CRC Project AV-12-10

Properties of Russian Jet Fuels

November 2011

COORDINATING RESEARCH COUNCIL, INC.

3650 MANSELL ROADSUITE 140ALPHARETTA, GA 30022

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Properties of Russian Jet Fuels

FINAL REPORT
Prepared for

Coordinating Research Council, Inc.

3650 Mansell Road, Suite 140
Alpharetta, GA 30022

Prepared by

Clifford Moses
Consultant
New Braunfels, Texas
CRC Project No. AV-12-10

November 2011

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Properties of Russian Jet Fuels

EXECUTIVE SUMMARY
The use of the Russian aviation fuel TS-1 has increased significantly over recent years by
American and European airlines. The engine and airframe manufacturers depend on knowledge
of fuel properties outside the normal specification properties for design issues. Since the
knowledge base for TS-1 is insufficient, they have asked the CRC to collect available data and
put it into an appropriate format for inclusion in future editions of the CRC Handbook of
Aviation Fuel Properties.
Recently, a handbook of Russian fuel properties was made available and relevant chapters
translated. This report summarizes data extracted from that report and presents the data
superimposed on the appropriate graphs from the CRC Handbook.
The majority of the properties have similar values and temperature functions as those of
conventional commercial and military fuels, i.e., Jet A, Jet A-1, and JP-8. Recommendations are
made to include these data in the next edition of the CRC Handbook.
The three major exceptions are minimum ignition energy, bulk modulus, and the solubility of
gases. The differences in the data may not be due to differences in the fuels so much as either to
differences in test methods or the uncertainty of the historical data in the CRC Handbook.
Recommendations are made to verify the data in the CRC Handbook on these properties.
To assess the relevance of the data from the Russian Handbook, the density data were compared
with density data from field samples of TS-1 for the period of 1993 to 2011. There is good
agreement on temperature sensitivity, but the values from the Russian Handbook are about 1%
lower than the field average, which were quite consistent from year to year. TS-1 appears to be a
more consistent product than Jet A-1 or JP-8 as evidenced by the smaller variation in density
among samples each year.

Acknowledgement
The author thanks Mike Farmery of Shell Aviation and Stan Seto of Belcan Engineering Group
for obtaining the original copy of the Russian book The Handbook on Physical, Chemical, and
Operational Properties of Jet Fuels (English translation of title) by Dubrovkin, Malanicheva,
Massur, and Fjodorov. Many thanks to Ramaz Kvavilashvili, from DTRA (Defense Threat
Reduction Agency), and Anna Kulberg from Belcan Engineering Group for the translations of
selected chapters; their knowledge and effort made this work possible. The author also thanks
Dr. Tim Edwards of the Air Force Fuels Branch at Wright-Patterson AFB for providing several
databases on TS-1 fuel samples. The author also thanks Daniel Baniszewski of DLA Energy for
his support with the PQIS (Petroleum Quality Information System) database. Finally, the author
thanks Dr. Jean-Philippe Belires of Boeing Commercial Airplanes for his assistance with the
section on gas solubility.

Table of Contents
1. Background1
2. Objective....1
3. Scope......1
4. Properties of Russian TS-1 and RT Fuels..2
4.1. Density, Specific Gravity, and Thermal Expansion of TS-1 and RT.3
4.2. Viscosity of TS-1 and RT...7
4.3. Surface Tension of TS-1 and RT7
4.4. Vapor Pressure of TS-1 and RT10
4.5. Specific Heat of TS-1 and RT..10
4.6. Thermal Conductivity of TS-1 and RT13
4.7. Heat of Vaporization of TS-1 and RT..13
4.8. Dielectric Constant of TS-1 and RT.16
4.9. Flammability Limits of TS-1....16
4.10. Minimum Ignition Energy of TS-1 and RT16
4.11. Bulk Modulus of TS-1 and RT...19
4.12. Solubility of Gases: Air, Nitrogen, Oxygen, and Carbon Dioxide in TS-1 and RT...22
4.13. Solubility of Water in TS-1 and RT27
4.14. Summary of Comparison of Russian Fuel Data with CRC Data....29
5. Relevance of Data in Russian Handbook.31
6. Conclusions..35
7. Recommendations36
References..37
Appendix38

List of Figures
Figure 1. Density of Typical TS-1 and RT Fuels4
Figure 2. Specific Gravity of Typical TS-1 and RT Fuels..5
Figure 3. Thermal Expansion of Typical TS-1 and RT Fuels.6
Figure 4. Viscosity of Typical TS-1 and RT Fuels.8
Figure 5. Surface Tension of Typical TS-1 and RT Fuels..9
Figure 6. Vapor Pressure of Typical TS-1 and RT Fuels.11
Figure 7. Specific Heat of Typical TS-1 and RT Fuels12
Figure 8. Thermal Conductivity of Typical TS-1 and RT Fuels..14
Figure 9. Heat of Vaporization of Typical TS-1 and RT Fuels15
Figure 10. Dielectric Constant of Typical TS-1 and RT Fuels.17
Figure 11. Flammability Limits of Typical TS-1 Fuel.18
Figure 12. Minimum Ignition Energy of Typical TS-1 and RT Fuels..20
Figure 13. Bulk Modulus of Typical TS-1 and RT Fuels.21
Figure 14. Solubility of Oxygen in Typical TS-1 and RT Fuels..24
Figure 15. Solubility of Nitrogen in Typical TS-1 and RT Fuels.25
Figure 16. Solubility of Air in Typical TS-1 and RT Fuels...26
Figure 17. Solubility of CO2 in Typical RT Fuel.28
Figure 18. Solubility Water in Typical TS-1 and RT Fuels..30
Figure 19. Density of TS-1 Samples form Azerbaijan During 1993 to 1996...32
Figure 20. Density of TS-1 Samples from FSU and PRC During 1994 to 1999..32
Figure 21. Density of TS-1 Samples for the Period 2003 to 200633
Figure 22. Density of TS-1 Samples for the Period 2006 to 201133
Figure 23. Historical Average Densities of TS-1, JP-8, and Jet A-134
Figure 24. Density Histograms for TS-1, Jet A-1, and JP-8 for the Year 201034

