CAN CGSB-3 22-2012 Wide-Cut Type Aviation Turbine Fuel (Grade JET B).pdf

1、CAN/CGSB-3.22-2012Supersedes CAN/CGSB-3.22-2002Wide-Cut Type Aviation Turbine Fuel (Grade JET B)ICS 75.160.20National Standard of CanadaThe CANADIAN GENERAL STANDARDS BOARD (CGSB), under whose auspices this National Standard of Canada has been developed is a government agency within Public Works and

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8、lable about CGSB products and services at our Web site www.tpsgc-pwgsc.gc.ca/ongc-cgsb. Although the intended primary application of this standard is stated in its Scope, it is important to note that it remains the responsibility of the users of the standard to judge its suitability for their partic

9、ular purpose. The testing and evaluation of a product against this standard may require the use of materials and/or equipment that could be hazardous. This document does not purport to address all the safety aspects associated with its use. Anyone using this standard has the responsibility to consul

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18、The responsibility for approving standards as National Standards of Canada rests with the: Standards Council of Canada 200-270 Albert Street Ottawa, Ontario K1P 6N7 How to order Publications: by telephone 819-956-0425 or 1-800-665-2472 by fax 819-956-5740 by mail CGSB Sales Centre Gatineau, Canada K

19、1A 1G6 in person Place du Portage Phase III, 6B1 11 Laurier Street Gatineau, Quebec by email ncr.cgsb-ongctpsgc-pwgsc.gc.ca on the Web www.tpsgc-pwgsc.gc.ca/ongc-cgsb NATIONAL STANDARD OF CANADA CAN/CGSB-3.22-2012Supersedes CAN/CGSB-3.22-2002WIDE-CUT TYPE AVIATION TURBINE FUEL (GRADE JET B)CETTE NOR

20、ME NATIONALE DU CANADA EST DISPONIBLE EN VERSIONSFRANAISE ET ANGLAISE.NATIONAL STANDARD OF CANADA CAN/CGSB-3.14-2006Prepared by the Approved by the Canadian General Standards Board Standards Council of CanadaPublished September 2012 by the Canadian General Standards Board Gatineau, Canada K1A 1G6 HE

21、R MAJESTY THE QUEEN IN RIGHT OF CANADA, as represented by the Minister of Public Works and Government Services, the Minister responsible for the Canadian General Standards Board (2012). No part of this publication may be reproduced in any form without the prior permission of the publisher.CAN/CGSB-3

22、22-2012CANADIAN GENERAL STANDARDS BOARDCOMMITTEE ON AVIATION FUELS(Voting membership at date of approval)ChairPoitras, P. National Defence (User)General Interest CategoryHanganu, A. OTI Canada GroupPickard, A.L. ConsultantTharby, R.D. Tharby Technology, ConsultantsVidian-Jones, C. Certispec Service

23、s Inc.Wispinski, D. Alberta Innovates-Technology FuturesProducer CategoryBurgazli, J. Innospec Inc.Conn, A. Ethyl Corp.Jobin, J.L. Ultramar Ltd.Kenney, B. Suncor Energy Inc.Lund, C. Imperial Oil Ltd.Millard, P. GE Water and Process TechnologiesMitchell, K. Shell Canada Ltd.Robichaud S. Irving Oil Lt

24、d.Regulator CategoryDhaliwal, R. Transport CanadaUser CategoryBrar, C. Air CanadaEveleigh, S. Government of Northwest TerritoriesMacLeod, B. Public Works and Government Services CanadaMolinari, J. Air Transport Association of CanadaTauvette, G. WestJet Airlines Ltd.Waddleton, D. Pratt however, when

25、results are obtained by both methods, D2276 shall be considered the referee method.7 The minimum micro-separometer (MSEP) rating applies up to the point immediately before the fuel enters dedicated transportation to airport storage. When the fuel enters dedicated transportation to airport storage, o

26、r when the fuel is already in airport storage, the MSEP rating requirement shall not apply. When a fuel system icing inhibitor (par. 5.5) or a corrosion inhibitor/lubricity improver (par. 5.6) is added, the MSEP limits apply before its addition.4 CAN/CGSB-3.22-2012JET B Test MethodProperty Min. Max.

27、 ASTM4.12.1 Static dissipator additive (par. 5.2), mg/La. Original addition 3b. Cumulative 54.12.2 Antioxidant (par. 5.3), mg/LOptional 244.12.3 Metal deactivator (par. 5.4), mg/L Optionala. Original addition 2.0b. Cumulative 5.74.12.4 Fuel system icing inhibitor (par. 5.5), % by volume Optional D50

28、06 0.10 0.154.12.5 Corrosion inhibitor/ lubricity improver (par. 5.6) Optional4.12.6 Leak detection additive (par. 5.7), mg/kg Optional 14.13 Density4.13.1 Density at 15C, kg/m3751 802 D12981orD40524.14 Sulphur The precision and bias of sulphur determinations using ASTM D7039 on diluted samples have

29、 not been determined. The accuracy of this method for jet fuel beyond 2000 mg/kg sulphur has not been validated by an interlaboratory study. Users are cautioned to conduct their own validation when using this test method for fuel containing more than 2000 mg/kg sulphur.5. ADDITIVE REQUIREMENTS5.1 On

30、ly the additives listed in par. 5.2 to 5.7 may be added to the fuel. Refer to par. 4.12 for specified limiting values and test method for each property. When additives are added to the fuel, the supplier shall record the amount and names of the additive.5.1.1 The amount of each additive used in the

31、fuel shall be determined by the test method (par. 4.12) or by volume reconciliation. Procedures for volume reconciliation should include recording the volume of additive introduced to the fuel and the volume of fuel additized, in appropriate units.5.2 Static Dissipator Additive (SDA) Static dissipat

