Joint Inspection Group

Product Specifications

Bulletin No. 45 May 2011

Issue 25 –5th May 2011

Supersedes Issue 24 – October 2008

AVIATION FUEL QUALITY REQUIREMENTS FOR

JOINTLY OPERATED SYSTEMS
(AFQRJOS)

This document has the agreement of: BP, Chevron, ENI, ExxonMobil, Kuwait Petroleum, Shell,
Statoil, and Total. It defines the fuel quality requirements for supply into Jointly Operated Fuelling
Systems.

The Aviation Fuel Quality Requirements for Jointly Operated Systems (AFQRJOS) for
Jet A-1 embodies the most stringent requirements of the following two specifications:
(a) British Ministry of Defence Standard DEF STAN 91-91/Issue 7 18 February, 2011
for Turbine Fuel, Kerosene Type, Jet A-1, NATO Code F-35, Joint Service
Designation: AVTUR.
(b) ASTM Standard Specification D 1655-10 for Aviation Turbine Fuels "Jet A-1".

Jet fuel that meets the AFQRJOS is usually referred to as "Jet A-1 to Check List", or "Check List Jet
A-1" and, by definition, generally, meets the requirements of both of the above specifications.

The main table requirements in IATA Guidance Material for Aviation Turbine Fuels Specifications
(GM) are no longer part of the Check List because Part I of the IATA GM is now a guide to
specifications rather than a specification itself. However, the water and dirt limits for fuel at the point
of delivery into aircraft, which are embodied in Part III of the IATA GM, remain part of Check List.

The Aviation Fuel Quality Requirements for Jointly Operated Systems for Jet A-1 are defined in the
following table, which should be read in conjunction with the Notes on pages 3 to 6 of this document.
The Notes highlight some of the main issues concerning the specification parameters.

In principle, conformance to AFQRJOS requires conformance to the detail of both specifications

listed above, not just the following table.
See Note 22 for guidance on statements declaring conformance to these specifications.

Also, it should be specifically noted that DEF STAN 91-91/7 requires traceability of product to point of
manufacture and requirements applicable to fuels containing synthetic components. See Annex J
and D of DEFSTAN 91-91/7 for more information.

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Bulletin No. 45 May 2011

JOINT FUELLING SYSTEM CHECK LIST FOR JET A-1 Issue 25 –5 May 2011
Supersedes Issue 24 - October 2008

Embodying the most stringent requirements in the following specifications for the grade shown:
(a) British MoD DEF STAN 91-91/Issue 7, dated 18 February 2011, Jet A-1.
(b) ASTM D 1655 – 10, Jet A-1.

PROPERTY LIMITS TEST METHOD REMARKS

IP ASTM
APPEARANCE
Visual appearance Clear, bright and visually free
from solid matter and un-dissolved
water at ambient fuel temperature

Colour Report D 156 or D 6045 See Note 1

Particulate contamination mg/L max 1.0 423 D 5452 See Note 2

Particulate, cumulative channel particle counts, 564 or 565 or See Note 3

ISO Code & Individual Channel Counts 577
≥ 4 µm(c) Report
≥ 6 µm(c) Report
≥ 14 µm(c) Report
≥ 21 µm(c) Report
≥ 25 µm(c) Report
≥ 30 µm(c) Report

COMPOSITION See Note 4 and 5

Total Acidity, mg KOH/g max 0.015 354 D 3242
Aromatics, % v/v. max 25.0 156 D 1319
OR Total Aromatics, % v/v max 26.5 436 D 6379 See Note 6
Sulphur, Total, % m/m max 0.30 336 D 1266 or D 2622 or D 4294 or D 5453
Sulphur, Mercaptan, % m/m max 0.0030 342 D 3227
OR Doctor Test Negative 30 D 4952 See Note 7

Refinery Components at point of manufacture: See Note 8

Non Hydroprocessed Components, %v/v Report (incl. 'nil' or '100%’)
Hydroprocessed Components, % v/v Report (incl. 'nil' or '100%’)
Severely Hydroprocessed Components, % v/v Report (incl. ‘nil’ or ‘100%’)
Synthetic Components, %v/v Report (incl. ‘nil’ or ‘100%’)

