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Handbook of Products

1© Air BP Ltd. 2000

Air BPHANDBOOK OF PRODUCTS

Contents Page No

Foreword 2

Aviation Fuels and Methanol/Water Mixture

Introduction

Aviation Fuels 3

Aviation Fuel Additives 4

Methanol/Water Mixture 4

Index and Specification Reference Chart 5

Aviation Gasolines 6

Aviation Turbine Fuels 10

Methanol/Water Mixture 45/55 17

Aviation Engine Oils and Hydraulic Oil

Introduction 19

Index and Specification Reference Chart 20

Straight Mineral Piston Engine Oils 21

Ashless Dispersant Additive Mineral Piston Engine Oils 23

Hydraulic Fluid 26

Health, Safety and Environmental Information

Introduction 27

Part 1 Safety 28

Part 2 Health 29

Part 3 Environment 33

Part 4 Material Safety Data Sheets 34

Part 5 Further Information 37

Air BPBreakspear ParkBreakspear WayHemel HempsteadHertfordshire HP2 4ULUnited Kingdom

Foreword The British Petroleum Company plc is theparent company of one of the world’slargest oil resource groups. Air BP is thespecialist organisation within the BP Groupwhich markets on a world-wide basis, acomprehensive range of high qualityAviation Fuels, Aviation Engine Oils andHydraulic Fluid. This handbook is designedto provide an easy reference to theseproducts, their applications, properties andspecifications.

A section devoted to a Health and SafetyGuide to Air BP Products is included; thiswas compiled by the BP Group ProductStewardship Group. The products listed,when sensibly used for their intendedpurposes with good standards of personaland industrial hygiene, are not hazardousto health. However, in the event of accidentor gross misuse, various health hazardscould arise. This section illustrates thepotential hazards and gives guidance onremedial action that should be taken todeal with medical emergencies that mightarise.

Commercial and military specifications foraviation products are subject to regularreview and changes are frequent. Wherethere are questions on compliance ofproducts with recently revised, amendedand new specifications, it is advisable toconsult the local Air BP Representative,who will not only offer advice on any aspectof the information contained in thisHandbook but will also be pleased toanswer any other enquiries.

2 © Air BP Ltd. 2000

Air BPHANDBOOK OF PRODUCTS

Aviation Fuels Air BP markets a full range of aviationfuels. Each product is produced to closelydefined manufacturing specifications whichencompass the most stringentrequirements of international civil and allwidely known military specifications. Duringmanufacture and throughout distribution inthe international Air BP network thestrictest attention is paid to the Air BPFuelling and Quality Control Regulations.These require that at every stage betweenrefinery and aircraft tank, fuel quality ischecked by sampling and laboratoryanalysis to ensure that when delivered tothe aircraft the fuel conforms to all therequirements specified for the grade.

Aviation fuels are classified into twogroups; aviation gasolines for reciprocatingpiston engines, and aviation turbine fuelsfor use in turbo-propeller and turbo-jetengines. The various grades of each typeavailable, together with relevantspecifications are shown in the Index andSpecification Reference Chart on page 7.

The most important property of aviationgasolines for aircraft piston engines is theanti-knock rating but the distillation rangeand volatility are also important because oftheir influence on mixture distribution andcold starting. Other specificationrequirements ensure that the fuel has goodstorage stability, will not corrode fuelsystem and engine parts, and can besatisfactorily supplied to the engine underall operating conditions.

The requirements of aircraft gas turbineengines stress a different combination ofproperties and tests than those required foraviation gasolines. Anti-knock value is ofno importance and is replaced by testsdirectly and indirectly controlling energycontent, thermal stability and combustioncharacteristics. However, the same basiccontrols are needed for properties such asstorage stability and corrosivity.

There is now only one basic type of jet fuelin civil use world-wide; the kerosine type. Itis a development of the illuminatingkerosine originally used in gas turbineengines. The wide-cut gasoline type of jetfuel has not been used by civil aircraft formany years and, once the fuel for many

military organisations, its military use hasrapidly decreased over the last few yearsas military forces, including USA, NATOand SEATO, have changed to the kerosinetype. The wide-cut fuel is a wider boiling-range material containing some gasolinefractions and was developed to increasefuel availability from crude oil.

Despite efforts to standardise jet fuels,there are still a number of differences inminimum quality standards even amongmajor internationally used specifications.When purchasing jet fuel in other countries,international airlines are faced with aconfusing array of names, definitions andspecifications for jet fuels. As a partialsolution, airlines quote their requirementsagainst either the British Ministry of Defenceor ASTM specifications or the IATAGuidance Material. Even with thesespecifications as guidelines some aspects,such as allowable additive contents,frequently are poorly defined.

There are now five basic grades ofkerosine type jet fuel in civil use world-widewhich are supported by actively maintainedspecifications. These are:

Jet A – is the grade supplied at civilairports throughout USA and in parts ofCanada.

Jet A-1 – used world-wide outside of NorthAmerica, Former Soviet Union andmainland China, this grade was developedby major international oil companies toalleviate problems experienced byinternational air carriers when purchasingfuel in other countries. The specification forJet A-1 incorporates the most stringentrequirements of the two main internationalspecifications, namely the British Ministryof Defence and the ASTM. These “CheckList” requirements are published under thetitle of Aviation Fuel Quality Requirementsfor Jointly Operated Systems, and ensure auniform standard quality for civil jet fuelthroughout most of the world.

Jet TS-1 – is supplied at all airports withinthe Former Soviet Union and in someEastern European countries.

Aviation Fuels and Methanol/Water MixturesHANDBOOK OF PRODUCTS


Aviation Fuels (cont.)

Aviation Fuel Additives

Methanol/Water Mixture

Jet TH – is the grade normally supplied atall civil airports in Romania.

Jet Fuel No 3 (formerly known as Grade RP-3) – is similar to Jet A-1 and is thegrade supplied at all civil airports inmainland China.

Many military organisations, including USA,NATO and SEATO, now use fuels whichare virtually identical to Jet A-1 in basic


4 © Air BP Ltd. 2000

Aviation fuel additives are compoundswhich are added to fuels in very smallquantities to impart special or improvedcharacteristics. Their use is rigorouslycontrolled and only those listed in therelevant specifications may be used.

