling of Petroleum and
Petroleum Products
1
This specification is under the jurisdiction of ASTM Committee D02 on D4171 Specification for Fuel System Icing Inhibitors
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of D4177 Practice for Automatic Sampling of Petroleum and
Subcommittee D02.J0.02 on Aviation Piston Engine Fuels.
Current edition approved May 1, 2021. Published June 2021. Originally Petroleum Products
approved in 1947 (replacing former D615). Last previous edition approved in 2020 D4306 Practice for Aviation Fuel Sample Containers for
as D910 – 20a. DOI: 10.1520/D0910-21.
2
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
contact ASTM Customer Service at [email protected]. For Annual Book of ASTM
3
Standards volume information, refer to the standard’s Document Summary page on The last approved version of this historical standard is referenced on
the ASTM website. www.astm.org.

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

Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States

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 D910 − 21
Tests Affected by Trace Contamination NOTE 2—Listing of, and requirements for, Avgas Grades 91/98,
D4529 Test Method for Estimation of Net Heat of Combus- 108/135, and 115/145 appeared in the 1967 version of this specification.
U.S. Military Specification MIL-G-5572F, dated January 24, 1978 (with-
tion of Aviation Fuels drawn March 22, 1988), also covers grade 115/145 aviation gasoline, and
D4809 Test Method for Heat of Combustion of Liquid is available as a research report.4 Listing of, and requirements for, Avgas
Hydrocarbon Fuels by Bomb Calorimeter (Precision Grades 80 and 91 appeared in the 2016 and 2017 versions of this
Method) specification respectively. Provision for unleaded Grade 91, with an
D4865 Guide for Generation and Dissipation of Static Elec- optional supercharge D909 test, has been made in Specification D7547.
tricity in Petroleum Fuel Systems 5.3 Although the grade designations show only a single
D5006 Test Method for Measurement of Fuel System Icing octane rating for each grade, they shall meet a minimum lean
Inhibitors (Ether Type) in Aviation Fuels mixture motor rating and a minimum rich mixture supercharge
D5059 Test Methods for Lead and Manganese in Gasoline rating (see X1.2.2).
by X-Ray Fluorescence Spectroscopy
D5191 Test Method for Vapor Pressure of Petroleum Prod- 6. Materials and Manufacture
ucts and Liquid Fuels (Mini Method) 6.1 Aviation gasoline, except as otherwise specified in this
D5453 Test Method for Determination of Total Sulfur in specification, shall consist of blends of refined hydrocarbons
Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel derived from crude petroleum, natural gasoline, or blends,
Engine Fuel, and Engine Oil by Ultraviolet Fluorescence thereof, with synthetic hydrocarbons or aromatic
D6469 Guide for Microbial Contamination in Fuels and Fuel hydrocarbons, or both.
Systems
D7547 Specification for Hydrocarbon Unleaded Aviation 6.2 Additives—Mandatory, shall be added to each grade of
Gasoline 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
antiknock mixture containing not less than 61 % by mass of
3. Terminology tetraethyl lead and sufficient ethylene dibromide to provide two
bromine atoms per atom of lead. The balance shall contain no
3.1 Definitions: added ingredients other than kerosene, an approved oxidation
3.1.1 aviation gasoline, n—gasoline possessing specific inhibitor, and blue dye, as specified herein. The maximum
properties suitable for fueling aircraft powered by reciprocat- concentration limit for each grade of gasoline is specified in
ing spark ignition engines. Table 1.
3.1.1.1 Discussion—Principal properties include volatility 6.2.1.1 If mutually agreed upon by the fuel producer and
limits, stability, detonation-free performance in the engine for additive vendor, tetraethyl lead antiknock mixture may be
which it is intended, and suitability for low temperature diluted with 20 % by mass of a mixed aromatic solvent having
performance. a minimum flash point of 60 °C according to Test Methods D93
3.2 Abbreviations: when the product is to be handled in cold climates. The TEL
3.2.1 LL—low lead content of the dilute product is reduced to 49 % by mass, so
3.2.2 VLL—very low lead that the amount of antiknock additive must be adjusted to
achieve the necessary lead level. The dilute product still
4. General delivers two bromine atoms per atom of lead.
6.2.2 Dyes—The maximum concentration limits in each
4.1 This specification, unless otherwise provided, prescribes grade of gasoline are specified in Table 1.
the required properties of aviation gasoline at the time and 6.2.2.1 The only blue dye that shall be present in the
place of delivery. finished gasoline shall be essentially 1,4-
dialkylaminoanthraquinone.
5. Classification
6.2.2.2 The only yellow dyes that shall be present in the
5.1 Three grades of leaded aviation gasoline are provided, finished gasoline shall be essentially
known as: p-diethylaminoazobenzene (Color Index No. 11021) or 1,3-
Grade 100 benzenediol 2,4-bis [(alkylphenyl)azo-].
Grade 100LL
Grade 100VLL 6.3 Additives—These may be added to each grade of avia-
tion gasoline in the amount and of the composition specified in
NOTE 1—The above grade names are based on their octane/performance
numbers as measured by the now obsolete Test Method D614 (Discon- the following list of approved materials.5 The quantities and
tinued 1970). A table for converting octane/performance numbers ob-
tained by Test Method D2700 motor method into aviation ratings was last
published in Specification D910–94 in the 1995 Annual Book of ASTM 4
Supporting data have been filed at ASTM International Headquarters and may
Standards, Vol 05.01. be obtained by requesting Research Report RR:D02-1255. Contact ASTM Customer
5.2 Grades 100, 100LL, and 100VLL represent aviation Service at [email protected].
5
Supporting data (guidelines for the approval or disapproval of additives) have
gasolines identical in minimum antiknock quality but differing
been filed at ASTM International Headquarters and may be obtained by requesting
in maximum lead content and color. The color identifies the Research Report RR:D02-1125. Contact ASTM Customer Service at
difference for engines that have a low tolerance to lead. [email protected].