List of Tables
Table 1. Summary of Data Obtained and Resources..2
Table 2. Density, , Specific Gravity, sg, and Thermal Expansion, TE.3
Table 3. Viscosity of Typical TS-1 and RT Fuels..7
Table 4. Surface Tension, , of Typical TS-1 and RT Fuels..7
Table 5. Vapor Pressure of Typical TS-1 and RT Fuels...10
Table 6. Specific Heat of Typical TS-1 and RT Fuels..10
Table 7. Thermal Conductivity of Typical TS-1 and RT Fuels13
Table 8. Heat of Vaporization of Typical TS-1 and RT Fuels..13
Table 9. Dielectric Constant of Typical TS-1 and RT Fuels16
Table 10. Calculated Values of Minimum Ignition Energy of Russian Fuels at 0.1 MPa19
Table 11. Acoustic Velocity and Bulk Modulus of Typical TS-1 and RT Fuels..19
Table 12. Bunsen Solubility Coefficients, 20, for TS-1 and RT at T = 20C and P = 0.1 MPa..22
Table 13. Bunsen and Ostwald Gas Solubility Coefficients for Typical TS-1 and RT Fuels
(Calculated according to the Russian Handbook)....23
Table 14. Bunsen and Ostwald Gas Solubility Coefficients for Typical TS-1 and RT Fuels
(Calculated according to ASTM D3827).23
Table 15. Bunsen and Ostwald Solubility Coefficients for CO2 in Typical RT Fuel..27
Table 16. Water Solubility in Typical TS-1 and RT Fuels...29
Table A-1. Fuel Specifications for TS-1 and RT Compared to JP-8/Jet A-1...39

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1. Background
Jet B/JP-4 jet fuels are no longer the high volatility fuels to be used for the design of aircraft and
engine fuel systems. These fuels are no longer being produced or used by a vast majority of
countries in either military (JP-4) or commercial (Jet B) equipment. The use of these fuels is
restricted in many aircraft. New designs of airframe and engine fuel systems will need to be
designed and certified to run on the next most volatile aviation kerosene, Russian TS-1 or RT
grades of fuel; however, little is known by Western designers about the properties of these
fuels other than a few specification properties from isolated surveys.
Several years ago, a book entitled The Handbook on Physical, Chemical, and Operational
Properties of Jet Fuels (English translation of title) by Dubrovkin, Malanicheva, Massur, and
Fjodorov, was provided by the Russian Civil Institute of Aviation Motors (CIAM).[1] Much of
the book has been translated and made available for review, and has been found to contain
pertinent information on the properties of TS-1 and RT fuels that are of design interest.
Hereafter, this resource will be termed the Russian Handbook.

2. Objective
The objective of this effort is to provide available pertinent data on the properties of Russian TS1 and RT fuels in a format suitable for insertion into CRC Report 635, Handbook of Aviation
Fuel Properties.[2] Hereafter, this document will be termed the CRC Handbook.

3. Scope
The primary resource for this effort was -
(Translation: Physical, Chemical, and Operational Properties of Jet Fuels).
[1] Translations of many of the chapters have been made and provided for the purpose of this
effort. In many ways, this handbook of Russian aviation fuels is similar to the CRC Handbook
in that a wide variety of bulk thermodynamic and transport properties are given as functions of
temperature for typical fuels.
Secondary resources were the Petroleum Quality Information System (PQIS) [3] and data from
Lufthansa [4] and the Air Force Petroleum Agency [5]. These sources provided data only as
required by fuel specifications, and as such, are limited in scope and then usually only provided
for one temperature. The advantage is that these data bases, especially PQIS, are more recent
and represent a number of fuel samples in the field. As such, they provide insight on the
relevance of the data from the Russian Handbook to more recent products and the variability of
properties in these more current fuels.
The data reported herein are limited to properties that are included in the CRC Handbook. Table
1 summarizes the data presented and the sources. The data from the Russian Handbook are
presented and compared to the CRC Handbook data in Section 4 of this report. Data on density
of fielded fuels from the secondary sources are presented in Section 5.
1

Table 1. Summary of Data Presented and Resources

FuelProperty
DensityvsT
SpecificgravityvsT
ThermalExpansionvsT
ViscosityvsT
SurfacetensionvsT
VaporpressurevsT
SpecificheatvsT
ThermalconductivityvsT
HeatofvaporizationvsT
DielectricConstantvsT
Flammabilitylimits
Minimumignitionenergy
BulkmodulusvsT
SolubilityofCO2vsT
SolubilityofairvsT
SolubilityofO2vsT
SolubilityofN2vsT
SolubilityofwatervsT

Resource
Russian
PQIS20101
AFPET2
Handbook
X

4
calculated
X
X4
calculated

Lufthansa3

X4

Notes: 1.ContainsdataonTS1fortheyears20062011
2.ContainsdataonTS1fortheyears20032005
3.ContainsdataonTS1fortheyears19931999
4.Dataavailableatonlyoneortwotemperatures

4. Properties of Russian TS-1 and RT Fuels

TS-1 and RT are two aviation turbine fuels defined by the Russian specification GOST 10227-86
(latest revision). According to a British Airways report, TS-1 is the most widely used jet fuel in
the C.I.S. [6] TS-1 is produced by straight atmospheric distillation from a high sulfur crude, half
of which is hydrotreated and the other half a straight-run product which may have had mild
caustic treatment. RT is a higher quality fuel that can be produced from straight run or
hydrotreated kerosene; additives may be included to improve its properties. RT has improved
lubricity properties and a wider boiling range. The major distinction between these fuel
specifications and Jet A/Jet A-1/JP-8 specifications is the lower minimum flash point of 28C as
compared to 38C. A comparative table of specifications is provided in the Appendix.
The individual properties from the Russian Handbook will be presented one at a time with a table
of the data for TS-1 and RT extracted from the Russian Handbook and a corresponding graph
comparing the data to data for fuels in the CRC Handbook, hereafter termed Western fuels.

4.1. Density, Specific Gravity, and Thermal Expansion of TS-1 and RT

Table 2 presents the data for three related properties, density, specific gravity, and thermal
expansion, of TS-1 and RT. These data are compared graphically with CRC Handbook data [2]
in Figures 1, 2, and 3, respectively. The data for density were taken from Table 2.2 of the
Russian Handbook [1]. Specific gravity was calculated from the density data using the following
definition for specific gravity, sg: (Note: the density of water, , at 15.5C = 999.026 kg/m3)
sg(fuel) = (fuel)/(water @ 15.5C)

[Eqn. 1]

Thermal expansion is defined as the volume of the fuel relative to its volume at 15.5C and 0.1
MPa; this is the same as the inverse of the density relative to the density at 15.5C. The density
at 15.5C was determined from the correlation equation for the least-squares fit to the density
data:
TS-1: (T) = -0.7400 T + 794.00; (15.5) = 782.84 kg/m3
RT: (T) = -0.7198 T + 792.55; (15.5) = 781.39 kg/m3

