Fuel - Certified fuels and additives for Airbus

aircrafts

ATA: 28-00 FIN: N/A Ref: 28.00.00040

A/C Type: A300 A/C Serie: Topic: General First Issue 04-OCT-
A300-600 Information Date: 2004
A310
A318
A319
A320
A321
A330
A340
A350
A380
Part Number: N/A Last 11-JUL-
Publication 2018
Date:
Supplier: N/A
Linked ISI Linked
Articles: 28.00.00025 Documentation:

Old Wise Ref:

eng-4072

Engineering Support
First Issue Date: 04-OCT-2004
Model: Last Publication Date: 11-JUL-2018
Manufacturer:

Table of Contents
I. Background page.2

II. General Information on Kerosene Type Fuels page.2

III. Fuel Quality Assurance page.3

IV. Specific Specifications page.5

V. Additives page.5

VI. Fuels Mixtures page.6

VII. List of Specifications page.7

Background:

Certified fuels for use on Airbus aircrafts are found in FM 2.04 for A300/310/306, and in
Limitations 28 FUEL chapter for A318/319/320/321, A330/340 & A380. Approved fuels for
use on Airbus aircrafts are those that have been certified for use on the airframe, engine
and APU.

The list of certified fuels and additives is given in the Consumable Material List (section S01
- Fuels).

The CML listing of aviation turbine fuels is the Airbus reference list identifying all approved
fuels for use on all Airbus aircraft. It is developed from certification documents. It is
referenced in Airbus TCDS (Type Certificate Data Sheets), Flight Manuals (FM) and Flight
Crew Operation Manuals (FCOM).

The listing of fuels in the CML has developed over time and the classification of aviation
turbine fuels required rationalisation. For example some Russian fuels were classified under
Russian Fuels and others under USA & Europe; there was a separate classification for
Romanian fuels rather than inclusion under USA and Europe.

The regional differences between different Kerosene fuels is minimal and not necessarily
indicative of what fuel could be uploaded in a particular region since the global petroleum
industry use the European DEF STAN 91-91and USA ASTM D1655 specifications as
references for global trading and supply of aviation Kerosene.

There are two basic types of aviation turbine fuel approved for use on Airbus aircraft;
Kerosene type fuels, such as Jet-A1 and TS1, and Wide-Cut type fuels, such as Jet-B and JP4.

The distinction between the two fuel types is related to their distillation limits. Kerosene type
fuels typically have a distillation boiling range of approximately 150ºC and 290ºC; Wide-Cut
fuels typically have a wider distillation boiling range of approximately 60ºC and 260ºC
(hence the name).

Kerosene and Wide-Cut also have different properties such as; Flash Point, Freezing Point,
Density, Vapour Pressure. These differences impose different limitations on the aircraft’s
operational envelope for example gravity feeding, cold and hot temperature operations.

Prior to 2000 all Airbus aircraft were certified to fly with both Kerosene and Wide-Cut fuels
but due to the very limited availability of Wide-Cut fuels (northern Canada and Alaska) recent
engines and airframes have only be certified to use Kerosene type fuels which has helped
optimise their design, improving the overall aircraft performance.

General Information on Kerosene Type Fuels:

a) Kerosene Production Materials

Kerosene type fuels were traditionally manufactured only from crude oil
sources. Today some specifications (e.g. ASTM D1655, DEF STAN 91-91),
permit the use of other sources, such as coal, natural gas, vegetable oils and
animal fats, sugar, domestic waste. However, whatever the source material is,
the final product must meet all the specification requirements. (Jet A / Jet-A1
 fuel produced from vegetable oils and animal fats, sugar, domestic waste are
sometimes called “biofuels”).

Most fuel is still produced from crude oil sources the main exceptions being in
Qatar where Natural gas is the principle raw material for up to 50% of
production and South Africa where coal is the principle raw material for up to
50% of production.

b) Global trading and distribution of Kerosene

When Jet-A1 fuel is transported and traded around the world the petroleum
industry Joint Inspection Group (JIG) standard: Aviation Fuel Quality
Requirements for Jointly Operated Systems (AFQRJOS) is used.
The AFQRJOS for Jet-A1 embodies the requirements of the following two
specifications:

a) British Ministry of Defence Standard DEF STAN 91-91/Issue 7

Amendment 3, 02 February 2015 for Turbine Fuel, Kerosene Type, Jet-
A1, NATO Code F-35, Joint Service Designation: AVTUR.
b) ASTM Standard Specification D 1655-15 for Aviation Turbine Fuels "Jet
A-1"

Jet A1 fuel that meets the AFQRJOS is usually referred to as "Jet-A1 to Check
List" or "Check List Jet-A1" and, by definition, generally, meets the
requirements of both of the above specifications.