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 D910 − 21
TABLE 1 Detailed Requirements for Leaded Aviation GasolinesA
Grade Grade Grade ASTM Test
100VLL 100LL 100 MethodB
Property
COMBUSTION
Net heat of combustion, MJ/ min 43.5 43.5 43.5 D4529 or D3338
kgC
Octane Rating
Knock value, lean mixtureD
Motor Octane Number min 99.6 99.6 99.6 D2700
Aviation Lean Rating min 100.0 100.0 100.0 D2700
Knock value, rich mixture
Octane number min D909
Performance numberE,F min 130.0 130.0 130.0 D909
COMPOSITION
Sulfur, mass percent max 0.05 0.05 0.05 D1266 , D2622, or
D5453
G
Tetraethyl lead
TEL, mL/L min 0.27 0.27 0.27 D3341 or D5059
max 0.43 0.53 1.06
Pb, g/L min 0.28 0.28 0.28
max 0.45 0.56 1.12
Color blue blue green D2392
Dye contentH , mg/L
Blue dye max 2.7 2.7 2.7
Yellow dye max none none 2.8
Requirements for All Grades
VOLATILITY
Vapor pressure, 38 °C, kPa min 38.0 D323 or D5191I
max 49.0
Density at 15 °C, kg/m3 Report D1298 or D4052
Distillation, °C D86
Initial boiling point Report
Fuel Evaporated
10 volume percent at °C max 75
40 volume percent at °C min 75
50 volume percent at °C max 105
90 volume percent at °C max 135
Final boiling point max 170
Sum of 10 % + 50 % evaporated min 135
temperatures
Recovery volume percent min 97
Residue volume percent max 1.5
Loss volume percent max 1.5
FLUIDITY
Freezing point, °C max −58J D2386
CORROSION
Copper strip, 2 h at 100 °C max No. 1 D130
CONTAMINANTS
Oxidation stability, mg/100 mL D873
(5 h aging)K,L
Potential gum max 6
Lead precipitate max 3
Water reaction D1094
Volume change, mL max ±2
OTHER
Electrical conductivity, pS/m max 600M 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
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.
D
Both Motor Octane Number (MON) and Aviation Lean Mixture values shall be reported.
E
A performance number of 130.0 is equivalent to a knock value determined using iso-octane plus 0.34 mL TEL/L.
F
Knock ratings shall be reported to the nearest 0.1 octane/performance number.
G
Historically, market survey and test engine data have indicated that for ASTM D910 leaded aviation gasolines, tetraethyl lead concentration typically must exceed 0.28 g
lead per litre (0.265 mL tetraethyl lead per litre) for Grades 100, 100LL, and 100VLL. Fuels containing substantially less lead may not satisfy the octane requirements of
reciprocating spark ignition aviation engines while meeting the lean and rich mixture limits specified in Table 1.
H
The maximum dye concentrations shown do not include solvent in dyes supplied in liquid form.
I
Test Method D5191 shall be the referee vapor pressure method.
J
If no crystals have appeared on cooling to −58 °C, the freezing point may be reported as less than −58 °C.
K
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.
L
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.
M
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 600 pS/m. The supplier shall report the amount of additive added.

