Preliminary Requirements

Safety Requirements

WARNING

IT IS THE RESPONSIBILITY OF THE OPERATOR TO OBTAIN AND OBSERVE THE MANUFACTURERS MATERIAL SAFETY DATA SHEETS FOR CONSUMABLE MATERIALS INFORMATION SUCH AS, HAZARDOUS INGREDIENTS, PHYSICAL/CHEMICAL CHARACTERISTICS, FIRE, EXPLOSION, REACTIVITY, HEALTH HAZARD DATA, PRECAUTIONS FOR SAFE HANDLING, USE AND CONTROL MEASURES AND ALSO TO TAKE LOCAL REGULATIONS INTO CONSIDERATION.

Procedure

1. Part I - SUBTASK 70-04-01-650-001 Minimum Property Requirements

   1. The fuel properties specified in Table provide an envelope of the minimum requirements, that are acceptable for use in the V2500. These fuel properties address engine requirements only. This bulletin is not intended or suitable for direct use as a purchase specification for the procurement of fuel by V2500 operators. Rather, it is intended to permit V2500 operators to include minimum approved fuel requirements for the V2500 engine, in conjunction with other functional requirements, when formulating their own jet fuel specification. Further, it is to provide assistance in judging the acceptability of jet fuels, manufactured to other specifications, that exist throughout the world.

   2. Technical requirements: Tests must be performed, insofar as practicable, in accordance with the latest issue of the listed ASTM International test methods.

   3. Quality.

      1. The fuel must consist solely of petroleum-derived hydrocarbon compounds, except as otherwise specified herein. The fuel must be visibly free from water, sediment and suspended matter, and must be visibly suitable for use in aircraft turbine engines.

      2. The odor of the fuel must not be nauseating or irritating. No substances of known dangerous toxicity, under the usual conditions of handling and use shall be present.

      3. Fuel containing dissolved metals is not fit for purpose.

   4. Properties.

      Table 1. Fuel Minimum Property Requirements

      Properties	Units	Limits	Limits	ASTM Test Method
      		Min	Max	(Equivalent IP methods may be used)
      Acidity, Total,	mg KOH/g		0.10	D3242
      Gravity at 15° C (60° F)	° API	37	57	D287
      Density at 15° C (60° F)	kg/L	0.775	0.840	D1298 or D4052
      Distillation Temperature
      10% Recovered	° C (° F)		205° C (401° F)	D86 (Note 1) or D2887 (Note 2)
      50% Recovered	° C (° F)		Report
      90% Recovered	° C (° F)		Report
      End Point	° C (° F)		300° C (572° F)
      Loss	%		1.5
      Residue	%		1.5
      Total Sulfur	weight %		0.30	D1266, D2622, D4294 or D5453
      Mercaptan Sulfur	weight %		0.005	D3227 or
      (Only one of these two tests must be performed.)	None	Negative	Negative	4952 (Doctor Test)
      Net Heat of Combustion	MJ/kg (BTU/lb)	42.8 (18,400)		D4529, D4809, D3338
      Freezing Point	°° C (°° F)		-40 ° C (-40 ° F) (Note 3)	D5972, D7153, D7154 or D2386
      Reid Vapor Pressure	kPa (psi)		21 (3)	D323
      Aromatics	Volume %		25	D1319 (Note 4), or D8267
      Or
      Aromatics	Volume %		26.5	D6379
      Combustion Properties (One of the following requirements must be met)
      (1) Smoke Point	mm	25		D1322 or
      (2) Smoke Point and	mm	18		D1322, D1840
      Naphthalenes	Vol%		3
      Copper Strip Corrosion 2 hours at 100° C (212° F)	None		No. 1	D130
      Viscosity at -20.0° C (-4° F)	cSt		8.5	D445
      Existent Gum	mg/100mL		7	D381
      Particulate Matter	mg/L			D2276 or D5452
      Notification and investigation		0.2	1.0
      Rejection			> 1.0
      Thermal Stability
      Filter Differential Pressure	mm Hg		25	D3241
      Visual Tube Deposit Rating	None		< 3	(Annex A1 VTR color Code)
      				(Annex A2 ITR or Annex A3
      		Or	85	ETR mm average over area of 2.5 mm2

      NOTE

      Note 1: D86 distillation of jet fuel is run at Group 4 conditions, except Group 3 condenser temperature is used.