Those in common use are as follows:

1. Tetraethyl Lead (TEL) is added toaviation gasolines to improve knockvalue in order to avoid detonation orknock occurring in the combustionchambers of piston engines.

2. Static Dissipator Additive increasesthe electrical conductivity of the fuel and hence speeds up the dissipation of static electricity generated by fuel movements through fuelling systems.

properties, differing mainly in the types ofadditives permitted. In areas where the samebasic grade is used by both military andcommercial, only one grade need bemanufactured, stored and distributed as theadditives required by the military can beinjected as the fuel is supplied to the military.

The wide-cut gasoline type of jet fuel is usedby the military in Former Soviet Union andmainland China.

3. Anti-oxidants are added to prevent oxidation of the fuel during storage. Such oxidation would result in the formation of peroxides which could attack fuel system rubber components and also form gum deposits.

4. Fuel System Icing Inhibitors preventfreezing of water precipitated out of fueldue to cooling at high altitude. Theapproved additives are also biostats andcan be used on a continuous doping basisto inhibit microbiological growth in aircraftfuel systems.

5. Corrosion Inhibitors protect ferrous metalsin fuel pipelines and equipment. They are also used to improve the lubricating properties of turbine fuels.

6. Metal De-activators depress the catalyticeffect which some metals, particularlycopper, have on fuel oxidation.

The maximum power output of aviationengines reduces as the atmosphericpressure decreases with altitude, and/orthe ambient air temperature increases.The power output can be restored or, insome instances, boosted for take off, byinjection of demineralised water ormethanol/water mixture into the engine.Air BP supplies Methanol/Water Mixture45/55 which is identified by thevolumetric proportions of theconstituents. The specifications met bythis product are given in the Index andSpecification Reference Chart on page 5.

Index and SpecificationR

eference Chart

Aviation Fuels and Methanol/W

ater Mixtures

HA

ND

BO

OK

OF PR

OD

UC

TS

© Air BP Ltd. 2000

5

PAGEEQUIVALENT SPECIFICATION AND REFERENCE NUMBERS

AVIATION FUEL DESCRIPTIONNO. UK USA IATA NATO CHINA FSU ROMANIA

BP AVGAS GASOLINE WITH MAXIMUM 7 DEF STAN ASTM D910 — — — — —80 0.14 g Pb/l. DYED RED 91 – 90

BP AVGAS GASOLINE WITH MAXIMUM 8 DEF STAN ASTM D910 — — — — —100 0.85 g Pb/l. DYED GREEN 91 – 90

BP AVGAS GASOLINE WITH MAXIMUM 9 DEF STAN ASTM D910 — — — — —100LL 0.56 g Pb/l. DYED BLUE 91 – 90

BP JET A FREEZING POINT BELOW -40ºC. 11 — ASTM D1655 — — — — —FLASH POINT ABOVE 38ºC. (TYPE A)

BP JET A-1 FREEZING POINT BELOW -47ºC. 12 DEF STAN ASTM D1655 KEROSINE F–35 — — —FLASH POINT ABOVE 38ºC. 91 – 91 (TYPE A-1) TYPE FUEL

BP JET A-1 AS JET A-1 ABOVE WITH FSII 12 DEF STAN MIL-T- — F–34 — — —FOR MILITARY AND COROSSION INHIBITOR 91 – 87 83133 (JP-8)

BP JET TS-1 FREEZING POINT BELOW -50ºC. 14 — — — — — GOST —AND RT-1 FLASH POINT ABOVE 28ºC. 10227

BP JET TH FREEZING POINT BELOW -50ºC. 15 — — — — — — STAS 5639FLASH POINT ABOVE 28ºC.

BP JET FREEZING POINT BELOW -47ºC. 16 — — — — GB 6537 — —FUEL NO.3 FLASH POINT ABOVE 38ºC.

METHANOL/WATER METHANOL/WATER MIXTURE 18 DEF STAN — — S-1744 — — —MIXTURE 45/55 FOR ENGINE POWER 68 – 253

RESTORATION

KER

OSI

NE

TYPE

AVI

ATIO

N T

UR

BIN

E FU

ELS

AVIA

TIO

NG

ASO

LIN

ES

Aviation Gasoline GeneralAviation gasoline is a complex mixture ofrelatively volatile hydrocarbons. The higherperformance grades are produced byblending specially manufactured highoctane petroleum fractions consisting ofisoparaffins and light aromatic compounds.

Aviation gasoline grades are identified inspecifications by their minimum anti-knockengine ratings. Two numbers are used, eg.100/130, the first referring to the ‘leanmixture rating’ and the second to the ‘richmixture rating’. Numbers below 100 areoctane numbers, while those above 100are performance numbers. The suffix LLdenotes a grade with a lower TEL contenti.e. Low Lead.

The use of an incorrect grade can havedisastrous results in terms of engineperformance and aircraft safety. In order todifferentiate between grades, dyes areadded to the fuels in accordance with aninternationally agreed colour code to imparta distinctive colour.

ApplicationsIn general, each type of engine is certifiedto operate on a specific grade of fuel andat one time several grades covering arange of anti-knock ratings were producedto meet the requirements of all the differenttypes of engine. In recent years thediminishing demand for aviation gasolinehas led to a reduction in the number ofgrades available. With fewer fuel grades,manufacturing, storage and handling costswere reduced with subsequent benefits toconsumers. At present, three grades – 80,100 and 100LL are covered in the mostwidely recognised internationalspecifications.

Avgas 80 is suitable only for small, lowcompression, low power output aeroengines, whereas Avgas 100 is required forhigher power output engines especiallythose fitted with either a supercharger or aturbocharger. Avgas 100LL is now the mostwidely available grade having replacedAvgas 80 and Avgas 100 in most areas ofthe world. It has the same anti-knockperformance as the 100/130 grade but it isproduced with a lower TEL content. It isapproved for use in all piston enginespreviously operated on 80/87 and 100/130grades.

ApprovalsApprovals are not given for fuels againstmilitary or civil specifications but the BPAviation Gasolines meet all therequirements of the appropriate grades ofthe specifications listed on page 5.

© Air BP Ltd. 20006


Aviation Gasoline (cont.)