VOLATILITY
Distillation 123 D 86 See Note 9
Initial Boiling Point, ºC Report Or IP 406 or D 2887,
Fuel Recovered see Note 10
10% v/v at ºC max 205.0
50% v/v at ºC Report
90% v/v at ºC Report
End Point, ºC max 300.0
Residue, % v/v max 1.5
Loss, % v/v max 1.5
Flash Point, ºC min 38.0 170 or 523 D 56 or D 3828 See Note 11
Density at 15ºC, kg/m³ 775.0 min to 840.0 max 160 or 365 D 1298 or D 4052

FLUIDITY
Freezing Point, ºC max - 47.0 16 or D 2386 or
435 or 528 D 5972 or D 7153 See Note 12
or 529 or D 7154
Viscosity at -20ºC, mm2/s(cSt) max 8.000 71 D 445

COMBUSTION
Specific Energy, net, MJ/kg min 42.80 12 or 355 D 3338 or D 4809 See Note 13
Smoke Point, mm min 25.0 57 D 1322
OR
Smoke Point, mm min 19.0 57 D 1322
AND Naphthalenes, % vol. max 3.00 D 1840

CORROSION
Corrosion, Copper strip, classification max 1 154 D 130
(2 hours +/- 5 min. at 100 ºC +/- 1ºC)

STABILITY
Thermal Stability (JFTOT) 323 D 3241 See Note 14
Control temperature, ºC min 260
Filter Pressure Differential, mm Hg max 25
Tube Deposit Rating (Visual) Less than 3, no 'Peacock' or
'Abnormal' colour deposits

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CONTAMINANTS
Existent Gum, mg/100ml max 7 540 D 381

Microseparometer (MSEP), rating D 3948 See Note 15

Fuel with Static Dissipator Additive min 70
OR
Fuel without Static Dissipator Additive min 85

CONDUCTIVITY
Electrical Conductivity, pS/m 50 min to 600 max 274 D 2624 See Note 16

LUBRICITY
BOCLE wear scar diameter, mm max 0.85 D 5001 See Note 17

ADDITIVES (Names and approval code from DEF-

STAN 91-91/7 should be quoted on quality certificates).

Antioxidant, mg/l
in hydroprocessed & synthetic fuels (Mandatory) 17.0 min to 24.0 max See Note 18
in non-hydroprocessed fuels (Optional) max 24.0

Metal Deactivator, mg/l (Optional) * max

First Doping 2.0 See Note 19
Cumulative concentration after field re-doping 5.7

Static Dissipator, mg/l * max

First Doping 3.0
Cumulative concentration after field re-doping 5.0

Antioxidants are mandatory in hydroprocessed fuels and synthetic fuels and must be added The types and concentrations of all additives used are to be shown on the
immediately after hydroprocessing or synthesising and prior to the product or component being original Certificates of Quality and on all other quality documents when they
passed into storage in order to prevent peroxidation and gum formation after manufacture are added downstream of the point of manufacture. When additives are
diluted (with hydrocarbon solvent only) to improve handling properties prior to
Fuel System Icing Inhibitor is not permitted unless agreed by all the participants in a joint system addition, it is the concentration of active ingredient that shall be reported.
(see also Note 20). See Annex A of DEF STAN 91-91/7 for detailed advice.

Corrosion Inhibitor/Lubricity Improver (CI/LI) additive may be added to the fuel without prior See Note 21 about requirements for management of change in refineries.
consent of the joint system participants (see also Note 17)
* When the original dosage of additives is unknown, it has to be assumed
that first doping was applied at maximum dose rate.

Main Table Notes

1. The requirement to report Saybolt Colour shall apply at point of manufacture, thus enabling a
colour change in distribution to be quantified. Where the colour of the fuel precludes the use of
the Saybolt Colour test method, then the visual colour shall be reported. Unusual or atypical
colours should also be noted and investigated. For further information on the significance of
colour see Annex E in DEF STAN 91-91/7.
2. This limit shall apply at point of manufacture only. For more information on particulate
contamination refer to Annex F of DEF STAN 91-91 Issue 7. For guidance on contamination
limits for into-plane fuelling refer to 5th Edition IATA Guidance Material (Part III). .
3. This requirement shall apply at point of manufacture only. Both the number of particles and the
number of particles as a scale number as defined by Table 1 of ISO 4406:1999 shall be
reported. It is the Specification Authority’s intention to replace the gravimetric Millipore test with
Particle Counting at the earliest opportunity.
4. Attention is drawn to DEF STAN 91-91 Issue 7, which approves both Semi-Synthetic and Fully
Synthetic Jet Fuel produced by SASOL as well as up to 50% of Synthetic Paraffinic Kerosine
certified as meeting the requirements of ASTM D7566 Annex A1. For these fuels, additional
testing requirements apply and reference should be made to DEF STAN 91-91/7 Annex D.