      NOTE

      Note 2: D2887 results shall be converted to estimated D86 results by application of the correlation in Appendix X5 on Correlation for Jet and Diesel Fuel in Test Method D2887. Distillation residue and loss limits provide control of the distillation process during the use of Test Method D86. They do not apply in performance of Test Method D2887. Distillation residue and loss shall be reported as "not applicable" (N/A) when reporting D2887 results.

      NOTE

      Note 3: Requirements for Freezing Point shall be determined by the user and shall appear on all purchase orders for the selected fuel. The fuel Freezing Point shall be no higher (warmer) than the limit shown in the table. The Freezing Point as measured by ASTM D5972, D7153, D7154, or D2386, shall be at least 3°°C (5.4°°F) below the minimum engine fuel inlet temperature.

      NOTE

      Note 4: Only batches of the Fluorescent Indicator Dyed Gel with lot numbers other than 3000000975 thru 3000000980 are suitable for use in ASTM D1319 or IP156 when testing aviation turbine fuel.

      NOTE

      Deleted.

2. Part II - SUBTASK 70-04-01-650-004 Fuels Conforming to Minimum Property Requirements

   1. The fuels given in Table comply with the minimum requirements for approved fuels (see Step) for use in the listed IAE gas turbine flight engines. Only the revision numbers noted have been shown to conform. Changes to the specifications require review and consensus by IAE. Freezing point, as measured by ASTM D2386, must be equal to or below the minimum engine fuel inlet temperature.

      Table 2. Fuels specifications conforming to Minimum Property Requirements for Use in the V2500 Engine

      CoMat No.	Fuel Type	Grade Designation	Specification	Revision	Issuing Agency
      11-001	Kerosene	Jet A/A-1	D1655	Latest	ASTM
      	Kerosene	Jet A-1	D1655 / Defence Standard 91-091	Latest	ASTM / Ministry of Defence
      	Sasol Semi- synthetic	Jet A-1	D1655 / Defence Standard 91-091	Latest	ASTM / Ministry of Defence
      	Sasol Synthetic Fischer- Tropsch	Jet A-1	D1655 / Defence Standard 91-091	Latest	ASTM / Ministry of Defence
      	Kerosene	Jet A/A-1	D7566 - Re-certified as D1655	Latest	ASTM
      11-002	Wide cut	Jet B	D6615	Latest	ASTM
      11-028	Kerosene	JP-8/JP-8+100 NATO F-34/F-35/F-37	MIL-DTL-83133	Latest	U.S. Military
      	Kerosene	NATO F-24*(1)	NATO AFLP- 3747	Latest	NATO
      	Kerosene	NATO F-27*(2)	NATO AFLP- 3747	Latest	NATO
      *(1) Jet A containing corrosion inhibitor/lubricity improver, static disipator additive, and fuel system icing inhibitor *(2) Jet A containing corrosion inhibitor/lubricity improver, static disipator additive, fuel system icing inhibitor and thermal stability improver (+100 additive)
      11-027	Kerosene	JP-5/NATO F-44	MIL-DTL-5624	Latest	U.S. Military
      11-003	Wide cut	JP-4/NATO F-40	MIL-DTL-5624	Latest	U.S. Military
      	Kerosene	Ukrainian RT	GSTU 320.00149943	007-97	Ukrainian State Committee of Standardization
      	Kerosene	Russian Jet A-1	GOST R 52050	06	Russian State Standard Committee
      11-029	Kerosene	Russian RT	GOST 10227	86	Russian State Standard Committee
      11-030	Kerosene	Peoples Republic of China No.3 Jet Fuel	GB 6537	2018	PRC National Technology Supervisory Bureau

      NOTE

      Fuel only and only additives listed in this V2500 Standard Practices Manual Task 70-04-01-650-501.

   2. IAE cannot guarantee that any particular batch of fuel conforms to the specification to which it was sold. It is the operator's responsibility to ensure that each shipment of fuel conforms to the minimum requirements of this standard practice. A certificate of analysis confirming compliance to all requirements shown in Table must accompany each shipment of fuel.

   3. The fuel specifications listed in Table comply with the minimum property requirements in Table for approved fuels for use in the listed IAE gas turbine flight engines. Only the revision numbers noted have been shown to conform. Changes to the specifications require review and consensus by IAE. Table only addresses fuels that have been found to conform to Table requirements. Refer to Part III for a complete list of additives approved for use in IAE engines.