© Air BP Ltd. 2000 7


BP AVGAS 80

SpecificationsBritish Def Stan 91-90USA ASTM D910

Typical Properties

Knock ratingLean mixture, aviation rating 87Rich mixture, supercharge method 91

Tetraethyl lead, gPb/l 0.09Colour RedSpecific energy, net, MJ/kg 44.5Density at 15ºC, kg/m3 690Distillation

Initial boiling point, ºC 3710% vol. evaporated at ºC 6440% vol. evaporated at ºC 8050% vol. evaporated at ºC 8490% vol. evaporated at ºC 108Final boiling point, ºC 119Sum of 10% and 50% evaporated temperatures, ºC 154Recovery, % vol 99.0Residue, % vol 0.4Loss, % vol 0.6

Vapour pressure, kPa 43.4Freezing point, ºC below -80Sulphur, % mass 0.01Copper strip corrosion (2h at 100ºC) 1Oxidation stability (5h)

Potential gum, mg/100ml 0.5Lead precipitate, mg/100ml 0.1

Water reaction, volume change, ml Nil

Aviation gasoline (cont.)


Aviation Fuels and Methanol/Water Mixtures

HANDBOOK OF PRODUCTS

BP AVGAS 100


Typical Properties

Knock ratingLean mixture, aviation rating 115.2Rich mixture, supercharge method 131.7

Tetraethyl lead, gPb/l 0.77Colour GreenSpecific energy, net, MJ/kg 44.35Density at 15ºC, kg/m3 695Distillation

Initial boiling point, ºC 40.510% vol. evaporated at ºC 7140% vol. evaporated at ºC 9550% vol. evaporated at ºC 9990% vol. evaporated at ºC 107.5Final boiling point, ºC 124Sum of 10% and 50% evaporated temperatures, ºC 170Recovery, % vol 98.5Residue, % vol 1.0Loss, % vol 0.5

Vapour pressure, kPa 45.5Freezing point, ºC below -65Sulphur, % mass 0.008Copper strip corrosion (2h at 100ºC) 1Existent gum, mg/100ml below 1Oxidation stability

Potential gum, mg/100ml 2Lead precipitate, mg/100ml below 1

Water reactionVolume change, ml NilInterface rating 1

Aviation gasoline (cont.)

9


© Air BP Ltd. 2000

BP AVGAS 100LL


Typical Properties

Knock ratingLean mixture, aviation rating 105Rich mixture, supercharge method 133

Tetraethyl lead, gPb/l 0.52Colour BlueSpecific energy, net, MJ/kg 43.73Density at 15ºC, kg/m3 715Distillation

Initial boiling point, ºC 4110% vol. evaporated at ºC 5840% vol. evaporated at ºC 9250% vol. evaporated at ºC 10190% vol. evaporated at ºC 128Final boiling point, ºC 156Sum of 10% and 50% evaporated temperatures, ºC 164Recovery, % vol 98Residue, % vol 1Loss, % vol 1

Vapour pressure, kPa 41.6Freezing point, ºC below -60Sulphur, % mass 0.0003Copper strip corrosion (2h at 100ºC) 1Existent gum, mg/100ml 1Oxidation stability

Potential gum, mg/100ml 0.5Lead precipitate, mg/100ml 1.0

Water reactionVolume change, ml NilInterface rating 1

Aviation Turbine Fuels GeneralAviation turbine fuels (jet fuels) aremanufactured predominantly from straightrun kerosines which normally requirefurther treatment to meet the specificationrequirements. At some refineries there isan increasing tendency to incorporateproportions of product produced byhydrocracking processes.

Specifications for jet fuels are prepared bya number of internationally recognisedbodies. With the exception of the FormerSoviet Union, certain East Europeancountries, Romania and the People’sRepublic of China, commercial jet fuelworld-wide is defined by specificationsissued by the American Society for Testingand Materials (ASTM), the British Ministryof Defence, and the International AirTransport Association (IATA).

At many major civil airports, jet fuel supplyarrangements have become rather complexinvolving co-mingling of product in jointlyowned storage and distribution systems. Asa result, fuel suppliers developed acommon fuel quality standard covering therequirements of the main internationalspecifications in common use. Thisstandard is known as the Aviation FuelQuality Requirements for Jointly OperatedSystems, or AFQRJOS Check List.

The Check List for Jet A-1, a kerosine fuelhaving a maximum freezing point of –47ºC,forms the basis of international supply ofvirtually all commercial aviation world-wideoutside of North America, Former SovietUnion, some East European countries andthe People’s Republic of China.

Jet A-1 produced and delivered to theCheck List embodies the most stringentrequirements of the following specifications:British Def Stan 91-91, ASTM D1655Kerosine Type Jet A-1, and IATA GuidanceMaterial – Kerosine Type.

In the USA and parts of Canada, Jet A isthe fuel supplied at civil airports. Thiskerosine type fuel has a maximum freezingpoint of –40ºC.

In Former Soviet Union and some EastEuropean countries, Grade TS-1 is the jetfuel normally supplied at civil airports.Grade TS-1, meeting the requirements ofthe specification GOST 10227, is akerosine type fuel with a lower flash pointlimit than Jet A-1. Grade RT, also tospecification GOST 10227, is onlyoccasionally available.

In the People’s Republic of China, Jet FuelNo 3 (formally known as Grade RP-3)meeting the requirements of specification GB 6537 is the jet fuel supplied at all civilairports. Jet Fuel No 3 is a kerosine fuelwhich appears to be identical incomposition to Jet A-1.

Most military organisations, including USA,NATO and SEATO, now use kerosine typefuels which are virtually identical to Jet A-1in basic properties, differing mainly in thetypes of additives required. In areas wherethe same basic grade is used by bothmilitary and commercial, only one gradeneed be manufactured, stored anddistributed as the additives required by themilitary can be injected as the fuel issupplied to the military.

The wide-cut gasoline type of jet fuel isused by the military in the Former SovietUnion, some East European countries andthe People’s Republic of China.



Aviation turbine fuels (cont.) BP Jet ABP Jet A is a petroleum distillate blendedfrom kerosine fractions having a freezingpoint below –40ºC and a flash point above38ºC. It is available only in the USA andparts of Canada. In USA Jet A is the fuelnormally supplied at all civil airports. Itdoes not usually contain a static dissipatoradditive.

ApplicationsBP Jet A is widely approved by engine andairframe manufacturers’, particularly forEuropean/American aircraft. The flight

manuals, however, should be checkedbecause the freezing point of –40ºCmaximum may impose aircraft altituderestrictions or other operational limitationson certain very long range flights.