[Eqn. 2]
[Eqn. 3]

Table 2. Density, , Specific Gravity, sg, and Thermal Expansion, TE

of Typical TS-1 and RT Fuels
Temperature
C
60
40
20
0
20
40
60
80
100
120
140
160
180
200

,kg/m3
TS1
RT
837.2
835.6
822.8
821.2
808.4
806.8
794.0
792.4
779.6
778.0
765.2
763.6
750.8
749.2
736.4
736.8
722.0
720.4
707.6
706.0
693.2
631.6
678.8
677.2
664.4
662.8
650.0
648.4

sg (calculated)
TS1
RT
0.8380
0.8364
0.8236
0.8220
0.8092
0.8076
0.7948
0.7932
0.7804
0.7788
0.7659
0.7643
0.7515
0.7499
0.7371
0.7375
0.7227
0.7211
0.7083
0.7067
0.6939
0.6923
0.6795
0.6779
0.6650
0.6634
0.6506
0.6490

TE (calculated)
TS1
RT
0.935
0.935
0.951
0.952
0.968
0.969
0.986
0.986
1.004
1.004
1.023
1.023
1.043
1.043
1.063
1.061
1.084
1.085
1.106
1.107
1.129
1.130
1.153
1.154
1.178
1.179
1.204
1.205

From the data in Table 2 and Figures 1, 2, and 3, the densities of TS-1 and RT are essentially
identical, and similarly for the two related properties. This will be seen to be true for almost all
the properties, and the observation will not be repeated each time.
Figure 1 shows that TS-1 and RT fuels can be expected to have lower densities than typical
Western military and commercial jet fuels, i.e., Jet A, Jet A-1, and JP-8. The densitytemperature characteristics of TS-1 and RT are typical of Western jet fuels, i.e., linear with
temperature and have about the same slope.

Figure 1. Density off Typical TS

S-1 and RT Fuels
Compareed to Data from
fr
the CR
RC Handboook [2]
4

Figure 2. Speecific Gravity of Typicaal TS-1 and

d RT Fuels
Compareed to Data from
fr
the CR
RC Handboook [2]
5

Figu
ure 3. Therrmal Expanssion of Typiical TS-1 an
nd RT Fuelss
Compareed to Data from
fr
the CR
RC Handboook [2]
6

4.2 Viscosity of TS-1 and RT

Table 3 presents the viscosity characteristics of typical TS-1 and RT fuels extracted from Table
2.21 of the Russian Handbook. Figure 4 compares the viscosity data for typical TS-1 and RT
fuels with that of Western fuels. At low temperatures, the viscosity of TS-1 and RT are lower
than that of Jet A-1 and Jet A/JP-8/JP-5, which is consistent with the lower density of TS-1 and
RT; at higher temperatures the viscosity of TS-1 and RT are about the same as that of these fuels.
Table 3. Viscosity of typical TS-1 and RT Fuels [1]
Temperature,
C
60
50
40
30
20
10
0
20
40
60
80
100
120
140
160
180
200

Viscosity,cSt
TS1
RT
13.33
11.45
8.09
7.24
5.42
5.00
3.89
3.68
2.95
2.83
2.32
2.26
1.89
1.86
1.34
1.34
1.01
1.03
0.802
0.824
0.658
0.682
0.555
0.580
0.479
0.503
0.420
0.443
0.373
0.396
0.336
0.358
0.305
0.327

4.3. Surface Tension of TS-1 and RT

Table 4 presents the data on surface tension for TS-1 and RT fuels extracted from Table 2.31 of
the Russian Handbook. Figure 5 compares these data with surface tension data for Western
aviation fuels. These data are about 10% lower than the surface tension of Jet A, Jet A-1, and
JP-8.
Table 4. Surface Tension, , of Typical TS-1 and RT Fuels [1]
Temperature
C
60
40
20
0
20
40
60
80
100
120
140
160

,mN/m
TS1
RT
31.77
31.51
29.93
29.71
28.10
27.93
26.30
26.17
24.53
24.44
22.78
22.73
21.06
21.05
19.37
19.40
17.72
17.78
16.09
16.19
14.50
14.63
12.94
13.10

TEMPERATURE
C
180
200
220
240
260
280
300
320
340
360
380

,mN/m
TS1
RT
11.43
11.62
9.95
10.17
8.52
8.76
7.14
7.40
5.82
6.10
4.55
4.85
3.36
3.66
2.25
2.56
1.25
1.54
0.405
0.660

0.136

Figurre 4. Viscosity of Typiccal TS-1 and

d RT Fuels Compared to
Data
D
from CRC
C
Handb
book [2]
8

Figure 5. Surfacee Tension of Typical TS-1

T
and RT
T Fuels Co mpared to Data from the
CRC Handbook
H
[2]
9

4.4. Vapor Pressure of TS-1 and RT

Table 5 presents the data on vapor pressure of TS-1 and RT fuels extracted from Table 2.18 of
the Russian Handbook. Figure 6 compares these data for vapor pressure to that of typical
aviation turbine fuels from the CRC Handbook. The Russian fuels have vapor pressures about 2
to 3 times that of Jet A, Jet A-1, and JP-8, depending on the temperature.
Table 5. Vapor Pressure, Pv, of Typical TS-1 and RT Fuels [1]
Temperature
C
20
40
60
80
100
120
140
160
180
200

Pv,kPa
TS1
RT
0.920
1.115
2.350
2.705
5.365
5.990
11.15
11.78
21.44
21.86
38.56
38.02
65.52
62.73
106.0
98.82
162.7
149.6
238.1
218.6

Temperature
C
220
240
260
280
300
320
340
360
380

Pv,kPa
TS1
RT
337.7
309.7
466.1
497.2
628.1
575.1
828.2
757.7
1071
979.4
1362
1244
1704
1556
2103
1919

2336

4.5. Specific Heat of TS-1 and RT

Table 6 presents the data on specific heat for TS-1 and RT fuels extracted from Table 3.4 of the
Russian Handbook. Figure 7 compares these data with specific heat data for Western aviation
turbine fuels. These data are essentially the same as the specific heat of Jet A, Jet A-1, and JP-8.
Table 6. Specific Heat, Cp, of Typical TS-1 and RT Fuels [1]
Temperature
K
C
210
63
220
53
230
43
240
33
250
23
260
13
270
3
280
7
290
17
300
27
310
37
320
47

Cp,kJ/kgK
TS1
RT
1.708
1.697
1.741
1.730
1.808
1.764
1.842
1.798
1.878
1.833
1.913
1.869
1.949
1.905
1.986
1.941
2.023
1.978
2.061
2.016
2.099
2.053
2.137
2.091