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 D910 − 21
types shall be declared by the manufacturer. Additives added 7.2 Test results shall not exceed the maximum or be less
after the point of manufacture shall also be declared. than the minimum values specified in Table 1. No allowance
6.3.1 Antioxidants—The following oxidation inhibitors may shall be made for the precision of the test methods. To
be added to the gasoline separately, or in combination, in total determine the conformance to the specification requirement, a
concentration not to exceed 12 mg of inhibitor (not including test result may be rounded to the same number of significant
weight of solvent) per litre of fuel. figures as in Table 1 using Practice E29. Where multiple
6.3.1.1 2,6-ditertiary butyl-4-methylphenol. determinations are made, the average result, rounded according
6.3.1.2 2,4-dimethyl-6-tertiary butylphenol. to Practice E29, shall be used.
6.3.1.3 2,6-ditertiary butylphenol.
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,N'-di-isopropyl-para-phenylenediamine.
6.3.1.8 N,N'-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 % by sample containers. For recommended sample containers, refer
volume 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 11.1 The requirements enumerated in this specification shall
not to exceed the maximum allowable concentration (MAC) be determined in accordance with the following ASTM test
listed for each additive. methods:
DCI-4A MAC = 24 g/m3 11.1.1 Knock Value (Lean Rating)—Test Method D2700.
DCI-6A MAC = 15 g/m3
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 11.1.4 Color—Test Method D2392.
PRI-19 MAC = 22.5 g/m3
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 11.1.7 Vapor Pressure—Test Methods D323 or D5191.
TOLAD 4410 MAC = 22.5 g/m3
11.1.8 Freezing Point—Test Method D2386.
7. Detailed Requirements 11.1.9 Sulfur—Test Methods D1266, D2622, or D5453.
11.1.10 Net Heat of Combustion—Test Methods D4529 or
7.1 The aviation gasoline shall conform to the requirements
D3338.
prescribed in Table 1.
11.1.11 Corrosion (Copper Strip)—Test Method D130, 2 h
test at 100 °C in bomb.
6
Supporting data have been filed at ASTM International Headquarters and may 11.1.12 Potential Gum and Visible Lead Precipitate—Test
be obtained by requesting Research Report RR:D02-1526. Contact ASTM Customer
Method D873 except that wherever the letter X occurs (refer-
Service at [email protected].
7
Stadis 450 is a registered trademark marketed by Innospec Inc., Innospec ring to oxidation time) insert the number 5, designating the
Manufacturing Park, Oil Sites Road, Ellesmere Port, Cheshire, CH65 4EY, UK. number of hours prescribed in this specification.