ApprovalsThe specification authority for Jet A toASTM D1655 (Jet A) does not giveapprovals to individual suppliers but BP JetA fully meets all the requirements of thisspecification.

© Air BP Ltd. 2000 11


SpecificationsUSA ASTM D1655 (Jet A)

Typical Properties

CompositionTotal acidity, mg KOH/g below 0.010Aromatics, % vol 23.4Total sulphur, % mass 0.07Mercaptan, % mass 0.0005

VolatilityDistillation

Fuel recovered10% vol at ºC 18550% vol at ºC 21190% vol at ºC 245

Final boiling point, ºC 280Residue, % vol 1.0Loss, % vol 0

Flash point, ºC 51.1Density at 15ºC, kg/m3 820

FluidityFreezing point, ºC -51Viscosity at -20ºC, mm2/s 5.2

CombustionSpecific energy, net, MJ/kg 43.02Smoke point, mm 19.5Naphthalenes, % vol 2.9

CorrosionCopper strip, 2h at 100ºC 1A

StabilityThermal stability (JFTOT), control temperature 260ºC

Filter pressure differential, mm Hg 1Tube deposit rating (visual) 1

ContaminantsExistent gum, mg/100ml 0.5Water reaction

Interface rating 1

Aviation turbine fuels (cont.) BP Jet A-1BP Jet A-1 is a petroleum distillate blendedfrom kerosine fractions having a freezingpoint below -47ºC and a flash point above38ºC. It meets the requirements of thelatest versions of UK Specification Def Stan91-91, ASTM Specification D1655 (Jet A-1), and the IATA Guidance Material(Kerosine Type). BP Jet A-1 is the fuelsupplied and used outside USA, theFormer Soviet Union, the People’sRepublic of China and some EasternEuropean Countries. It normally contains astatic dissipator additive.

For military use, BP Jet A-1 additionallyconforms to the UK Specification Def Stan91-87 and US Specification MIL-T-83133 (JP-8) and contains static dissipatoradditive, corrosion inhibitor and fuel systemicing inhibitor.

ApplicationsBP Jet A-1 kerosine fuel is suitable for all gas turbine engines.

ApprovalsThe specification authorities for Jet A-1, both civil and military, do not give approvalsto individual suppliers but BP Jet A-1 fully meets all the requirements of thesespecifications.



SpecificationsBP Jet A-1 BP Jet A-1 (FSII)(Civil) (Military)

NATO Code No F-35 F-34

UK Joint Services Designation AVTUR AVTUR/FSII

British Def Stan 91-91 Def Stan 91-87

US Military – Mil-T-83133 (JP-8)

ASTM D1655 (Jet A-1) –

IATA Guidance Material Kerosine Type –

Aviation turbine fuels (cont.)

© Air BP Ltd. 2000 13


BP Jet A-1

Typical Properties

CompositionTotal acidity, mg KOH/g 0.003Aromatics, % vol 19.5Total sulphur, % mass 0.02Mercaptan sulphur, % mass

0.0003Volatility

DistillationInitial boiling point, ºC 156Fuel recovered

10% vol at ºC 16720% vol at ºC 17250% vol at ºC 18890% vol at ºC 234

End point, ºC 258Residue, % vol 1.0Loss, % vol Nil

Flash point, ºC 42Density at 15ºC, kg/m3 804


CombustionSpecific energy, net, MJ/kg 43.15Smoke point, mm 25Naphthalenes, % vol 1.5

CorrosionCopper strip (2h at 100ºC) 1ASilver strip (4h at 50ºC) 0


Filter pressure differential, mm Hg 0.1Tube deposit rating (visual) 1


Interface rating 1Conductivity

Electrical conductivity, pS/m 180

Aviation turbine fuels (cont.) BP Jet TS-1 and BP Jet RT-1

BP Jet TS-1 and BP Jet RT-1 arepetroleum distillates blended from kerosinefractions. Grade TS-1 is the fuel normallysupplied at civil airports in Russia, theFormer Soviet Union and some EastEuropean countries. Grade RT-1 is notoften available. Both grades aremanufactured and supplied against therequirements of the latest version of theSpecification GOST 10227. Theserequirements are specified by GOST testmethods, which are not equivalent to thoseused in Jet A-1 specifications, makingdirect comparison with Jet A-1 difficult. It isclear, however, that compared to Jet A-1, BP Jet TS-1 and BP Jet RT-1 have betterlow temperature properties but lower flash

points, and BP Jet TS-1 has highermercaptan sulphur levels. They do notnormally contain a static dissipator additive.

ApprovalsThe specification authority for Grades TS-1and RT-1 to GOST 10227 does not giveapprovals to individual suppliers but BP JetTS-1 and BP Jet RT-1 fully meet all therequirements of this specification.

ApplicationsBP Jet TS-1 and BP Jet RT-1 kerosinetype fuels are suitable for almost all gasturbine engines but there may still beaircraft/engines whose certification doesnot cover Grade TS-1 and Grade RT-1. Inall such situations the aircraft/enginemanufacturers’ should be consulted prior tousing the fuel.



SpecificationGOST 10227

Typical PropertiesBP Jet BP Jet TS-1 BP Jet RT-1

CompositionTotal acidity, mg KOH/g 0.008 0.002Aromatics, % vol 15.2 19.5Total sulphur, % mass 0.04 0.02Mercaptan sulphur, % mass 0.0026 0.0003


Initial boiling point, ºC 138 140Fuel recovered

10% vol at ºC 160 15450% vol at ºC 183 18290% vol at ºC 216 211

Final boiling point, ºC 246 238Flash point, ºC 31.0 35.0Density at 15ºC, kg/m3 787 793

FluidityFreezing point, ºC -64 -68Viscosity at -40ºC, mm2/s 2.95 3.8

CombustionSpecific energy, net, MJ/kg 43.2 –Smoke point, mm 28 26

CorrosionCopper strip (3h at 100ºC) 1A 1A

StabilityThermal stability, static test (5h at 150ºC),

mg/100mlContaminants

Existent gum, mg/100ml 1 3Water reaction

Interface rating 1B 1BSeparation rating 2 2

Ash content, % mass – –

© Air BP Ltd. 2000 15

Aviation turbine fuels (cont.) BP Jet THBP Jet TH is a petroleum distillate blendedfrom kerosine fractions that have beenprocessed by treatment with hydrogen. JetTH is the fuel supplied at civil airports inRomania. It is manufactured and suppliedagainst the requirements of the RomanianSpecification STAS 5639/88. Theserequirements are specified by STAS testmethods, which are similar to those used inJet A-1 specifications. Apart from a lowerflash point limit, the requirements of theSTAS specification are similar to those forJet A-1. Jet TH normally contains a staticdissipator additive.