Temperature
K
C
330
57
340
67
350
77
360
87
370
97
380
107
390
117
400
127
410
137
420
147
430
157
440
167

10

Cp,kJ/kgK
TS1
RT
2.137
2.130
2.175
2.169
2.214
2.208
2.254
2.247
2.293
2.287
2.333
2.327
2.373
2.367
2.414
2.408
2.455
2.449
2.496
2.490
2.538
2.532
2.580
2.575

por Pressurre of Typica

al TS-1 and RT Fuels C
Compared too Data from
m the
Figure 6. True Vap
CRC Handbook
H
[[2]
11

Figurre 7. Speciffic Heat of Typical TS

S-1 and RT Fuels Com
mpared to Data from th
he
CRC Handbook
H
[2]
12

4.6. Thermal Conductivity of TS-1 and RT

Table 7 presents the data on thermal conductivity for TS-1 and RT fuels extracted from Table
2.25 of the Russian Handbook. Figure 8 compares these data with thermal conductivity data for
Western aviation turbine fuels. The conductivity data of the Russian fuels are about 10% less
than the CRC data for Jet A, Jet A-1, and JP-8.
Table 7. Thermal Conductivity, k, of Typical TS-1 and RT Fuels [1]
Temperature
C
60
40
20
0
20
40
60

k,W/mK
TS1
RT
0.1263
0.1263
0.1230
0.1231
0.1198
0.1199
0.1166
0.1167
0.1134
0.1135
0.1102
0.1103
0.1069
0.1071

TEMPERATURE
C
80
100
120
140
160
180
200

k,W/mK
TS1
RT
0.1037
0.1039
0.1005
0.1006
0.0973
0.0974
0.0941
0.0942
0.0908
0.0910
0.0876
0.0878
0.0844
0.0845

4.7. Heat of Vaporization

Table 8 presents the data on heat of vaporization for TS-1 and RT fuels extracted from Table
2.25 of the Russian Handbook. Figure 9 compares these data with heat of vaporization data for
Western aviation turbine fuels. There are no data for heat of vaporization of Jet A, Jet A-1, and
JP-8 in the CRC Handbook with which to compare the Russian fuel data.
Table 8. Heat of Vaporization, Hvg, of TS-1 and RT Fuels [1]
Temperature
C
60
40
20
0
20
40
60
80
100
120
140
160

Hvg,kJ/kg
TS1
RT
390
385
383
378
375
371
368
363
360
356
351
348
343
339
334
331
324
322
315
312
305
302
294
292

13

TEMPERATURE
C
180
200
220
240
260
280
300
320
340
360
380

Hvg,kJ/kg
TS1
RT
283
281
271
270
258
257
244
244
228
230
212
214
192
196
168
175
141
149
98.8
114

33.7

Figurre 8. Therm
mal Conducttivity of Typ
pical TS-1 aand RT Fueels
Compareed to Data from
fr
the CR
RC Handboook [2]
14

Figuree 9. Heat of
o Vaporiza
ation of Typ
pical TS-1 aand RT Fuels
Compared
d to Data frrom the CR
RC Handboook [2]
15

4.8. Dielectric Constant

Table 9 presents the data on the dielectric constant of TS-1 and RT fuels extracted from Table
2.67 of the Russian Handbook. Figure 10 compares these data with data on dielectric constant
for Western fuels.
Table 9. Dielectric Constant, , of TS-1 and RT Fuels [1]
Temperature
C
60
20
20
60
100
140

TS1
2.214
2.150
2.088
2.030
1.974
1.920

RT
2.200
2.136
2.078
2.021
1.966
1.910

4.9. Flammability Limits

In Figure 11, the flammability limits for TS-1 are superimposed on the graph of static
flammability limits from the CRC Handbook. There are no data to present for the flammability
limits of TS-1; this figure was copied from Figure 4.23 of the Russian Handbook and rescaled to
fit the CRC graph. The limits are less than that of Jet A/Jet A-1/JP-8 because the minimum flash
point of TS-1 is 28C compared to 38 for the other fuels and the maximum freezing point is
lower so TS-1 is a lighter fuel as was seen earlier in the density comparison of Figure 1.
4.10. Minimum Ignition Energy
The Russian Handbook does not provide specific data on minimum ignition energy; instead, it
states that the minimum ignition energy of jet fuel from capacitive discharge has a range of Q0 =
0.20 0.25 mJ at the standard conditions of 20C and 0.1 MPa. Temperature and pressure
effects are given by Equation 4.36 in the Russian Handbook as follows:
.

[Eqn. 4]

where QT,P is the minimum ignition energy in mJ at T(K) and P(MPa). [Note: It seems possible
that the value 273 should be 293 since that is the equivalent of the reference temperature, 20C.]
Table 10 presents calculated values of minimum ignition energy for a range of temperatures at
0.1 MPa using this equation. These calculated values are compared to the minimum ignition
data of Western fuels in Figure 12. The calculated values for the Russian fuels are significantly
less than the CRC data much less than even the JP-4/Jet B data. The noted difference of 273K
versus 293K could not account for this as the variation would only be 20 to 25%. The translation
of the Russian Handbook provided does not describe the condition of the fuel-air mixture, i.e.,
whether they are vaporized and premixed or if the fuel is sprayed into the air. The air is
stagnant, so presumably the fuel is sprayed into the air as it is in the CRC Handbook. However,
minimum ignition energy for fuel sprays into quiescent air depends heavily on the droplet size
[7], so a difference in the spray conditions could be a reasonable explanation.
16

Figu
ure 10. Dielectric Constant of Typ
pical TS-1 an
nd RT Fuels
fr
the CR
RC Handboook [2]
Compareed to Data from
17

Figure 11
1. Flammabilitty Limits vs. Alltitude for Typiical TS-1 Fuel Compared to D ata from the CRC Handboook [2]
18

Table 10. Calculated Values of Minimum Ignition Energy of Russian Fuels at 0.1 MPa
FuelTemperature
C
K
20
253
10
263
0
273
10
283
20
293
30
303
40
313

MinimumIgnitionEnergy,mJ
Q0 =0.20
Q0 =0.25
0.31
0.39
0.28
0.35
0.25
0.31
0.22
0.28
0.20
0.25
0.18
0.23
0.16
0.21

4.11. Bulk Modulus

The Russian Handbook does not provide data on bulk modulus per se; however it does provide
data on acoustic velocity. The acoustic velocity in liquids, c, is defined as:

[Eqn. 5]