   4. An acceptable fuel or any mixture of acceptable fuels may be used. However, changing to a fuel with a substantially different heating value or gravity may require maintenance in the form of engine fuel control (trimmer) adjustment.

   5. Extensive operation on low lubricity fuel can result in accelerated engine fuel pump wear. Rapid fuel pump wear must be considered as an indication of low lubricity fuel and dictate a change of fuel or the addition of a lubricity improver. See Step.

   6. TS-1 (TC-1) Grade fuel conforming to Russian GOST 10227-86, Amendments 1 through 6 is approved for use. Approval includes a requirement for a GOST P52954-2013 or ASTM D3241 Visual Rating of less than three and a differential pressure rating of 25 mm Hg maximum as called in Amendment 4.

   7. Ukrainian GSTU 320.00149943.011-99 TS-1 with a Table, GOST 11802, thermal oxidative stability sediment value of no greater than 12 mg/100 cm3 or an ASTM D3241 or GOST P52954-2008 Visual Tube Deposit Rating less than three and differential pressure rating of 25 mm Hg maximum, is approved for continuous use.

   8. Sasol Semi-synthetic and Sasol Synthetic Fischer-Tropsch fuels conforming to Defence Standard 91-091 and ASTM D1655 are approved for use. Defense Standard 91-091, Annex D "Additional Requirements Applicable to Fuels Containing Synthetic Components" mandates additional requirements for fuels containing synthetic components. ASTM D1655, Annex A1, "Fuels From Non-Conventional Sources" approves Sasol Semi-synthetic and Sasol Synthetic fuel by reference to Defense standard 91-091.

3. Part III - SUBTASK 70-04-01-650-002 Additives Approved for Continuous Use

   1. NOTE

      Approval of each listed additive applies only to the formulation submitted for testing. Any modification to the additive formulation since the date of approval must be reported to IAE and is subject to re-approval based on ASTM D4054 "Standard Practice for Qualification and Approval of New Aviation Turbine Fuels and Fuel Additives". In addition, to each additive listed below, additives listed in ASTM D1655, latest issue are acceptable for use unless expressly prohibited in this service bulletin or by other FAA approved manufacturer correspondence.

      Antioxidants may be added to jet fuels after manufacture to prevent the formation of gums and peroxides during storage. Antioxidants are required in some fuels, most notably those that contain blending stocks that have been hydrotreated. In other fuels, the addition of antioxidant is at the option of the supplier. The following antioxidant formulations are approved at concentrations not to exceed 24 milligrams of active ingredient per liter of fuel.

      Table 3. Approved Antioxidant Additives

      CoMat No.	ADDITIVE FORMULATION
      11-031	2, 6-DITERTIARY - BUTYLPHENOL
      11-031A	2, 6-DITERTIARY - BUTYL -4- METHYLPHENOL (aka BUTYLATED HYDROXYTOLUENE (BHT))
      11-031B	2, 4-DIMETHYL -6- TERTIARY- BUTYLPHENOL
      11-031C	75% MINIMUM 2, 6 - DITERTIARY - BUTYLPHENOL AND 25% MAXIMUM TERTIARY - BUTYLPHENOLS AND TRITERTIARY - BUTYLPHENOLS
      11-031D	55% MINIMUM 2, 4 - DIMETHYL- 6 - TERTIARY - BUTYLPHENOL AND 15% MINIMUM 2, 6 - DITERTIARY - BUTYL -4- METHYLPHENOL AND 30% MAXIMUM MIXED METHYL AND DIMETHYL TERTIARY BUTYLPHENOLS
      11-031E	72% MINIMUM 2, 4 - DIMETHYL- 6 - TERTIARY - BUTYLPHENOL AND 28% MAXIMUM TERTIARY - BUTYL METHYLPHENOLS AND TERTIARY - BUTYL DIMETHYLPHENOLS

   2. Corrosion inhibitor/lubricity improver: The lubricating properties of jet fuels are important because they prevent wear or seizure of rubbing surfaces such as, engine controls, servo valves, pump bearings, and gear and piston type pumps. The lubricating properties of fuels can be improved by adding an approved corrosion inhibitor/lubricity improver. Corrosion inhibitor/lubricity improvers approved for use are those shown in ASTM D1655, Table.