ApprovalsThe specification authority for Jet TH toRomanian Specification STAS 5639/88does not give approvals to individualsuppliers but BP Jet TH fully meets all therequirements of this specification.

ApplicationsBP Jet TH kerosine type fuel is suitable forall gas turbine engines but there may stillbe aircraft/engines whose certification doesnot cover Jet TH. In all such situations theaircraft/engine manufacturers’ should beconsulted prior to using the fuel.


SpecificationRomanian STAS 5639/88

Typical Properties

CompositionTotal acidity, mg KOH/g 0.002Aromatics, % vol 16.5Total sulphur, % mass 0.01Mercaptan sulphur, % mass 0.0004


Initial boiling point, ºC 142Fuel recovered

10% vol at ºC 15550% vol at ºC 18990% vol at ºC 229

End point, ºC 259Residue, % vol 1.5Loss, % vol 1.5


FluidityFreezing point, ºC –53Viscosity at -20ºC, mm2/s 4.3

CombustionSpecific energy, net, MJ/kg 43.24Smoke point, mm 22

CorrosionCopper strip (2h at 100ºC) 1Silver strip (4h at 50ºC) 0

StabilityThermal stability (Coker),

Filter pressure differential, mm Hg 5Tube deposit rating 1


Interface rating 1bConductivity


Aviation turbine fuels (cont.) BP Jet Fuel No 3In the People’s Republic of China, Jet FuelNo 3 (formally known as Grade RP-3)meeting the requirements of SpecificationGB 6537 is the jet fuel supplied at all civilairports. Jet Fuel No 3 is a kerosine fuelwhich appears to be identical incomposition to Jet A-1. It normally containsa static dissipator additive.

ApplicationsBP Jet Fuel No 3 kerosine type fuel issuitable for all gas turbine engines but

there may still be aircraft/engines whosecertification does not cover Jet Fuel No 3. In all such situations the aircraft/enginemanufacturers’ should be consulted prior tousing the fuel.

ApprovalsThe specification authority for Jet Fuel No3 to Specification GB 6537 does not giveapprovals to individual suppliers but BP JetFuel No 3 fully meets all the requirementsof this specification.



SpecificationsChinese GB 6537

Typical Properties

CompositionTotal acidity, mg KOH/g 0.003Aromatics, % vol 16.0Total sulphur, % mass 0.20Mercaptan sulphur, % mass 0.0018


Initial boiling point, ºC 153Fuel recovered

10% vol at ºC 16850% vol at ºC 19490% vol at ºC 237

End point, ºC 261Residue, % vol 0.5Loss, % vol 0.5



CombustionSpecific energy, net, MJ/kg 43.35Smoke point, mm 25

CorrosionCopper strip (2h at 100ºC) 1ASilver strip (4h at 50ºC) 0


Filter pressure differential, mm Hg 0.1Tube deposit rating (visual) 1


Interface rating 1Conductivity


Methanol/Water Mixture 45/55 The power output of an engine is directlyrelated to the mass or weight of the airflowpassing through the engine, and thus,when operating under high temperatureand/or high altitude conditions where airdensity is low, power is reduced. Underthese conditions, the power output can berestored by the injection into the airflow ofspecial power boost fluids, which are alsoknown as thrust augmentation fluids.

These fluids have a high latent heat ofvaporisation and act by cooling the airflowto raise its density and thereby increasethe weight of the airflow through theengine. This technique can also be used toaugment take off power under normalatmospheric conditions. The effect can beobtained using water alone but methanolcan be added to the water to preventfreezing and also to provide an additionalsource of fuel.

The use of these fluids is steadilydiminishing and, presently, Air BP suppliesonly one grade, namely Methanol/WaterMixture 45/55.

The methanol and water used must be ofvery high purity to prevent the formation ofdeposits in the engines. Methanol conformsto Specification BS 506 and the water,either demineralized or distilled, meets theUK Defence Standard and the Rolls RoyceSpecification. Details of the componentsand the Methanol/Water Mixture 45/55 areshown on the following table.

ApplicationsModern gas turbine engines do not requirethe use of either water or water/methanolmixture. For certain older designs ofengine, water alone is usually used butthere are some engines which usemethanol/water mixture, the mostsignificant being the Rolls-Royce Dartturboprop engine.

© Air BP Ltd. 2000 17


18 © Air BP Ltd. 2000

Methanol/water mixture


METHANOL GRADE 45/55 WATER

UK Joint Services Designation AL-14 AL-28 WTA

NATO Code No S-747 S-1744 S-1739

SPECIFICATIONSBritish Military – Def Stan 68-253 Def Stan 68-253Rolls-Royce – MSRR.9359 MSRR.9359

COMPOSITIONMethanol 100% by vol 43.8% by vol –Demineralised Water – 56.2% by vol 100% by vol

PROPERTIESDensity at 20ºC, kg/m3 791-794 – –Density at 15ºC, kg/m3 – 941-945 –Dissolved Solids, mg/l 10 max 10 max 10 maxAcidity as Formic Acid, % m/m 30 max 0.0015 max –pH Value – – 5.0-7.5Electrical Conductivity, µS/m – 1100 max 1100 maxSilica Content (as SiO2), mg/l – 3 max –

PRINCIPAL APPLICATION Component of Turbine engines Turbinemethanol/water (particularly R-R engines mixtures Dart)

Aviation Engine Oils Air BP markets mineral oils for aviationpiston engines. These products areblended from carefully selected, highlyrefined, base stocks. By paying scrupulousattention to stringent quality controlrequirements and procedures duringmanufacture and distribution, Air BPensures that the product is of the highestquality when delivered to the customer.

Two types of piston engine oils aremarketed: straight mineral and ashlessdispersant mineral. The suffix for eachgrade of oil corresponds to the viscosity inSaybolt Universal Seconds (SUS) at100ºC. The additive mineral grades areidentified by the letter ‘D’ immediately priorto the suffix.