Where Es is the isentropic bulk modulus, in Pa, and is the density of the liquid, in kg/m3. [8]
Table 11 presents the data on acoustic velocity for TS-1 and RT fuels at two pressures, 0.1 and
10.0 MPa, extracted from Table 2.32 of the Russian Handbook. Density was given earlier in
Table 2. The calculated values for bulk modulus are also presented in Table 11; it is assumed
that the density was not appreciably changed by the pressure change. Figure 13 compares these
data with data on bulk modulus for Western jet fuels. The data for the Russian fuels are much
lower than the CRC Handbook data for kerosene-type fuels. Also, the pressure effect is not as
great with the Russian data, although it is directionally the same. The reason for the difference is
not obvious. The lower density does not account for the difference since the CRC Handbook
data for bulk modulus of JP-4 are also higher than the TS-1 and RT data. Both sets of data are
identified as being isentropic bulk modulus as opposed to one being isothermal bulk modulus. It
is not known if the fuels were de-aerated.
Table 11. Acoustic Velocity and Bulk Modulus of Typical TS-1 and RT Fuels
Temperature
C
60
40
20
0
20
40
60
80
100
120
140
160

Density,kg/m3
TS1
837.2
822.8
808.4
794.0
779.6
765.2
750.8
736.4
722.0
707.6
693.2
678.8

RT
835.6
821.2
806.8
792.4
778.0
763.6
749.2
736.8
720.4
706.0
631.6
677.2

Acousticvelocity,m/s
0.1MPa
10Mpa
TS1
RT
TS1
RT
1557
1532
1569
1543
1452
1429
1465
1441
1358
1336
1371
1349
1273
1252
1287
1266
1195
1176
1210
1191
1123
1105
1139
1121
1056
1039
1074
1056
994
978
1013
997
935
920
956
941
880
865
902
888
826
813
851
838
775
762
803
790

19

BulkModulus(calculated),MPa
0.1MPA
10MPa
TS1
RT
TS1
RT
2030
1961
2061
1989
1735
1677
1766
1705
1491
1440
1520
1468
1287
1242
1315
1270
1113
1076
1141
1104
965
932
993
960
837
809
866
835
728
705
756
732
631
610
660
638
548
528
576
557
473
457
502
486
408
393
438
423

ure 12. Minimum Sparrk Ignition Energy

E
of T
Typical TS-11 and RT Fu
uels at 1 atm
m
Figu
Compareed to Data from
fr
the CR
RC Handboook [2]
20

Figurre 13. Bulk Modulus vss. Temperatture & Presssure for Tyypical TS-1 aand RT Fueels
Compareed to Data from
fr
the CR
RC Handboook [2]

21

4.12 Solubility of Gases, Air, Nitrogen, Oxygen, and Carbon Dioxide, in Typical TS-1 and
RT Fuels
According to the Russian Handbook, the solubility of gasses in fuels decreases with increases in
viscosity, surface tension, and density; the presence of aromatics increases the solubility of gases
as does the presence of water.
The Russian Handbook does not provide data tables of gas solubility coefficients as functions of
temperature as it does with most of the other properties addressed above. Instead, the Bunsen
solubility coefficients for air, nitrogen, oxygen, and CO2 are provided for several Russian fuels at
20C and 0.1 MPa. An empirical equation is then given to calculate the coefficient at other
temperatures.
The Bunsen solubility coefficient, , is the volume of a gas, normalized to the standard
conditions of 1 atm pressure (101.32 kPa) and a temperature of 0C, that can be dissolved into 1
m3 of fuel. It differs from the Ostwald solubility coefficient, L, used in the CRC Handbook by
simple temperature and pressure corrections since the Ostwald coefficient does not correct the
volume of dissolved gas to standard conditions. Table 12 presents the Bunsen solubility
coefficients for air, nitrogen, oxygen, and CO2 in jet fuels at 20C and 0.1 MPa taken from Table
1.16 of the Russian Handbook. Equation 6, taken from equation 1.7 of the Russian Handbook,
gives the empirical temperature correlation that is said to be within 1% of experimental values
for gases over the temperature range -20 to 40C. This correlation is valid for gases with critical
temperatures less than 180K; thus, this equation is not valid for CO2, which has a critical
temperature of 304K. Figure 1.18 in the Russian Handbook graphs the Bunsen coefficient for
CO2 as a function of temperature for RT fuel. Equation 7 gives the conversion from the Bunsen
coefficient to the Ostwald coefficient.
Table 12. Bunsen Solubility Coefficients, 20,
for TS-1 and RT at T = 20C and P = 0.1 MPa
Fuel
TS1
RT

Air
0.191
0.193

N2
0.170
0.171

O2
0.272
0.274
.

CO2
1.73
1.74

[Eqn. 6]
[Eqn. 7]

Table 13 presents the values of the Bunsen and Ostwald solubility coefficients, and L, for
air, nitrogen, and oxygen for TS-1 and RT calculated using the data from Table 12 and
Equations 6 and 7 over the range of validity. These results for the Ostwald coefficients are
compared with the corresponding solubility data from the CRC Handbook in Figures 14, 15
and 16. The graph lines for the two fuels are combined since they differ by 1% or less. The
Ostwald coefficients for air, nitrogen, and oxygen for the Russian fuels are similar to the
CRC data except that they are on the order of 30 to 50% higher than expected; from a purely

22

density consideration, the line for the Russian fuels would be expected to lie between that of
JP-4/Jet B and Jet A/Jet A-1/JP-8.
Table 13. Bunsen and Ostwald Gas Solubility Coefficients for Typical TS-1 and RT Fuels
(Calculated According to the Russian Handbook)
Temp.
C
20
0
20
40

BunsenCoefficient(RussianHandbook),
Air
N2
O2
TS1
RT
TS1
RT
TS1
RT
0.179 0.181 0.159 0.160 0.255 0.257
0.185 0.187 0.165 0.166 0.264 0.266
0.191 0.193 0.170 0.171 0.272 0.274
0.197 0.199 0.175 0.176 0.280 0.282

OstwaldCoefficient (RussianHandbook),L
Air
N2
O2
TS1
RT
TS1
RT
TS1
RT
0.154 0.156 0.138 0.138 0.220 0.222
0.172 0.174 0.153 0.154 0.246 0.247
0.191 0.193 0.170 0.171 0.272 0.274
0.210 0.212 0.187 0.188 0.299 0.301