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 D910 − 21
11.1.13 Water Reaction—Test Method D1094.
11.1.14 Electrical Conductivity—Test Methods D2624.
12. Keywords
12.1 Avgas; aviation gasoline; gasoline

APPENDIX

(Nonmandatory Information)

X1. PERFORMANCE CHARACTERISTICS OF AVIATION GASOLINES

X1.1 Introduction This may cause a detonation or knock, usually inaudible in

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

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 D910 − 21
operator is cautioned that performance numbers on the alcohol- yllead in aviation gasoline is limited by specification commen-
fuel blend may not meet specification minimums. Typical surate with economic considerations.
performance number reductions with addition of one volume % X1.2.8 Dyes—The law provides that all fuels containing
IPA has been 0.5 motor octane number on the lean rating and tetraethyllead must be dyed to denote the presence of the
3.0 to 3.5 performance number on the rich rating. Thus a Grade poisonous component. Colors are also used in aviation fuels to
100, 100LL, or 100VLL aviation gasoline rated in the knock differentiate between grades. Service experience has indicated
test engines at the point of manufacture to be 99.5/130 that only certain dyes and only certain amounts of dye can be
octane/performance number might, with the addition of one tolerated without manifestation of induction system deposition.
volume percent alcohol, be about 99/127 octane/performance The names of the approved dyes are specified as well as the
number. At three volume percent, the reductions are about 1.5 maximum quantity of each permissible in each grade. Other
octane number and 7.5 performance number for lean and rich dyes have been approved in earlier versions of this specifica-
ratings, respectively. It should be noted that a survey conducted tion. A summary of all approved chemistries and maximum
by the General Aviation Manufacturers Association failed to permissible concentrations is provided in Tables X1.2 and
find field evidence or experience to suggest that these reduc- X1.3.
tions have caused engine distress, that is, knocking or power
loss at their recommended 1 % maximum level. X1.3 Fuel Metering and Aircraft Range
X1.2.5 Knock Value, Lean Mixture Rating (Test Method X1.3.1 Density—Density is a property of a fluid and is of
D2700)—The specification parameter knock value, lean value significance in metering flow and in mass-volume relationships
mixture lists both “Motor Octane Number” (MON) and “Avia- for most commercial transactions. It is particularly useful in
tion Lean,” as determined by Test Method D2700. Historically, empirical assessments of heating value when used with other
aviation lean ratings were determined (from 1941 through parameters such as aniline point or distillation.
1970) by Test Method D614. An extensive comparison of X1.3.2 Net Heat of Combustion—The net heat of combus-
National Exchange Group data from 1947 through 1964 tion provides a knowledge of the amount of energy obtainable
established that motor octane numbers as determined by Test from a given fuel for the performance of useful work, in this
Methods D357 and D1948 could be converted to equivalent instance, power. Aircraft design and operation are dependent
Test Method D614 ratings. A table to convert MON to the upon the availability of a certain predetermined minimum