Fuel Quality Assurance:

It is the aircraft operator’s responsibility to ensure that any fuel uplifted conforms to the fuel
specifications certified by the aircraft and engine manufacturers and that any limitations
applicable to the fuel are applied. Below is some information on key internationally accepted
documents and organisations that related to fuel quality assurance:

a) The ICAO manual Doc 9977 AN/489 Manual on Civil Aviation Jet Fuel
Supply, provides guidance on internationally accepted petroleum and aviation
industry fuel practices to ensure fuel quality. The aim of the manual is to inform
the aviation and petroleum industries around the world about the existence of
internationally-accepted petroleum and aviation industry fuel practices and to
reinforce the need for compliance. The manual acts as a 'signpost' document,
summarizing and directing readers to relevant industry policies, standards and
procedures (PSPs) that cover all matters related to aviation fuel quality control,
operations and training across the entire supply and distribution system, from the
refinery to aircraft refuelling.

b) EI 1550 Handbook on equipment used for the maintenance and delivery of

clean aviation fuel. This document describes how to maintain aviation fuel
cleanliness from the point of fuel certification to into-plane delivery. It is a
reference document sited in the ICAO manual Doc. 9977 AN/489.
c) The IATA Fuel Quality Pool (IFQP) is a group of airlines that actively share
fuel inspection reports and workload at locations worldwide. In addition to the
promotion of fuel quality results, the sharing of inspection reports by the pool
member airlines has demonstrated significant bottom line savings for the
participants, which are being achieved whilst in full compliance with regulatory
requirements concerning airlines' provision of quality control and management
oversight of airport fuelling services (EU-OPS and FAR 121.373). In
collaboration with the IFQP committee and steering group, IATA is providing
and manages the following services: organization, finance, promotion campaign,
annual event, training and accreditation of inspectors, annual allocation of
stations based on the airports served by airline IFQP members, maintenance of a
restricted website and participation to IFQP worldwide missions.

In June 2015 IFQP had over 100 active member airlines, 26 associated airlines
and 17 passive airline members. IATA works very closely with JIG and
endorses some JIG standards.

d) The Joint Inspection Group (JIG) is a leading internationally recognised

forum where experts in all aspects of the aviation fuel supply industry come
together to establish and enhance standards for the safe handling and quality
control of aviation fuels globally, and that those standards are recognised and
endorsed by all parties with a stake in the industry.

The Standards which JIG maintains are:

i. JIG 1 – Aviation Fuel Quality Control and
Operating Standards for Into-Plane Fuelling
Services
ii. JIG 2- Aviation Fuel Quality Control and Operating
Standards for Airport Depots.
iii. JIG 4 – Aviation Fuel Quality Control and
Operating Standards for Smaller Airports.
JIG has developed an inspection system whereby each facility is audited
annually by a highly trained inspector. These inspections provide assurance that
the facilities are operated in accordance with the JIG Standards and that fuel
quality checks, equipment inspections and maintenance is carried out in line
with the Standards, and that any remedial actions are quickly followed up and
closed out.
JIG’s primary purpose is “to ensure that the standards for aviation fuel
handling and quality control and aircraft refuelling operations ensure safe and
reliable operations, are continuously updated taking into account developments
in technology and lessons learned, and that they are rigorously followed at JIG
operations around the world.”
In June 2015 the JIG standards are applied at about 180 of the world’s major
airports where there are shared fuel storage and handling facilities.. JIG
Standards are also applied at many of the member companies own operations,
typically the smaller regional airports where the facilities are not shared, and
used as a reference by many other airport operators. As a result some 2500
locations around the world work to the JIG Standards with the result that
 approximately 40% of the world’s aviation fuel is supplied through facilities
operating to the JIG.

e) ATA 103 Standard for Jet Fuel Quality Control at Airports, produced by
Airlines for America, provides guidance for the safe storage and distribution of
jet fuel at airports as currently practiced in the commercial aviation industry in
the USA.

Specific Specifications:

Czech F-34: "F-34" specification is simply the NATO code number for BP Military Jet A1
fuel. BP Military Jet A1 fuel conforms to all BP Civil Jet A1 technical specifications and
additionally conforms to UK Def Stan 91-87, US MIL-T-83133 (JP-8). BP Military Jet A1
additionally contains static dissipator additive, corrosion inhibitor and fuel system icing
inhibitor. The Czech fuel is covered by similarity to JP8 and therefore no change to the Airbus
documentation is required.

It is Airbus recommendation for the operator to always contact the engine and APU
manufacturer for any operational limitation related to the use of a fuel type.

Additives:

The remark reported in the CML "to be used with anti-static and anti-ice additives if needed"
means that some additives may be needed in order to make the fuel properties fall inside the
specification limits. The fuel supplier is responsible for providing the qualified fuel thus
adding the appropriate additive in order to respect the specifications. This is often the case, for
instance, of anti-static additives for fuel TS-1.