After reviewing these results, Boeing staff identified deficiencies in the Russian approach
due to the lack of consideration of density and vapor pressure in Equation 6. They
recommended the use of ASTM D3827 for calculating solubility coefficients of gases in
petroleum liquids based on the density and vapor pressure characteristics of the fuel. [9]
Calculations were made accordingly by Jean-Philippe Belires and Todd Erickson of Boeing
to determine both the Bunsen and Ostwald coefficients for air, nitrogen, and oxygen in both
TS-1 and RT. [10] Table 14 provides these data. These Ostwald coefficients are also
included in the graphs of Figure 14, 15, and 16; again the data for TS-1 and RT are
combined into one line. The calculated solubility coefficients for nitrogen and air are closer
in value to the CRC Handbook than the Russian data, but have somewhat different
temperature functions. As with the Russian data, the calculated coefficient for oxygen are
much higher at lower temperatures than would be expected based on density.
Table 14. Bunsen and Ostwald Gas Solubility Coefficients for Typical TS-1 and RT Fuels
(Calculated According to ASTM D3827) [9,10]
Temp.
C
20
0
20
40
60
80
100
120
140

BunsenCoefficient(ASTMD3827),
Air
N2
O2
TS1
RT
TS1
RT
TS1
RT
0.149 0.150 0.102 0.103 0.274 0.275
0.154 0.155 0.110 0.110 0.264 0.266
0.157 0.157 0.115 0.116 0.254 0.255
0.157 0.157 0.119 0.119 0.243 0.243
0.154 0.153 0.120 0.119 0.228 0.227
0.145 0.144 0.116 0.115 0.207 0.206
0.129 0.126 0.105 0.105 0.177 0.177
0.101 0.102 0.084 0.085 0.135 0.136
0.057 0.062 0.048 0.052 0.075 0.080

23

OstwaldCoefficient(ASTMD3827),L
Air
N2
O2
TS1
RT
TS1
RT
TS1
RT
0.139 0.140 0.095 0.095 0.254 0.255
0.155 0.155 0.110 0.110 0.265 0.267
0.170 0.171 0.125 0.126 0.276 0.277
0.184 0.185 0.140 0.140 0.285 0.286
0.198 0.199 0.155 0.155 0.294 0.294
0.211 0.212 0.169 0.169 0.301 0.302
0.224 0.224 0.183 0.183 0.308 0.309
0.235 0.236 0.196 0.196 0.315 0.315
0.246 0.247 0.209 0.209 0.321 0.321

gen in Typiical TS-1 an

nd RT Com
mpared to CRC Handb
book
Figure 14. Solubillity of Oxyg
Da
ata [2] and ASTM D38827 [9,10]
24

Fig
gure 15. So
olubility of Nitrogen in
n Typical T
TS-1 and RT
T Compareed to CRC
ook Data [2] and ASTM
M D3827 [99,10]
Handbo
25

Figurre 16. Solub

bility of Airr in Typica
al TS-1 and RT Compaared to CR
RC Handboook
Da
ata [2] and ASTM D38827 [9,10]
26

As previously noted, Equation 6 is not valid for CO2. The Russian Handbook does not provide a
correlation such as Equation 6 for CO2, but Figure 1-15 in that Handbook is a graph of the
Bunsen coefficient vs. temperature for RT fuels. Table 15 presents the solubility values taken
from that graph as well as the corresponding Ostwald coefficients calculated using Equation 7.
Figure 17 compares these data with the CO2 solubility data from the CRC Handbook. Although
both sets of data show that the solubility of CO2 decreases with temperature, the shapes of the
curves are quite different. These data also suggest that an experimental project to verify the
solubility of relevant gases is warranted.
Table 15. Bunsen and Ostwald Solubility
Coefficients for CO2 in Typical RT Fuel
Temperature
C
38.5
20
0
20
40
60

Bunsen
Coefficient,
2.23
1.96
1.58
1.28
1.00
0.80

Ostwald
Coefficient,L
1.85
1.69
1.47
1.28
1.07
0.89

4.13 Water Solubility

The solubility of water in fuel depends upon several fuel factors as well as environmental
conditions. Water solubility increases with aromatic content and decreases with higher boiling
range fuels. On the environmental side, water solubility increases with pressure, temperature, and
humidity of the air above the fuel. Equation 1.3 in the Russian Handbook provides the following
equation for water solubility in fuel:

where

[Eqn. 8]

maximum solubility of water in the fuel at the specified condition, m%

= maximum solubility of water in the fuel at the reference condition of =1.0 (100%
humidity), P0 = 0.1 MPa, and T0 = 293K
P = air pressure above the fuel, MPa
T = temperature of the air and fuel, K
= humidity of air above the fuel
n = constant depending on the fuel

For TS-1 and RT,

= 0.00865 m%, and n = 11.5.

Table 16 presents the solubility of water in TS-1 and RT fuels extracted from Table 1.15 of the
Russian Handbook which were calculated from Equation 8. Figure 18 compares these data with
water solubility data for Western aviation turbine fuels. [Note: the m% data in Table 16 were
converted to vol% by multiplying by the specific gravity of TS-1 as given in Table 1.] The data
on water solubility for the Russian fuels is in general agreement with the CRC data although the
curve has a somewhat different shape. The position of the Russian data relative to the CRC data
is difficult to judge because of the relative positions of the CRC data for various fuel types.
27

Figure 17
7. Solubility
y of CO2 in Typical RT
T Fuel
Compa
ared to Data
a from CRC
C Handbook
k [2]
28

Table 16. Water Solubility in Typical TS-1 and RT Fuels

Temp.C
10
5
0
5
10
15
20
25
30
35
40
45
50
60

Solubility,m%
0.00250
0.00315
0.00384
0.00473
0.00581
0.00710
0.00865
0.01051
0.01273
0.01536
0.01849
0.02218
0.02654
0.03767

Solubility,v%
0.00200
0.00215
0.00305
0.00374
0.00457
0.00557
0.00676
0.00818
0.00988
0.01188
0.01426
0.01706
0.02036
0.02878

4.14. Summary of Comparison of Russian Fuel Data with CRC Data

Most of the thermal-physical properties of the Russian fuels are very similar in value and
temperature function as the fuels in the CRC Handbook of Aviation Fuel Properties. The notable
exceptions are:

Minimum ignition energy

Bulk modulus
Solubility of gases

The data for minimum spark energy for the Russian fuels is about two orders of magnitude lower
than the CRC data for Jet A/Jet A-1/JP-8. Volatility is not the answer because the Russian data
is much less than even the CRC data for JP-4/Jet B. The difference could be due to a difference
in test apparatus or spray quality, which is not known.
The data for bulk modulus of the Russian fuels is lower than the CRC data in the range of 10 to
40%, depending upon the temperature, with the greater difference being at higher temperatures.
The approach provided in the Russian Handbook for determining solubility coefficients for air,
oxygen, and nitrogen yields results that are higher than the CRC data for a typical Jet A/Jet A1/JP-8. The gas solubility coefficients for TS-1/RT are expected to be slightly higher due to the
lower density of the Russian fuels, but the Russian coefficients are even higher than the CRC
values for JP-4/Jet B. Solubility coefficients calculated according to ASTM D3827 yield values
much closer to the CRC Handbook values, but the temperature sensitivities are less. The
Russian data for solubility constant for carbon dioxide has a much different temperature function
than the CRC data although the values are about the same.
These areas of difference are important to safety, functionality, and operations. Since the history
and test procedures of both the Russian and CRC data are unknown, it would be worthwhile to
conduct test programs on representative fuels to verify or correct these data for the CRC
Handbook.
29

Figure 18. Solubility of

o Water in Typical TS--1 and RT F
Fuels Comp
pared to
Data
D
from CRC
C
Handb
book [2]
30

5. RELEVANCE OF DATA IN RUSSIAN HANDBOOK

Since the Russian Handbook was published in 1985, before the collapse of the Soviet Union, it is
worth considering the relevance of the data to current aviation fuels, both TS-1 and Jet A-1/JP-8.
This will be examined first by comparing the density data of TS-1 from the Russian Handbook
with that of several recent databases of TS-1 properties from 1993 to 2011. The historic yearly
average density for TS-1 will be compared to that of JP-8 and Jet A-1 from the PQIS database
for the years 2001 to 2010. Then histograms of density data for TS-1, JP-8, and Jet A-1 for the
year 2010 will be presented as means of comparing variability.
The TS-1 data for these comparisons come from four sources:
1. A collection of 24 Lufthansa lab reports from Azerbaijan for the years 2003 2006 but
mostly from 1995;
2. A collection of 226 data records from Lufthansa from a number of airports around the
FSU (Former Soviet Union) and PRC (Peoples Republic of China) for the years 1994 to
1999;
3. A collection of 40 lab reports from AFPET (Air Force Petroleum Office) for the years
2003 to 2006; and
4. A collection of 343 data records from the PQIS data base for the years 2006 to 2011.
The first 3 sets of TS-1 data were provided by Dr. Tim Edwards of the Air Force Fuels Branch at
Wright-Patterson AFB and were used in his report of TS-1, TS-1 Fuel Property Analysis,
AFRL-PR-WP-TR-2006-2139. The fourth set of data and the 2011 data for JP-8 and Jet A-1
came from the 2010 PQIS report. Note that all of these data sets are based on reporting
specification properties. Density was generally reported at only one temperature either 15C or
20C. A large number of the data records in the PQIS data base reported density at both
temperatures. The average difference was 3.7 kg/m3. This value was used to adjust all of the
density data that was provided at only 15C to get a consistent data set at 20C.
Figures 19 22 present histograms generated from the four data sets of TS-1 identified above
covering a span of 19 years, although there are no data available for the years 2000 to 2002.
Note that these are presented in terms of number of samples each year; while the PQIS data base
provides data on sample volumes, the other data bases do not. Although the TS-1 samples came
from a number of locations scattered across Eastern Europe and Central Asia, there is a relatively
small variation in the density of the samples.
Figure 23 shows the historical averages of density for TS-1 from the data sets above, along with
that of JP-8 and Jet A-1 from the PQIS data base. The average density of TS-1 has been quite
consistent over the period of 19 years with an increase of about 1% for the years 2008 and 2009.
On average it is a little over 1% above the value given by the Russian Handbook. Fuel
properties which correlate with density can be expected to vary accordingly from the results
presented in this report. For reference, the average density of TS-1 is similar to that of Jet A-1
but about 1% less than that of JP-8.
Figure 24 compares histograms of the density of TS-1 with JP-8 and Jet A-1 for the year 2010
using data from the PQIS database. The density of TS-1 has less variation than that of the other
31

Figure
F
19. Density
D
of TS-1 Samplees from Azerrbaijan Durring 1993 too 1996 [4]

Fig
gure 20. Deensity of TS-1 Samples from FSU aand PRC du
uring 1994 tto 1999 [4]
32

Figure 21. Density

y of TS-1 Sa
amples for tthe Period 22003 to 20066 [5]

Figure 22. Density

y of TS-1 Sa
amples for tthe Period 22006 to 20111 [3]
33

Figure 23
3. Historica
al Average Densities
D
off TS-1, JP-88, and Jet A--1 [3]

gure 24. Deensity Histog

grams for TS-1,
T
Jet A--1, and JP-88 for the Yeaar 2010 [3]
Fig
34

two fuels, 85% of the samples having density between 790 and 800 kg/m3. This is consistent
with the histograms presented in Figures 19 22 in which essentially all of the samples of TS-1
had densities between 780 and 800 kg/m3. It is reasonable to expect that most other bulk
physical properties of TS-1 will be more consistent than those of JP-8 and Jet A-1.

6.0 CONCLUSIONS
The data extracted from the Physical-Chemical and Operational Properties of Jet Fuels are
generally quite consistent with the data from the CRC Handbook of Aviation Fuel Properties for
the bulk physical properties. The temperature sensitivity of each was essentially the same as for
the fuel data in the CRC Handbook. The values were considered consistent with the lower
density and the lower minimum flash point of TS-1 and RT fuels compared to Jet A/Jet A-1/JP8. The only significant exceptions were the minimum ignition energy, bulk modulus, and
solubility of gases. For all practical purposes, the differences in property values between TS-1
and RT are considered to be insignificant.
The data for minimum ignition energy was much lower than could be accounted for by higher
volatility and lower viscosity, i.e., better atomization, since the data for TS-1 were more than an
order of magnitude less than the CRC data for JP-4. One distinct possibility is a difference in the
test apparatus and/or conditions. These are very important to ignition but are not known for
either set of data.
The gas solubility coefficients for air, oxygen, and nitrogen determined from the Russian
Handbook are higher than expected, even accounting for the lower density compared to Jet A/Jet
A-1/JP-8. The solubility coefficients for these gases in TS-1/RT calculated according to ASTM
D3827 seem more in line with the CRC Handbook values, although the temperature sensitivity is
less. The Russian data for the solubility coefficient of carbon dioxide has a much different
temperature function than the CRC data although the values are about the same and, unlike the
solubility of the other gases, decrease with temperature, as expected.
Using density as a guide, TS-1 appears to have been a very consistent product during the period
of 1993 to 2011; the average density has not changed more than about 1% during this period.
Moreover, within each year, almost all of the fuel samples have densities within 1% of the
average. This is a narrower spread in density than Jet A-1 and JP-8.
Finally, using density as a guide, the Russian Handbook appears to give a fair representation of
the properties of TS-1. On average, the densities of products in the field were about 1% higher
than the value given by the Russian Handbook. Fuel properties which correlate with density can
be expected to vary accordingly from the results presented in this report. For reference, the
average density of TS-1 is similar to that of Jet A-1 but about 1% less than that of JP-8.