corresponding aviation lean rating was included in Test amount of energy as heat. Consequently, a reduction in heat
Method D2700, which was first issued in 1968 as a revision, energy below this minimum is accompanied by an increase in
consolidation and intended eventual replacement of Test Meth- fuel consumption with corresponding loss of range. Therefore,
ods D357 (Withdrawn 1969), D614 (Withdrawn 1970), and a minimum net heat of combustion requirement is incorporated
D1948 (Withdrawn 1968). Currently “Aviation Lean” ratings in the specification. The determination of net heat of combus-
are only determinable from the MON conversion table in Test tion is time consuming and difficult to conduct accurately. This
Method D2700. However, the equivalent “Aviation Lean” led to the development and use of the aniline point and density
rating is maintained as a specified parameter in Table 1 to relationship to estimate the heat of combustion of the fuel. This
ensure aircraft compliance with historical type certification relationship is used along with the sulfur content of the fuel to
data sheets. obtain the net heat of combustion for the purposes of this
X1.2.6 Rich Mixture Rating (Supercharge Test Method specification. An alternative calculation, Test Method D3338,
D909)—This test method uses a laboratory engine that is is based on correlations of aromatics content, density,
capable of being operated at varying air-fuel mixtures and volatility, and sulfur content. This test method may be pre-
through a range of supercharge manifold pressures. The rating ferred at refineries where all these values are normally obtained
of a fuel is determined by comparing its knock-limited power and the necessity to obtain the aniline point is avoided. The
with those for bracketing blends of reference fuels under direct measurement method is normally used only as a referee
standard operating conditions. The rating is made at the rich method in cases of dispute.
peak of the mixture response curve (about 0.11 fuel-air ratio) of X1.3.3 No great variation in density or heat of combustion
the lower bracketing reference fuel. occurs in modern aviation gasolines, since they depend on
hydrocarbon composition that is already closely controlled by
X1.2.7 Tetraethyllead—Tetraethyllead offers the most eco-
other specification properties.
nomical means of providing high antiknock value for aviation
gasoline. It is added to aviation gasoline in the form of a fluid
which, in addition to tetraethyllead, contains an organic halide
scavenging agent and an identifying blue dye. The scavenging TABLE X1.2 Approved Dye Types
agent is needed to keep the tetraethyllead combustion products Color A
Approved Dye
volatile so that they will theoretically be completely discharged Blue Essentially 1,4-dialkylaminoanthraquinone
from the cylinder. Actually, lead compounds are deposited in Yellow Essentially p-diethylaminoazobenzene (Color Index No.
11021) or 1,3-benzenediol 2,4-bis [(alkylphenyl)azo-]
the combustion chamber and some find their way into the Red Essentially alkyl derivatives of azobenzene-4-azo-2-naphthol
lubricating oil. The products of combustion of tetraethyllead Orange Essentially benzene-azo-2-napthol (Color Index No. 12055)
fluid are also known to be corrosive. Since deposition and A
Supporting data may be found in ASTM D910 – 15.
corrosive tendencies are undesirable, the quantity of tetraeth-