   3. Thermal stability improver additives:

      1. The following thermal stability additives have been shown to improve jet fuel thermal stability and reduce fuel nozzle coking. The operator shall report to IAE prior to use of any of the listed thermal stability additives. The intent of the report is to ensure that the operator is aware of the potential impact on water separators at bulk fuel storage facilities. The operator is responsible for working with the supplier to blend the thermal stability additive downstream of water separators so as not to disarm the coalesce filters.

      2. GE-Betz formulations shown below are approved for use in any of the available product forms. The products are identical, except that Turboline FS100 is diluted.

         Table 4. Approved Thermal Stability Additives (With Antioxidant, Deactivator, and Dispersant)

         CoMat No.	ADDITIVE	EFFECTIVE CONCENTRATION
         		MINIMUM	MAXIMUM
         11-032	Aeroshell Performance Additive 101	256 mg/L	300 mg/L
         11-032A	Spec Aid 8Q462	256 mg/L	300 mg/L
         	SpecAid 8Q462W (winterized)	256 mg/L	300 mg/L
         11-032B	Turboline FS100	533 mg/L	625 mg/L
         11-032C	Turboline FS100- Concentrate	256 mg/L	300 mg/L

   4. Metal Deactivator Additive (MDA): Some trace metals, such as Copper, Cadmium, Iron, Cobalt and Zinc, can act as catalysts to promote the auto-oxidation process in fuels. This process leads to the formation of deposits, gum and coke within fuel systems. MDA binds to metal atoms and metal surfaces to mitigate catalytic oxidation. MDA may be added to fuel to counteract the effects of metals known to be deleterious to thermal stability. Where metallic contamination is unproven, such as in recovery from processing upsets, MDA may be used to improve thermal stability. At the point of manufacture, MDA may be added to improve thermal oxidative stability subject to the limitations called out in the latest revision of ASTM D1655.

      Table 5. Approved Metal Deactivator Additive

      CoMat No.	ADDITIVE	CONCENTRATION (MAXIMUM)
      11-033	N, N - propane-diamine disalicylidene - 1,2	5.7 mg/L, Max.

   5. Fuel system icing inhibitor: Fuel system icing inhibitors (FSII) have been found to be highly effective in preventing ice from forming due to free and dissolved water in jet fuel. FSII acts as an antifreeze. FSII combines with free water to form an azeotropic mixture with a lower freeze point. In addition, FSII is a biostat that controls and regulates microorganism growth at the fuel/water interface. The following FSII additives are approved:

      Table 6. Approved FSII Additives

      CoMat No.	ADDITIVE	MAXIMUM CONCENTRATION
      11-034	Diethylene Glycol Monomethyl Ether (DiEGME) conforming to MIL-DTL-85470 or ASTM D4171 Type III	0.15% Volume Maximum.
      11-034A	Russian Fluid I (Ethylene Glycol Monoethyl Ether) conforming to GOST 8313	0.30% Volume Maximum.
      11-034B	Russian Fluid IM (50/50 blend of Fluid I) with Methanol (a mixture of GOST 8313 and GOST 2222 in equal parts by weight conforming to TU6-10-1458)	0.30% Volume Maximum.

   6. Static dissipator additives: The ability of a fuel to dissipate an electrical charge generated during pumping and filtering operations is controlled by its electrical conductivity. Some fuels such as, JP-4 and JP-8 require that static dissipator additive (electrical conductivity improver) be added for safety considerations. If required, static dissipator additive may be added to fuels in sufficient concentration to increase electrical conductivity to a range of 50 to 600 picosiemens/meter (pS/m) at the point of injection. The point of injection of the additive shall be determined by agreement between the purchasing authority and the supplier.

      The following static dissipator additives are approved as given in Table.

      Table 7. Approved Static Dissipator Additives

      CoMat No.	ADDITIVE	MAXIMUM CONCENTRATION
      11-019	Innospec Stadis 450
      11-035	Russian Additive "Sigbol"
      11-041	Afton AvGuard SDA

      1. On initial blending, concentration is 3 mg/L.

      2. After field reblending, cumulative concentration is 5 mg/L.

      3. If the additive concentration is unknown at time of retreatment, additional concentration is restricted to 2 mg/L.

4. Part IV - SUBTASK 70-04-01-650-003 Additives Approved for Intermittent Use

   NOTE

   The following additives are not approved for continuous use. However, these additives may be used for various reasons in relation to handling or storing jet fuel in ground or airframe systems.