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These particular semi- and fully synthetic fuels can be certified against this Issue of Check List.
The volume percentage of each synthetic blending component shall be recorded along with its
corresponding release Specification and Annex number, product originator and originator’s
Certificate of Quality number. From the point of manufacture to the point of blending to meet
this specification, the synthetic component shall be handled, transported and documented in
the same manner as finished jet fuel in order to maintain product integrity. Special care shall be
taken to ensure homogeneity when blending semi synthetic jet fuel, particularly where the
component densities are significantly different.
5. Concentrations of FAME (Fatty Acid Ethyl Ester) greater than or equal to 5.0 mg/kg are not
acceptable. See section 5.6 and Annex G of DEFSTAN 91-91/7 for details
6. Round robin testing has demonstrated the correlation between total aromatics content
measured by IP 156/ASTM D 1319 and IP 436/ASTM D 6379. Bias between the two methods
necessitates different equivalence limits as shown. Testing laboratories are encouraged to
measure and report total aromatics content by the two methods to assist verification of the
correlation. In cases of dispute IP 156 / ASTM D 1319 will be the referee method. It is the
intention of the Technical Authority to change the referee method to IP 436 at a later date.
7. The Doctor Test is an alternative requirement to the Sulphur Mercaptan Content. In the event of
conflict between the Sulphur Mercaptan and Doctor Test results, the Sulphur Mercaptan result
shall prevail.
8. The need to report the %v/v of non hydroprocessed, hydroprocessed, severely hydroprocessed
and synthetic components (including "nil" or "100%" as appropriate) on refinery Certificates of
Quality for Jet A-1 to Check List derives from DEF STAN 91-91/7.
Each refinery component used in the make up of the batch shall be reported on the certificate
of quality as a percentage by volume of the total fuel in the batch. Severely hydroprocessed
components are defined as those petroleum derived hydrocarbons that have been subjected to
a hydrogen partial pressure of greater than 7000 kPa (70 bar or 1015 psi) during manufacture.
9. In methods IP 123 and ASTM D 86 all fuels certified to this specification shall be classed as
group 4, with a condenser temperature of zero to 4°C.
10. If IP 406 or ASTM D 2887 are used to produce IP123 equivalent or ASTM D 86 correlated data,
there is no requirement to report residue or loss.
11. Subject to a minimum of 40°C, results obtained by method ASTM D 56 (Tag) may be accepted.
The referee test method is IP 170.
12. These automatic methods are permitted; IP 16/ASTM D 2386 remains the referee method.
13. ASTM D 4529/IP 381 may be used where local regulations permit.
14. Examination of the heater tube to determine the Visual Tube Rating using the Visual Tuberator
shall be carried out within 120 minutes of completion of the test. It is the Visual Method that
should be reported. Attention is drawn to Note 14 in DEF STAN 91-91/7, which stresses that
only approved heater tubes shall be used and lists JFTOT tubes from PAC-Alcor as being
technically suitable.