For many years military specifications andtheir related approval systems, especiallythe US military specifications, Mil-L-6082and Mil-L-22851, have had the greatestinfluence on the quality of these mineraloils. The US military have not requiredthese oils for many years and are,therefore, unwilling to continue to supportthe specifications. Commercialspecifications equivalent to the US militaryspecifications have been developed underthe auspices of the Society of AutomotiveEngineers (SAE) and now these are fullyoperational, the US military specificationshave been cancelled. For similar reasonsthe UK specifications for aviation pistonengines have been declared obsolete.TheSUS commercial grade designations aregradually being replaced by the SAE Gradeclassifications. Air BP’s ashless dispersantmultigrades have therefore been givenSAE classification suffixes.

The range of piston engine oils marketed by Air BP is shown in the Index andSpecification Reference Chart on page 20and the characteristics of the two types ie.straight mineral and additive mineral, arediscussed in more detail on pages 21 and23 respectively.


Aviation Engine Oils and Hydraulic OilHANDBOOK OF PRODUCTS

20©

Air BP Ltd. 2000

Aviation Engine Oils and H

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PAGE SAESPECIFICATIONS AND REFERENCE NUMBERS

PRODUCT DESCRIPTION NO. GRADE USA FRENCH NATO AIRCRAFT ENGINE MANUFACTURERS

BP AVIATION OIL OIL MEETS CIVIL AND MILITARY 22 40 SAE J1966 — —80 SPECIFICATIONS MIL-L-6082E

BP AVIATION OIL OIL MEETS CIVIL AND MILITARY 22 50 SAE J1966 AIR 3560D 0-117100 SPECIFICATIONS MIL-L-6082E

BP AVIATION OIL OIL MEETS CIVIL AND MILITARY 22 60 SAE J1966 — —120 SPECIFICATIONS MIL-L-6082E

BP AERO OIL OIL MEETS PISTON ENGINE 25 40 SAE J1899 AIR 3570 0-123D80 MANUFACTURERS’ REQUIREMENTS MIL-L-22851D

AND CIVIL AND MILITARYSPECIFICATIONS

BP AERO OIL OIL MEETS PISTON ENGINE 25 50 SAE J1899 — —D100 MANUFACTURERS’ REQUIREMENTS MIL-L-22851D


BP AERO OIL OIL MEETS PISTON ENGINE 25 60 SAE J1899 — 0-128D120 MANUFACTURERS’ REQUIREMENTS MIL-L-22851D


BP MULTIGRADE MULTIGRADE OIL MEETS PISTON 25 20W/50 SAE J1899 — —AERO OIL D ENGINE MANUFACTURERS’ MIL-L-22851DSAE 20W/50 REQUIREMENTS AND CIVIL AND

MILITARY SPECIFICATIONS

BP MULTIGRADE MULTIGRADE OIL MEETS PISTON 25 25W/60 SAE J1899 — —AERO OIL D ENGINE MANUFACTURERS’ MIL-L-22851DSAE 25W/60 REQUIREMENTS AND CIVIL AND

MILITARY SPECIFICATIONS

BP AERO PETROLEUM BASED OIL WITH 26 — MIL-H-5606G AIR 3520 B H-515HYDRAULIC IF LOW POUR POINT AND LOW

VISCOSITY

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Index and Specification Reference Chart

Straight Mineral Piston Engine Oils

The Air BP straight mineral grades areavailable for those users requiring highquality oils of proven performance withoutashless dispersant additives. They areproduced from highly refined petroleumbasestocks selected from North Americancrude oils. The only additive present is apour point depressant to impart improvedfluidity at low temperatures.

ApplicationsThe majority of engine manufacturers’recommend ashless dispersant additive oilsfor general use in preference to straightoils because of their enhanced oxidationand thermal stability properties, and theirdispersancy characteristics enable depositformation in the engine oil system to beminimised. However, straight oils arerecommended for approximately the first 50 hours running-in period for new andnewly overhauled engines as they allowfaster piston ring bedding-in and oil losscontrol. The engine manufacturer’s specificrequirements for running-in practicesshould be strictly adhered to.

The applications of the Air BP Aviation Oilsare similar to those recommended for thesame viscosity Air BP Aero D ashlessdispersant grades.



Straight Mineral Piston Engine Oils (cont.)

22 © Air BP Ltd. 2000


ApprovalsBP Aviation BP Aviation BP AviationOil 80 Oil 100 Oil 120

MilitaryUS Mil-L-6082F: Cancelled Cancelled CancelledUK Specification: Now Obsolete Now Obsolete Now Obsolete

CommercialApproved against SAE: J1966 (SAE 40) J1966 (SAE 50) J1966 (SAE 60)Meets requirements of:

AVCO Lycoming 301F (Grade 1080) 301F (Grade 1100) 301F (Grade 1120)Specification:Teledyne Continental Motors Specification MHS 24B for straight mineral grades: SAE 40 SAE 50 SAE 60

Specifications

NATO Code No. None O-117 None

UK Joint Services Designation OM-170 OM-270 None

Typical Properties

Viscosity, cStat 100ºC 15.6 18.2 24.6at 40ºC 166 205 321

Flash point, ºC 264 261 280Sulphur, % mass 0.5 0.5 0.7Pour point, ºC -27 -18 -18Total acid number, mg KOH/g 0.02 0.02 0.02Density, kg/m3 891 891 894Ash content, % mass 0.001 0.001 0.001Trace sediment, ml/100ml oil <0.005 <0.005 <0.005Copper corrosion, (3h at 100ºC) 1b 1b 1b

Ashless Dispersant AdditiveMineral Piston Engine Oils

Air BP markets a range of five ashlessdispersant additive mineral oils: threesingle viscosity grades and two multi-viscosity grades. All the grades areblended from high quality, high viscosity,solvent refined, de-waxed paraffinic NorthAmerican lubricating base stocks. Theycontain an ashless dispersant additivewhich leaves no metallic ash residueswhich could cause combustion chamberdeposits and a tendency towards pre-ignition. BP Multigrade Aero Oils D SAE20W/50 and 25W/60 contain, in addition, ashear stable viscosity index improveradditive which enables them to combinethe viscosity levels of SAE 20W and 25Wgrade oils at cold temperatures, whileretaining all the lubrication performance ofSAE 50 and 60 grade oils at normal engineoperating temperatures.