Some other additives may also be needed depending on the specific operating conditions. In
this case, it's the a/c operator that is responsible of choosing the admitted additive by referring
to the appropriate specifications (national and engine's). TS-1 fuel suppliers need to comply
with the GOST 10227-86 specifications. It means that if, after the refining process, fuel
conductivity is not respecting the GOST specifications then the supplier needs to add an anti-
static additive.

Use of additives Additives are controlled by the following specifications:

COUNTR
REF TITLE
Y
MIL-PRF-25017 USA Qualified Products List QPL 25017
Fuel Soluble Lubricity Improving Additives for Aviation
DEF STAN 68-251 UK
Turbine Fuels
GOST 10227-86 Russia Jetfuels Specifications

In general, country specifications indicate if the addition of each additive in the fuel is
optional (it may be added by the fuel manufacturer without consulting customer), required (it
shall be added with the quantities indicated in the specifications) or under agreement between
the fuel supplier and the customer.

It is not necessary to add an FSII (Fuel System Ice Inhibitor) on aircraft without scavenge
system. Indeed, experience reported by other airline companies showed that there is no
concern in operating without an anti-ice additive. There is no OAT threshold for using anti-ice
additives on Airbus aircraft.

However, Airbus suggests operators contact other airlines operating on the same regions for
their operational feedback. There is no impact on the fuel system operation when fuel with
and without anti-ice additives are mixed, as long as the anti-ice has been mixed correctly with
either or both fuels. Ethylene glycol monoethylether is an approved anti-ice additive for
Russian TS1 (similar to di-EGME, DI-Ethylene glycol monoethylether).

Some airlines are also using I/M which is equivalent to a western type FSII.

Fuel Mixtures:

There are no specific restrictions on fuel mixtures, provided the fuels are listed in the AFM
2.04 section. However Airbus recommends where possible to minimise any mixing by
transferring any residual fuel either in to one tank or in to the smaller tanks. Airbus also gives
recommendations to operators as to the estimation of the mixture freezing point. Please, refer
to Airbus booklet "Cold Weather Operations", Dec. 2002.

The current practice for estimating a mixture freezing point is to consider the worst case, i.e.
to consider as the freezing point of the final mixture the highest one between the starting
freezing points.
List of specifications:

CML Application Cat. Effectivity Specification Grade(s) Comment

Code (Property & Usage)
01ABA1 Kerosene B ALL Always consult the aircraft Flight
Manual and engine manufacturers
documentation for specific aircraft
limitations
ASTM D1655 Jet-A & Jet- A1 Only latest issues are valid. Older
DEF STAN 91-91 AVTUR (Jet-A1) versions should no longer be used.
DEF STAN 91-87 AVTUR/FSII (Jet-A1/FSII) ASTM D1655 JET A fuel may be
DEF STAN 91-86 AVCAT/FSII used with the military additives
DCSEA 134 D Jet-A1 defined for MIL-DTL-83133 JP8 &
DCSEA 144 D High Flash Point Kerosene JP8+100 conforming to NATO
code F24.
GB 6537-2006 No 3 Jet
GOST R 52050-2006 Jet-A1
Only the specific versions identified
GOST 10227-86 revision 2009 RT & TS-1
here are valid any new version must
GSTU 320.00149943.007-97 RT
be assessed, certified and the CML
GSTU 320.00149943.011-99 TS-1
amended before it may be used.
MIL-DTL-83133-H JP8 & JP8+100
MIL-DTL-5624-U JP5
01ABC1 Wide-Cut B A300 / A310 / Always consult the aircraft Flight
A300-600 / Manual and engine manufacturers
A318 / A319 / documentation for specific aircraft
A320 / A321 / limitations
A330 / A340
ASTM D6615 Jet-B Only latest issues are valid. Older
DEF STAN 91-88 AVTAG/FSII versions should no longer be used.
MIL-DTL-5624-U JP4 Only the specific version identified
here is valid any new version must
be assessed, certified and the CML
amended before it may be used.
 Survey for the Engineering Support section

© Airbus SAS, 2018. All rights reserved. Confidential and proprietary document.The technical information
provided in this article is for convenience and information purposes only. It shall in no case replace the
official Airbus technical or Flight Operations data which shall remain the sole basis for aircraft
maintenance and operation. These recommendations and information do not constitute a contractual
commitment, warranty or guarantee whatsoever. They shall not supersede the Airbus technical nor
operational documentation; should any deviation appear between this article and the Airbus or airline's
official manuals, the operator must ensure to cover it with the appropriate document such as TA, FCD,
RDAS. Access to WISE is supplied by Airbus under the express condition that Airbus hereby disclaims any
and all liability for the use made by the user of the information contained in WISE. It shall be used for
the user's own purposes only and shall not be reproduced or disclosed to any third party without the
prior consent of Airbus.