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15. Attention is drawn to Note 16 of DEF STAN 91-91/7 that states "Where SDA is added at point
of manufacture the MSEP limit of 70 shall apply. No precision data are available for fuels
containing SDA; if MSEP testing is carried out during downstream distribution, no specification
limits apply and the results are not to be used as the sole reason for rejection of a fuel. A
protocol giving guidelines on possible actions to be taken following failed MSEP testing can be
found in the Joint Inspection Group's Bulletin Number 14, MSEP Protocol at
www.jointinspectiongroup.org under 'Fuel Quality'". Where SDA is added downstream of point
of manufacture, it is acknowledged that MSEP results may be less than 70.
16. Due to the requirements of DEF STAN 91-91/7, conductivity limits are mandatory for product to
meet this specification. However it is acknowledged that in some manufacturing and distribution
systems it is more practical to inject SDA further downstream. In such cases, the Certificate of
Quality for the batch should be annotated thus: “Product meets the requirements of AFQRJOS
Check List 25 except for electrical conductivity”. In some situations, the conductivity can
decrease rapidly and the fuel can fail to respond to additional dosing with Stadis 450. In such
cases, fuel may be released with conductivity down to a minimum of 25pS/m provided that the
fuel is fully tested against the specification and the Tank Release Note is annotated with the
explanation “Product released below 50pS/m due to conductivity loss as per Annex H of
DEFSTAN 91-91/7”
17. This requirement comes from DEF STAN 91-91/7. The requirement to determine lubricity
applies only to fuels whose composition is made up of a) at least 20% of severely
hydroprocessed components and where the total hydroprocessed components are more than
95% or b) includes synthetised fuel components. The limit applies only at the point of
manufacture. For important advisory information on the lubricity of aviation turbine fuels see
Annex B of DEF STAN 91-91/7.
CI/LI additive (also known as LIA) may be used to improve lubricity; only those additives listed
in Table 2 of ASTM D1655-10/ Annex A of DEFSTAN 91-91/7 are permitted. Refer also to
Appendix A.5 of DEF STAN 91-91/7 for advice on point of addition. When injecting CI/LI
downstream of point of manufacture, care must be taken to ensure that maximum dose rates
are not exceeded.
18. Approved antioxidant additives are listed in Annex A.2.4 of DEF STAN 91-91/7, together with
the appropriate RDE/A/XXX- Qualification Reference for quoting on refinery Certificates of
Quality. Refer also to Annex A 2.6 for requirements for reporting additions on the C of Q.
19. The approved Metal Deactivator Additive (MDA), RDE/A/650 appears in Annex A.3 of DEF
STAN 91-91/7. See also Annex A.3.1 about the need to report thermal stability before and
after using when contamination of Jet A-1 by any of the trace metals listed in this Annex is
unproven. Note also in A.3.3 that maximum doping at the point of manufacture or on initial
doping is limited to 2.0 mg/l.
20. Concentrations of Fuel System Icing Inhibitor (FSII) less than 0.02% by volume can be
considered negligible and do not require agreement/notification. The assent to allow these
small quantities of FSII without agreement/notification is to facilitate the changeover from fuels
containing FSII to those not containing FSII where the additive may remain in the fuel system
for a limited time. This does not permit the continuous FSII addition of FSII at these low
concentrations.

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21. Attention is drawn to the guidance in DEF STAN 91-91/7 and ASTM D 1655-10 concerning the
need for appropriate management of change measures in refineries manufacturing jet fuel. The
implications of any changes to feedstock, processing conditions or process additives on
finished product quality and performance need to be considered (for example, experience has
shown that some process additives might be carried over in trace quantities into aviation fuels).
22. It is normal to certify conformance to a primary specification. The following statements are
recommended.
“It is certified that the samples have been tested using the Test Methods stated and
that the Batch represented by the samples conforms with DEF STAN 91-91 (latest
issue) and AFQRJOS Checklist Issue 25”.
Or
“It is certified that the samples have been tested using the Test Methods stated and
that the Batch represented by the samples conforms with ASTM D 1655 (latest issue)
and AFQRJOS Checklist Issue 25”.
The minimum requirements of information to be included on the fuel’s refinery batch certificate
of quality are given below:
- Specification name, issue and any amendment number;
- Name and address of testing laboratory;
- Batch number or unique identifier;
- Quantity of fuel in the batch;
- Properties tested and including specification limit, test method and result of test;
- Additives, including qualification reference and quantity added;
- Name and position of authorised test certificate signatory or an electronic signature;
- Date of certification.

This document is intended for the guidance of Members of the Joint Inspection Group (JIG) and companies
affiliated with Members of JIG, and does not preclude the use of any other operating procedures, equipment or
inspection procedures. Neither JIG, its Members, the companies affiliated with its Members nor the
International Air Transport Association (IATA) accepts responsibility for the adoption of this document or
compliance with this document. Any party using this document in any way shall do so at its own risk.

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