   1. Approved For Flight Use - Residuals of following additives are approved for restricted flight use in all IAE engines including in this standard procedure, subject to limitations stated below.

      1. Biocide additive: Fuel tank maintenance practices, as specified by the airframe manufacturer, are of prime importance in the control of microbial growth. However, many other factors such as climate, aircraft design, route structure and utilization also affect microbial growth, so occasional use of a biocide may be required.

      2. Biocide is added at the aircraft level because adding into land based fuel storage tanks would require agreement from end user of the tank. It is important that use of a biocide conforms to the guidance provided in ASTM D1655 "Standard Specification For Aviation Turbine Fuels" Appendix XI.12.5 "Mircobial Contamination".

         NOTE

         Fuel system filters can become contaminated following use of a biocide additive if the dosage interval is too long and too much microbiological contamination has been allowed to accumulate. To avoid this, IAE recommends using a dosage interval that is short enough to prevent significant accumulation of microbial organisms. If significant contamination is suspected, operators should draw and test a sample of fuel to ensure it is free of suspended matter.

         Table 8. Biocide Additives Approved for Flight Use

         CoMat No.	BIOCIDE ADDITIVES	MAXIMUM CONCENTRATION
         11-021	Biobor JF	270 parts/million by weight Max
         11-021A	Kathon FP 1.5	100 parts/million by volume Max

      3. Leak check additive for airport fuel distribution systems:

         1. Occasional use of a leak check additive may be required by local airport and/or environmental authorities. The leak check additive listed below may be used when it has been added to the fuel for the express purpose of detecting leaks in airport fuel distribution systems.

            Table 9. Leak Check Additive

            CoMat No.	LEAK CHECK ADDITIVE	MAXIMUM CONCENTRATION
            11-036	Tracer A (LDTA-A)	1 mg/kg Max

      4. Leak Check Additives - Aircraft Fuel Systems: Leak check dye is periodically used to check the aircraft fuel system for leaks. The following dye is approved for the purpose of static or in-flight leak test detection. Following a static or in-flight leak test, an aircraft may be flown with the residual dyed fuel. The residual dyed fuel must not exceed a maximum yellow dye concentration of 120 milligrams per liter (1.6 ounces per 100 gallons).

         MIL-D-81298, Type II Yellow Dye

   2. Not approved for flight use - residuals of the following additives are not approved for flight use. These additives are used for test cell operations or for performing maintenance of aircraft systems, and are approved for non-flight use, subject to limitations stated below. After use of the additive for its intended purpose, the fuel system should be drained and refilled with fresh clean fuel.

      1. Anti-smoke additives: The following additives may be used only in post overhaul test cell operation of engines for a maximum of five hours duration. They are not approved for flight use.

         Table 10. Anti-Smoke Additives Approved for Non-Flight Use

         CoMat No.	ANTI-SMOKE ADDITIVES	MAXIMUM CONCENTRATION
         11-037	Hitec 3000	0.10 percent Volume
         11-023	Nuchem TA-104	0.10 percent Volume
         11-024	Apollo DGT-2	0.10 percent Volume

      2. Preservation Fluids

         1. The following preservation fluids are approved:

            Table 11. Lubricating/Preservation Oil Additives Approved for Non-Flight Use

            CoMat No.	DYE ADDITIVES
            11-040	MIL-PRF-6081, Grade 1005
            11-042	MIL-PRF-6081, Grade 1010 (PMC 9852)
            11-040a	Shell Pella Oil, 61906
            11-039	Witco Golden Bear Conforming to MIL-PRF-38299

      3. Purging Fluid.

         1. The following purging fluids are approved:

            1. MIL-PRF-38299 Fluid, Purging, for Preserving Fuel Tanks of Jet Aircraft.

               NOTE

               Chevron Phillips Soltrol 220 Isoparaffin is approved for use as a purging fluid provided it is supplied with documentation from Chevron Phillips stating that it contains antioxidant and electrical conductivity additives and that it conforms to MIL-PRF-38299D.