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 D910 − 21
TABLE X1.3 Maximum Dye Concentration by Grade X1.4.4.3 A maximum temperature is prescribed for the
Grade Color
Maximum Concentration mg/L 90 % evaporated point to prevent too much liquid fuel being
Blue Yellow Red Orange delivered to the cylinders, resulting in power loss, and to
80 RedA 0.2 none 2.3 none
91 BlueB 1.5 none none none prevent poor distribution to the various cylinders. Such a
100VLL BlueA 2.7 none none none condition might lead to excessive leanness in some cylinders
100LL BlueA 2.7 none none none with consequent engine roughness, perhaps accompanied by
100 GreenA 2.7 2.8 none none
108/135 BrownB 0.8 none 0.7 1.6 knocking and damage to the engine. Lowered fuel economy
115/145 PurpleB 1.2 none 0.9 none and excessive dilution of the lubricating oil may result from too
A
Supporting data may be found in ASTM D910 – 15. high a 90 % evaporated point.
B
Supporting data may be found in ASTM D910 – 67. X1.4.4.4 A minimum value is stipulated for the 40 %
evaporated temperature in an effort to control, indirectly,
specific gravity and, consequently, carburetor metering char-
X1.4 Carburetion and Fuel Vaporization acteristics.
X1.4.4.5 A maximum is placed on the final boiling point
X1.4.1 In many spark-ignition aviation engines, the gaso- (end point) which, together with the maximum prescribed for
line is metered in liquid form through the carburetor where it the 90 % evaporated point, is used to prevent incorporation of
is mixed with air and vaporized before entering the super- excessively high boiling components in the fuel that may lead
charger from which the fuel-air mixture enters the cylinder of to maldistribution, spark plug fouling, power loss, lowered fuel
the engine. In other types of engines, the fuel may be metered economy, and lubricating oil dilution.
directly into the supercharger, the cylinder, or the combustor. X1.4.4.6 The stipulation of a minimum recovery and a
The volatility, the tendency to evaporate or change from a maximum loss in this specification in conjunction with the
liquid to a gaseous state, is an extremely important character- vapor pressure requirement is intended to protect against
istic of aviation fuel. excessive losses by evaporation in storage, handling, and in the
X1.4.2 Gasolines that vaporize too readily may boil in fuel aircraft tank. It is also a check on the distillation test technique.
lines or carburetors, particularly as altitude increases, and X1.4.4.7 A maximum value is specified for the distillation
cause vapor lock with resultant stoppage of fuel flow to the residue to prevent the inclusion of undesirable high-boiling
engine. Conversely, fuels that do not completely vaporize may components essentially impossible to burn in the combustion
cause engine malfunctioning of other sorts. Therefore, a proper chamber, the presence of which may reflect the degree of care
balance of the volatility of the various hydrocarbon compo- with which the product is refined or handled. The amount of
nents is essential to satisfactory performance of the finished residue along with the end point temperature can be used as an
fuel. indication of contamination with high-boiling materials.
X1.4.3 Vapor Pressure—The vapor pressure of an aviation
gasoline is the measure of the tendency of the more volatile X1.5 Corrosion of Fuel System and Engine Parts
components to evaporate. Experience has shown that fuels X1.5.1 Copper Strip—The requirement that gasoline must
having a Reid vapor pressure no higher than 49 kPa will be free pass the copper strip corrosion test provides assurance that the
of vapor-locking tendencies under most conditions of aircraft product will not corrode the metal parts of fuel systems.
usage. A research report is available.8 X1.5.2 Sulfur—Total sulfur content of aviation fuels is
X1.4.4 Distillation—The relative proportions of all the hy- significant because the products of combustion of sulfur can
drocarbon components of a gasoline are measured in terms of cause corrosive wear of engine parts.
volatility by the range of distillation temperatures. The method
is empirical and useful in comparing fuels, but is not intended X1.6 Fluidity at Low Temperatures
to separate or identify quantitatively the individual hydrocar-
X1.6.1 A freezing point requirement is specified to preclude
bons present in the fuel.
solidification of any hydrocarbon components at extremely low
X1.4.4.1 A maximum value is set on the 10 % evaporated
temperatures with consequent interference with fuel flow to the
point to ensure ease of starting and a reasonable degree of
engine.
flexibility during the warm-up period. To guard against too
high a volatility that might lead to carburetor icing or vapor X1.6.2 Fuel System Icing Inhibitor—Isopropyl alcohol
lock, or both, (also protected against by the vapor pressure test) (IPA), approved in 6.3.2.1, and diethyleneglycol monomethyl
a minimum value is set for the sum of the 10 % and 50 % ether (Di-EGME), approved in 6.3.2.2, shall be in accordance
evaporated points. with the requirements shown in Specification D4171.
X1.4.4.2 A maximum value is specified for the 50 % evapo-
rated temperature to ensure average volatility sufficient to X1.7 Fuel Cleanliness, Handling and Storage Stability
permit adequate evaporation of the fuel in the engine induction X1.7.1 Existent Gum—Gum is a non-volatile residue left by
system. Insufficient evaporation may lead to loss of power. evaporation of fuel. The amount of gum present is an indication
of the condition of the fuel at the time of test only. Large
8
quantities of gum are indicative of contamination of fuel by
Supporting data have been filed at ASTM International Headquarters and may
be obtained by requesting Research Report RR:D02-1146. Contact ASTM Customer higher boiling oils or particulate matter and generally reflect
Service at [email protected]. poor fuel handling practices.