ApplicationsBP ashless dispersant mineral oils aresuitable for use in all aviation pistonengines operating in the general aviationmarket. They should be used only inaccordance with the engine manufacture’srecommended lubrication proceduresincluding oil change schedules. The break-in of new or newly overhauled engines isnormally carried out using a straight gradeaviation mineral oil. Again, the enginemanufacture’s recommended proceduresfor running-in period should be observedbefore switching to an ashless dispersantgrade oil.

The choice between the single viscosity BPAero Oils, D80, D100 or D120 grades willlargely depend upon engine power outputand ambient air temperature operatingconditions. Higher power outputs andhigher ambient air temperatures willgenerally dictate use of the more viscousD100 or D120 grades. The major drawbackin using single viscosity grade oils is that achange to an alternative grade oil mayhave to be made seasonally or when flyingbetween regions having significantlydifferent ambient temperatures.

These problems of choice of oil grade areovercome when using BP Multigrade AeroOil D SAE 20W/50 or 25W/60. Theyprovide the performance of SAE 20W orSAE 25W grade oils at cold temperatures,while retaining all the protective lubricatingproperties of SAE 50 or SAE 60 grade oilsat normal operating temperatures. They arespecifically recommended for use inengines subjected to wide variations oftemperature. The wide operatingtemperature range of the oils provide thefollowing benefits:

– reduced oil consumption

– reduced fuel consumption

– seasonal oil changes eliminated

– flights through wider ranges of climaticconditions permitted without the need ofchanging oil grade

– greatly assisted engine starting and rapidlubrication of piston rings, cylinder wallsand valves during the critical warm-upperiod

– the above make their use highlydesirable in turbocharged orsupercharged engines operating athigher altitudes and lower outside airtemperatures.

The highly effective additive package,which is approved against thespecifications Mil-L-22851D (recentlycancelled) and SAE 1899, providesexcellent dispersancy, anti-wear and anti-foam properties and enhances oxidationand thermal stability whilst providing thelubricating properties of an SAE 50 or SAE60 grade oils at normal engine operatingtemperatures.



Ashless Dispersant AdditiveMineral Piston Engine Oils(cont.)

Change of Oil TypeIt is appreciated that, particularly in thegeneral aviation sector, operators may notalways be able to top up with theappropriate grade of BP mineral oil. Oilmixing is not encouraged due to slightdifferences in the characteristics of thedifferent competitors’ oils, but approvedaviation oils of the same viscosity gradeare compatible and may be used whennecessary.

BP Multigrade Aero Oil D SAE 20W/50 and SAE 25W/60 oils are compatible with othergrades of oil but if full advantage is to betaken of their all-temperature performance,mixing should only be carried out in anemergency and not on a regular basis.

If, after a significant period of operation ona straight mineral oil, it is required tochange to a BP ashless dispersant additivegrade, the following procedure should beadopted:

1. Drain straight oil and refill withrecommended grade of BP dispersantadditive oil.

2. Due to the detergent action of thedispersant additive, sludge andcarbonaceous material may bedislodged and the oil should be changedafter five hours running.

3. Oil filters should be inspected frequentlyand if deposits persist, oil should bechanged frequently until normaloperation is achieved.

24 © Air BP Ltd. 2000


Ashless Dispersant AdditiveMineral Piston Engine Oils(cont.)



ApprovalsBP Aero Oil BP Multigrade Aero Oil

D80 D100 D120 20W/50 25W/60Military:

Mil-L-22851D (Now cancelled) SAE 40 SAE 50 SAE 60 20W/50 25W/60

Commercial:Approved against SAE 1899 SAE 40 SAE 50 SAE 60 20W/50 25W/60Meets requirements of:AVCO Lycoming MHS-301F SAE 40 SAE 50 SAE 60 20W/50 25W/60Teledyne Continental Motors MHS 24B SAE 40 SAE 50 SAE 60 20W/50 25W/60

Specifications

NATO Code No : O-123 None O-128 None None

Typical Properties

Viscosity, cStat 100ºC 14.4 19.0 23.0 19.8 24at 40ºC 121 182 241 158 240

Viscosity, cPat -10ºC – – – 3200 –at-5ºC – – – – 4500

Flash point, ºC 246 252 270 236 261Sulphur content, % mass 0.5 0.5 0.5Viscosity index 120 118 118 140 125Total acid no, mg KOH/g 0.03 0.03 0.03Density at 15ºC, kg/m3 886 889 888 882 880Trace sediment, ml/100ml <0.005 <0.005 <0.005Pour point, ºC -27 -24 -24 -33 -27Ash content, % mass 0.001 0.001 0.001Copper corrosion 1b 1b 1b

Hydraulic Fluid BP Aero Hydraulic 1FBP Aero Hydraulic 1F is a low viscosity,low pour point petroleum base oil blendedwith a viscosity index improver, anoxidation inhibitor and up to 0.5% of triarylphosphate of the ‘non-toxic’ type as ananti-wear agent. The formulation isapproved against the French SpecificationAIR 3520/B, the US Specification Mil-H-5606G and the British Specification DefStan 91-48/2, and is available only in thesuperclean grade. During manufacture it issubjected to fine filtration in a ‘clean-room’facility which guarantees the high degree ofcleanliness necessary to enable it toconform to the rigid cleanliness clause ofthe AIR 3520/B Specification.

ApplicationsIt is designed for use in aircraft hydraulicmechanisms operating between -54ºC and135ºC in pressurised systems, includingautomatic pilots, shock absorbers, brakes,undercarriages, flap control mechanismsand servo units. It is intended for use withsynthetic rubber parts and must not beused in systems incorporating naturalrubber. The oil is dyed red for identificationand to ease the detection of leaks.

As approved AIR 3520/B fluid, BP AeroHydraulic 1F is recommended by manyaircraft manufacturers for use in thehydraulic systems and flying controls oftheir military and civil aircraft. It is findingincreasing use in industrial and marinehydraulic equipment and in someautomotive applications.