      4. Calibration Fluids

         Table 12. Calibration Fluid Additive Approved for Non-Flight Use

         CoMat No.	CALIBRATION FLUID ADDITIVE
         10-069	MIL-PRF-7024 Type II

      5. Leak Check Fluids.

         1. The following leak check fluids are approved provided they contain an antioxidant:

            1. Garosolve A100

            2. ExxonMobil Exxsol D100

            3. Soltrol 220 conforming to MIL-PRF-38299D

5. Part V - SUBTASK 70-04-01-650-005 Emergency Fuels

   1. Operation of the V2500 gas turbine engine on fuels that do not comply with the minimum requirements for approved fuels is not recommended. Refer to Step. However, other fuels may be considered acceptable for limited use on an emergency basis with certain restrictions and precautions. Generally, the problems most commonly associated with the use of fuels that do not conform to jet fuel specifications are as follows:

      1. Harmful effects of additives containing lead and phosphorus on hot section alloys.

      2. Relatively poor lubricating properties of gasoline fuels with respect to the premature wear of pumps and servos.

      3. High vapor pressure of gasoline fuels result in the potential of fuel boiling and pump cavitation, as well as the need for precautionary procedures during fueling and defueling.

      4. Heavier fuels, such as lamp, diesel, and heating oils have higher viscosities and freezing points that could make them unsuitable for use under cold weather conditions or in sustained high altitude operation.

   2. Because of the wide variation in physical and chemical properties, dilution rates, and circumstances under which a non-specification fuel might be considered for emergency use, IAE should be consulted for guidance on a case by case basis.

6. Part VI - SUBTASK 70-04-01-650-006 Emergency Limits for Jet Fuel Contamination

   1. Recommended limits for emergency use of aviation turbine fuel contaminated with red dye.

      1. "Emergency" is defined as an event whereby dye - contaminated fuel greater than 0.14 pounds per 1,000 barrels (0.41 milligrams per liter) has gotten into that part of the airport distribution system where it cannot be segregated or isolated for remediation without halting airport operations.

      2. IAE accepts for emergency use only, aviation turbine fuel containing a maximum of 0.14 pound per 1,000 barrels (0.41 milligrams per liter) of C.I. Solvent red 164. This equates to 2.5 percent of the full EPA-IRS mandated dye concentration specified for off-road high sulfur diesel fuel. The following restrictions and/or actions apply:

         1. Service criteria.

            1. The concentration of dye in the fuel must be measured on-site and in at least three widely separated locations along the airport distribution system. The measurements are to be taken using a PetroSpec Analyzer Model JT-100S instrument (See Note 1).

            2. The number of emergency fuel uplifts is limited to three without restrictions.

            3. The fourth emergency fuel uplift requires that the engine manufacturer be contacted within 48 hours for maintenance action. Maintenance action may include removal and inspection of critical fuel system components. The Aircraft can remain in service but no further emergency uplifts of dyed fuel are permitted.

         2. Report requirements.

            1. Report each emergency fuel uplift action to the engine manufacturer on the same day that it occurs. Report detail should include number and types of aircraft exposed to the red-dye contaminated fuel, tail numbers, engine serial numbers and number of uplifts to each aircraft.

            2. Secure samples of the dyed fuel in sufficient quantity and deliver to an accredited fuels laboratory for conformance testing to ASTM D1655, standard specification for aviation turbine fuels. Thermal stability breakpoint (Test Method ASTM D3241) should also be performed on the contaminated samples. The laboratory should also test to verify the concentration of dye in the fuel. Results for thermal stability breakpoint (ASTM D3241), existent gum (ASTM D381), and freeze point (ASTM D2386) should be reported to the engine manufacturers within 72 hours. The remainder of the test results should be reported to the engine manufacturer within two weeks.

               NOTE

               The scale on the PetroSpec Analyzer Model JT-100S instrument is calibrated to a solid red dye standard. The 0.41 mg/L limit is based on liquid red dye. To obtain liquid red dye equivalent value, multiply the meter reading by 1.446 (1.446 X 0.28 = 0.41 milligrams per liter). The PetroSpec JT100S is manufactured at PAC Petroleum Analyser Company, L.P; Pasxadena, TX.

   2. Fatty Acid Methyl Ester (FAME).

      1. Jet fuel is typically exposed to various forms of transportation (multiproduct pipelines, barges, trucks) and storage facilities used previously by diesel fuel. The introduction of biodiesel has resulted in the potential for trace amounts of FAME in jet fuel. See the latest revision of FAA Special Airworthiness Information Bulletin (SAIB) and NE-09-25R2 for guidance regarding the presence of FAME in jet fuel to owners and operators of turbine engine-powered aircraft.