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 D910 − 21
X1.7.2 Potential Gum—Fuel must be usable after storage an additional precaution to reduce the amount of static electri-
for variable periods under a variety of climatic conditions. The cal charge present during fuel handling. See Guide D4865 for
potential gum test, which is an accelerated oxidation method, is more information.
used to estimate fuel stability in storage and the effectiveness X1.7.7 Microbial Contamination—Uncontrolled microbial
of oxidation inhibitors. If the fuel is to be stored under contamination in fuel systems may cause or contribute to a
relatively mild conditions for short periods, an oxidation period variety of problems including corrosion, odor, filter plugging,
of 5 h is generally considered sufficient to indicate if the decreased stability, and deterioration of fuel/water separation
desired stability has been obtained, whereas a 16 h period is characteristics. In addition to system component damage,
desirable to provide stability assurance for long periods and off-specification fuel can result.
severe conditions, such as storage in tropical climates. X1.7.8 Guide D6469 provides personnel with limited mi-
X1.7.3 Visible Lead Precipitate—The formation of a lead crobiological background and an understanding of the
precipitate during the aging period of the potential gum test symptoms, occurrence, and consequences of chronic microbial
under the accelerated oxidation conditions used in this deter- contamination. The guide also suggests means for detection
mination indicates a potential instability. Since even small and control. Biocides used in aviation fuels must follow engine
amounts of insoluble material may foul the induction system and airframe manufacturers’ approval guidelines.
and plug filters, it is necessary to place a limit on the amount X1.8 Miscellaneous Tests
of precipitate formed in this determination.
X1.8.1 Aromatics Content—Low boiling aromatics, which
X1.7.4 Permissible Oxidation Inhibitors and Oxidation In- are common constituents of aviation gasolines, are known to
hibitor Content—Antioxidants are used to prevent the forma- affect elastomers to a greater extent than other components in
tion of gum in fuel during storage. The efficacy of a given aviation gasoline. Although Specification D910 does not in-
inhibitor determined by the apparent oxidation stability of a clude an explicit maximum aromatic limit, other specification
fuel does not completely establish its suitability for use in an limits effectively restrict the aromatic content of aviation
aircraft engine. Oxidation inhibitors have been found to con- gasolines. Benzene is virtually excluded by the maximum
tribute to excessive induction system deposits; therefore, their freezing point of −58 °C, while other aromatics are limited by
acceptability for use must ultimately be determined in the the minimum heating value and the maximum distillation end
full-scale aircraft engine. point. Thus, the heating value limits toluene to about 24 %.
X1.7.4.1 The chemical names of approved inhibitors and Xylenes have a slightly higher heating value and, therefore,
the maximum quantities permitted are shown in this specifica- would permit somewhat higher aromatic concentrations;
tion. however, their boiling points (above 138 °C) limit their inclu-
sion at levels not higher than 10 %. Total aromatic levels above
X1.7.5 Water Reaction—The water reaction method pro- 25 % in aviation gasoline are, therefore, extremely unlikely.
vides a means of determining the presence of materials readily
X1.9 General
extractable by water or having a tendency to absorb water.
When the fuel consists essentially of hydrocarbon components, X1.9.1 Further detailed information on the significance of
there is no measurable change in the volume of the water layer. all test methods relevant to aviation gasoline is provided in
Manual MNL 1.9
X1.7.6 Electrical Conductivity—The generation of static
electricity can create problems in the handling of aviation 9
Manual on Significance of Tests for Petroleum Products, MNL 1, ASTM
gasolines. Addition of a conductivity improver may be used as International.

SUMMARY OF CHANGES

Subcommittee D02.J0 has identified the location of selected changes to this standard since the last issue
(D910 – 20a) that may impact the use of this standard. (Approved May 1, 2021.)

(1) Revised Note 2.

Subcommittee D02.J0 has identified the location of selected changes to this standard since the last issue
(D910 – 20) that may impact the use of this standard. (Approved July 1, 2020.)

(1) Revised Table 1 and footnote M.

(2) Revised subsection X1.2.8 and added Tables X1.2 and
X1.3.

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 D910 − 21
Subcommittee D02.J0 has identified the location of selected changes to this standard since the last issue
(D910 – 19) that may impact the use of this standard. (Approved May 1, 2020.)

(1) Revised Note 2.

Subcommittee D02.J0 has identified the location of selected changes to this standard since the last issue
(D910 – 17a) that may impact the use of this standard. (Approved Dec. 1, 2019.)

(1) Revised subsection 5.1. (4) Revised Table 1.

(2) Revised Note 2. (5) Revised subsection X1.2.2.
(3) Deleted subsection 6.2.2.3.

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in this standard. Users of this standard are expressly advised that determination of the validity of any such patent rights, and the risk
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