35

7. RECOMMENDATIONS
Data on the following properties of TS-1 and RT are sufficiently consistent with those of the
CRC Handbook to be included in the next edition of that Handbook:

Density
Specific gravity
Thermal expansion
Viscosity
Surface tension
Vapor pressure

Specific heat
Thermal conductivity
Heat of vaporization
Dielectric constant
Flammability limits

Since the properties of TS-1 and RT are so close and well within the apparent variations of field
values of TS-1, the data should be combined into single graphs when included in the CRC
Handbook.
Experimental programs are recommended to collect data on the following fuel properties for a
TS-1 and several fuels meeting Jet A, Jet A-1, JP-8, and JP-5 specifications:

Minimum ignition energy

Bulk modulus
Solubility of air, oxygen, nitrogen, and carbon dioxide

These properties are important to safety and operations of aircraft. These data will verify which
set of data are correct for these properties and can be used to provide appropriate corrections for
the next edition of the CRC Handbook.
Data to verify the solubility of water would also be worthwhile if funds are available.

36

REFERENCES
1. Handbook of Aviation Fuel Properties2004 Third Edition, CRC Report No. 635,
Coordinating Research Council, Inc., Alpharetta, GA 30022.
2. N.F. Dubrovkin, V.G. Malanicheva, Ju. P. Massur, and E.P. Fjodorov, -
[Trans: Physical, Chemical and
Operational Properties of Jet Fuels]. Moscow Chemistry, Moscow (1988).
3. Petroleum Quality Information System Fuels Data,(PQIS) 2010 Annual Report, Defense
Logistics Agency Energy, Ft. Belvoir, VA, [email protected].
4. TS-1 database from Lufthansa provided by Dr. Tim Edwards as used in his report TS-11 Fuel
Property Analysis, Air Force Report AFRL-PR-WP-TR-2006-2139, April 2006.
5. TS-1 database from the Air Force Petroleum Office provided by Dr. Tim Edwards as used in
his report TS-1 Fuel Property Analysis, Air Force Report AFRL-PR-WP-TR-2006-2139,
April 2006.
6. Russian Jet Fuel, British Airways Report BAKCFM5/AJH/23OCT95.
7. Lefebvre, A.H. and Ballal, D.R., Gas Turbine Combustion, Third Ed., ISBN 978-1-42008604-1, CRC Press, Boca Raton, FL, 2010.
8. Marks Standard Handbook for Mechanical Engineers 10th edition, Chapter 3.3: Mechanics
of Fluids, McGraw-Hill, New York, 1996.
9. ASTM D3827, Standard Test Method for Estimation of Solubility of Gases in Petroleum
and Other Organic Liquids, ASTM International, West Conshohocken, PA, 2009. Available
at www.astm.org.
10. Belires, Jean-Philippe, personal communication by email, September 15, 2011

37

APPENDIX

38

Table A-1. Fuel Specifications for TS-1 and RT Compared to JP-8/Jet A-11
JP8/JetA1

Property

ASTMMethod

min.

max.

GOSTMethod

TS1 (firstgrade)
min.

max.
2

RT
min.

max.
2

Totalacidnumber(mgKOH/g)
D3242
0.015
5985
0.7
0.2 0.7
Aromatics(vol%)
D1319
25.0
52063(6994)
20(22)
20(22)
3
Sulfur,Mercaptan(mass%)
D3227
0.002
17323
0.003
0.003
Sulfur,Total(mass%)
D4294 etal
0.30
19121
0.25
0.1
Distillation
2177
D86
150
InitialBoilingPoint(C)
135

155
Report
165
10%Recovery(C)

175
|205

20%Recovery(C)

Report
195
50%Recovery(C)

225
Report

230
90%Recovery(C)

270
Report
250
98%Recovery(C)(TS1)

280

FinalBoilingPoint(C)

|300
1.5
Residue(vol%)

1.5
|1.5
|1.5
1.5
Loss(vol%)

1.5

4
4
FlashPoint(C)
D56,D3828
38.0
6356
28
28

Density(kg/L@15C)
D4052etal
0.775
0.840

3900
Density(kg/L@20C)(TS1)

0.775
0.775

FreezingPoint(C)
D2386etal

47

6,7
6,7
55
Chillingtemperature(C)

5066

60
2
8.0
Viscosity(mm /s@20C)

33
D445
2

Viscosity(mm /s@20C)
1.25

1.25

NetHeatofCombustion(MJ/kg)
D3338etal
42.8
11065
42.9
43.12
CetaneIndex(calculated)
D976etal
Report

HydrogenContent(mass%)
D3701etal
13.4

SmokePoint(mm)
D1322
25.0
4338
25
25
4
Naphthalenes(vol%)
D1840
3.0
17749
1.5
ThermalStability(JFTOT@260C

Changeinpressuredrop
D3241

25

Depositrating
<3
Existentgum(mg/100mL)
D381
7.0
1567
5
4
ParticulateMatter(mg/L)
D5452etal
1.0

FiltrationTime(minutes)
D83133/AppB
15

WaterSeparationIndex(rating)
D3948etal
70

AshQuantity(mass%)
1461
0.003
0.003
Resins(mg/100mL)

5
th
Notes:1.Cautionshouldbeusedincomparisonofmethodsandvalues:readerisadvisedtorefertoSection8ofIATAGuidanceMaterialforAviationTurbineFuels(6 ed.)
3
2.UnitsforGOSTspecificationare[mgKOH/100cm ];acidnumberforTS1andRTwouldmeetASTMspecificationifconvertedto[mgKOH/g]
3.Mercaptansulfur:0.003maxforJetA1
4.CellshighlightedinyellowdontmeetJP8/JetA1specificationrequirements
5.GOST10227(latestrevision)liststwogradesforTS1:PremiumGradeandFirstGrade;FirstGradeisthemorewidelyavailableatmajorairports.
6.GOST10227allows a -50oC freeze point in some climatic regions.
7.GOST5066chillingtemperatureisapproximately3ClowerthanASTMD2386.

39