      2. The maximum permitted level of FAME in jet fuel is 50 mg/kg.

         1. For the purpose of meeting this requirement, FAME is defined as material meeting the limits of EN14214 or Specification D6751. Fatty acid methyl esters that fail to meet the biodiesel quality standards are not permitted in aviation turbine fuel.

         2. On an emergency basis, up to 100 mg/kg FAME is permitted in jet fuel when authorized by the airframe and engine manufacturers and managed in compliance with airframe and engine manufacturer requirements.

         3. Test methods for measuring FAME in jet fuel are ASTM D7797/IP 583, IP 585, IP 590 or IP 599. Test Method IP 585 shall be the referee method.

   3. Hydraulic fluid contamination.

      1. IAE will permit an 10-hour fly back time to a maintenance base with jet fuel contaminated with up to 2 volume % phosphate ester-based hydraulic fluid. The aforementioned limit also applies to non-phosphate ester-based hydraulic fluids MIL-PRF-83282, MIL-PRF-5606 and MIL-PRF-87257.

      2. Return to service procedure.

      3. IAE recommends the following action in the event of hydraulic fluid contamination greater than 2 vol. %:

         1. Repair the leak.

         2. Drain the aircraft fuel tanks and lines and refill with clean, fresh fuel.

         3. Inspect one fluorosilicone seal from the fuel filter or fuel control of the affected engine. Compare the seal in question with the same seal from an engine that has not been exposed to hydraulic fluid contamination. If the seal exhibits any swelling or damage which might be attributable to the hydraulic fluid contamination, then all fluorosilicone seals in the fuel system for that engine should be replaced.

         4. Perform a borescope or hot section inspection of the combustor and high and low pressure turbine (HPT and LPT) vanes on each affected engine. Special attention should be given to any high pressure turbine component made out of a cobalt based alloy, including the blade outer air seals. If the first stage vanes, which are exposed to the most severe environment, are a cobalt alloy they can be considered representative of the other turbine blades and vanes, which may or may not be manufactured from a cobalt alloy and the following applies:

            1. No further action is required if the first-stage vanes and/or cobalt-base component are free of corrosion/erosion and do not exhibit a pink or purple tint indicative of oxidation due to exposure to phosphorus.

            2. Additional inspections are recommended if the first stage vanes and/or cobalt-base component exhibit minor corrosion/erosion or cracking within Maintenance Manual (MM) continue-in- service limits or exhibit a pink or purple tint. The inspection interval can be extended after each inspection if no additional distress is found. An initial interval of 10 hours, then 25, 50 and 100 hours is suggested.

            3. If the first stage vanes and/or cobalt-base component exhibit significant corrosion/erosion or cracking beyond MM continue-in-service limits, the engine should be removed and all the turbine blades and vanes inspected in accordance with the maintenance manual.

            4. The airfoils of blades should be inspected for indication of stress corrosion cracking.

         5. Report the hydraulic fluid contamination incident to IAE within seven days along with all pertinent information. Pertinent information should include the following:

            1. Date of incident.

            2. Engine model and serial number.

            3. Aircraft model and tail number.

            4. How the hydraulic fluid leak was detected.

            5. Volume of fuel in contaminated tank.

            6. Volume of hydraulic fluid leaked into the fuel tank.

            7. Method used in determining the volume of fuel and hydraulic fluid in the fuel tank.

            8. Volume percent hydraulic fluid contamination.

            9. Capacity of the hydraulic fluid reservoir.

            10. Capacity of the fuel tank.

            11. Total time aircraft was flown on the contaminated jet fuel.

            12. Maintenance action at conclusion of flight.

   4. Super Absorbent Polymer (SAP) contamination.

      1. Please see U.S. Federal Aviation Administration (FAA) and the European Union Aviation Safety Agency (EASA) published guidance on Super Absorbent Polymer (SAP) contamination of jet fuel:

         1. FAA SAIB HQ-18-17. Jun 22, 2018: Engine Fuel and Control - Filter Monitor Media Migration.

         2. EASA SIB 2018-10. July 19, 2018: Super Absorbent Polymer Contamination of Jet Fuel.

      2. The FAA and EASA airworthiness bulletins are directed at problems associated with the migration of SAP used in filter monitors. Filter monitors are used in the fuel supply chain to absorb water prior to uploading fuel to an aircraft. SAP can adversely affect fuel control operation by restricting movement of valves, and hence potentially thrust control. SAP particles are typically in the 5 to 30 micron range and may not be visible. Contact IAE for guidance if SAP contamination is suspected.