32、or additive Stadis 4508shall be added to the fuel to meet the electrical conductivity requirements specified in par. 4.11.1. The original concentration of the SDA shall not exceed 3 mg/L.5.2.1 When additive depletion is evident by a conductivity loss, further addition of the SDA is permitted as foll

33、ows: If the original concentration of the SDA is not known, an original addition of 3 mg/L is assumed and further addition of SDA shall not exceed 2 mg/L. The cumulative concentration of the SDA shall not exceed 5 mg/L.8Stadis 450, a registered trademark of Innospec Fuel Specialties LLC, is distribu

34、ted globally by Innospec Fuel Specialties LLC.CAN/CGSB-3.22-2012 55.2.2 Electrical conductivity varies with temperature. A typical relationship follows:( )ktttakt1loglog1+=where:kt= electrical conductivity at temperature t, C= electrical conductivity at temperature t1, Ca = a factor that depends on

35、fuel composition but normally within the range 0.013 to 0.018 for wide-cut type aviation turbine fuels5.2.2.1 The temperature-conductivity factor, a, increases at or below an approximate temperature of -10C. For conductivity at very low temperatures, it is recommended that a separate factor be deter

36、mined based on actual measurements at the lowest temperatures likely to be encountered. For more information on how low temperature affects conductivity, see ASTM D2624.5.3 Antioxidants Only the following antioxidants may be added separately or in combination to the fuel. The total concentration (no

37、t including mass of solvent) shall not exceed 24 mg/L.a. 2,6-di-tert-butylphenolb. 2,6-di-tert-butyl-4-methylphenolc. 2-tert-butyl-4,6-dimethylphenol (2,4-dimethyl-6-tertiary butylphenol)d. 75% minimum, 2,6-di-tert-butylphenol 25% maximum mixture of tert- and tri-tert-butylphenolse. 55% minimum, 2-t

38、ert-butyl-4,6-dimethylphenol (2,4-dimethyl-6-tertiary butylphenol) 15% minimum, 2,6-di-tert-butyl-4-methylphenol Remainder as methyl and dimethyl tert-butylphenolsf. 72% minimum, 2-tert-butyl-4,6-dimethylphenol (2,4-dimethyl-6-tertiary butylphenol) 28% maximum, methyl and dimethyl tert-butylphenols.

39、Note: The names of the antioxidants conform to the International Union of Pure and Applied Chemistry (IUPAC) naming convention. In some cases, the common name of the antioxidant has been included in brackets after the IUPAC name.5.4 Metal Deactivator Only N,N-disalicylidene-1,2-propane-diamine may b

40、e added as a metal deactivator at a concentration not exceeding 2.0 mg/L (not including mass of solvent) on the initial fuel manufactured at the refinery. Higher concentrations are permitted in circumstances where copper contamination is suspected to have occurred during distribution. Cumulative con

41、centration of metal deactivator when re-treating the fuel shall not exceed 5.7 mg/L (par. 7.3).5.5 Fuel System Icing Inhibitor When specified by the purchaser (par. 7.1) and agreed by the supplier and the purchaser, a fuel system icing inhibitor conforming to ASTM D4171 (Type III DIEGME) shall be ad

42、ded to the fuel (par. 4.12.4). 5.6 Corrosion Inhibitors/Lubricity Improvers When specified by the purchaser (par. 7.1) and agreed by the supplier and the purchaser, a corrosion inhibitor/lubricity improver shall be added to the fuel (par. 7.2).5.6.1 Only a corrosion inhibitor/lubricity improver qual

43、ified to U.S. Military Specification MIL-PRF-25017 and listed in the associated Qualified Product List (QPL) 25017 shall be added to the fuel. The concentration of the additive in the fuel shall be as specified in the QPL, and its introduction into the fuel shall be separate from the addition of oth

44、er additives.t1kt16 CAN/CGSB-3.22-20125.7 Leak Detection Additive9 Only Tracer A (LDTA-A)10may be added as a leak detection additive. The maximum concentration is 1 mg/kg.6. INSPECTION6.1 Sampling Samples for testing shall be obtained in accordance with ASTM D4057. For automatic sampling ASTM D4177

45、shall be used. Sampling for volatility measurement shall be done in accordance with ASTM D5842.7. NOTES7.1 Options The following options may be specified in the application of this standard:a. Fuel system icing inhibitor (par. 5.5)b. Corrosion inhibitor/lubricity (par. 5.6).7.2 Lubricity Information

46、 Statement 7.2.1 Lubricity, which is the ability of jet fuel to act as a lubricant for certain aircraft fuel-wetted components, can vary considerably. It depends on the design, materials used and the intrinsic lubricity of the fuel. There have been a few isolated cases of engine hardware failures di

47、rectly attributed to low-lubricity fuel.7.2.2 ASTM D5001 may be used to identify low-lubricity fuel since this standard does not address the measurement of fuel lubricity. Hydrogen-processing11usually produces fuels with lower lubricity. Blending or commingling with non-hydrogen-processed fuels will

48、 improve lubricity, and the use of lubricity-improver additives (corrosion inhibitors) may offer a solution.7.2.3 Problems are more likely to occur when aircraft operations are confined to a single refinery source where fuel is severely hydrogen-processed 12and where there is no commingling with fue

49、ls from other sources during distribution between refinery and the aircraft.7.3 Copper Information Statement 7.3.1 The contamination of jet fuel can occur during manufacture or during the distribution in marine vessels with copper coils, and from the copper-alloy components and fittings in sampling points.7.3.2 Trace levels of copper, in the parts per billion range, can be sufficient to degrade the ASTM D3241 Jet Fuel Thermal Oxidation Tester test result. Where the possibility of copper pickup is suspected, an approved metal deactiv