26 © Air BP Ltd. 2000


Approvals

French Military AIR 3520/BUS Military Mil-H-5606GBritish Def Stan 91-48/2

Specifications

NATO Code No H-515UK Joint Services Designation OM-15

Typical Properties

Density at 20ºC, kg/l 0.868

Kinematic viscosity, cStat 100ºC 5.3at 40ºC 14at -54ºC 1800

Flash point, ºC 93

Pour Point, ºC <-60

Total acid number, mg KOH/g 0.03

Introduction The Air BP range of products comprisesaviation fuels (gasolines and kerosines),aviation lubricants (engine oils andhydraulic fluid) and methanol/watermixtures (power boost fluids). Theseproducts are unlikely to present health,safety or environmental risks provided theyare used according to the recommendedhandling procedures and with highstandards of personal and industrialhygiene. However, if standards are notmaintained, hazards could arise. Thissection describes the hazards associatedwith Air BP products, and providesguidance on how to avoid or minimise anypotential risks.

It contains general advice on the handlingand use of Air BP products; this issupplemented by more detailedinformation, which is given in the MaterialsSafety Data Sheets contained in the pocketat the back of the Handbook. MaterialsSafety Data Sheets obtained locally maycontain any additional information requiredby National regulatory requirements.

For ease of reference the section is dividedinto five parts: Part 1 gives information onsafety hazards, Part 2 describes the healthaspects relevant to Air BP products, Part 3gives advice on environmentalconsiderations, Part 4 describes thepurpose and content of the MaterialsSafety Data Sheets for Air BP products andPart 5 gives guidance on where to obtainfurther information.


Health, Safety and Environmental InformationHANDBOOK OF PRODUCTS

28 © Air BP Ltd. 2000

Part 1. Safety

The main safety hazard with Air BP productsrelates to the risk of fire or explosion withaviation fuels and methanol/water mixtures.The information in this part is intended to actas a guide to users. It is of a very generalnature and is not intended to replace anylocal regulations.

1.1 Flash Point ClassificationTo apply safeguards to the storage, transportand handling of petroleum liquids,international organisations and authoritiesclassify these liquids according to theirflammability. These classificationssometimes vary slightly from country tocountry but the variations are not likely toaffect the classifications of Air BP products,which are classified according to their closedcup flash points in conformance with themost widely used system. The classificationand guidance is as follows:-

Class IProducts with a closed cup flash point below21ºC should be stored and handled inaccordance with local regulations for highlyflammable liquids and all sources of ignitionexcluded. Electrical equipment used mustsatisfy the requirements of the Institute ofPetroleum Electrical Safety Code or its localequivalent.

Class IIProducts with a closed cup flash point from21ºC to 55ºC inclusive should be stored andhandled in accordance with local regulationsfor flammable products and stored in closedcontainers and all sources of ignitionexcluded. Electrical equipment used mustsatisfy the requirements of the Institute ofPetroleum Electrical Safety Code or its localequivalent.

Class IIIProducts having a closed cup flash pointabove 55ºC up to and including 100ºC.

UnclassifiedProducts having a closed cup flash pointabove 100ºC.

Air BP Aviation gasolines andmethanol/water mixtures are Class Iproducts. Their very low flash points meanthat any spillage or leak is a severe fireand/or explosion hazard. They must bestored at ambient temperatures away from

ignition sources and only in equipment orcontainers designed specifically for their use.Containers must be properly labelled andkept closed when not in use. Hot work, suchas cutting or welding, must not be carriedout on any container used for these productsunless it has been made safe. Containers,such as drums, containing residues of theseproducts must be disposed of safelyaccording to local regulations.

Air BP Aviation turbine kerosines are Class IIproducts, which are flammable and shouldbe stored in closed containers and allsources of ignition excluded. Any spillageshould be treated as a potential fire hazardand/or explosion hazard.

Air BP Aviation lubricants and hydraulic fluidare unclassified products which arecombustible and should be stored at ambienttemperature away from ignition sources.

1.2 Fire ExtinguishingIn the event of fire, extinguish using drypowder, foam or, for small fires, carbondioxide. NOTE: The use of BCF/halonextinguishers is environmentallyunacceptable. Water (as a fine spray or mist)should only be used as a protective screenand/or to cool adjacent tanks.

In some instances, products which areexposed to fire may produce toxic fumesduring thermal decomposition.

1.3 Specially HazardousCircumstancesAviation Fuel Spillages. If fuel is spilled in aconfined space, dangerously highconcentrations of vapour are produced;great care must be taken to reduce firehazard and to prevent the seriousconsequences of inhalation in suchcircumstances by wearing the appropriaterespiratory protection (see also Sections 2.3and 2.5).

Aviation Fuel Tank Cleaning. Specialprecautions must be taken during cleaningor maintenance on avgas storage tanks.Special precautions are also necessarywhen sludge from these tanks is beingremoved or disposed of. The necessaryprecautions are described in AssociatedOctel Co. Ltd’s booklet ‘Leaded GasolineTank Cleaning and Disposal of Sludge’.



Part 2. Health

2.1 General Health AspectsAviation fuels (gasolines and kerosines) arecomplex mixtures of distillate fractions ofpetroleum. They are manufactured to atechnical specification and theirhydrocarbon make-up varies considerably,depending on crude oil source, processingand intended application. They generallycontain low concentrations of performanceadditives.

Air BP lubricants and hydraulic oil areformulated from highly refined mineral oilsand special additive systems.

The following general health advice relatesto all Air BP products. Individual MaterialsSafety Data Sheets (see pocket in the backof this handbook) should be consulted forspecific details of applications, physicalcharacteristics/composition and healthadvice.

2.2 ExposureUnder normal conditions of use, exposureto Air BP aviation fuels is likely to beconfined to inhalation of mists or vapoursgenerated during handling or incidentalskin contact. Accidental skin contact withmethanol/water mixtures may also occurduring maintenance. Inhalation exposure oraccidental ingestion or eye contact is alsopossible.

Exposure to Air BP lubricants and hydraulicoil is most likely to occur due to incidentalskin contact during ‘top-up’ or routinemaintenance procedures.

2.3. Effects of ExposureInhalationThe volatility and vapour pressure ofaviation fuels and methanol/water mixturesmeans that inhalation exposure may occurto vapours and mists evolved duringhandling. Such exposure to highconcentrations may cause irritation of therespiratory tract. In common with manyhydrocarbons, exposure to high vapourconcentrations may cause drowsiness orloss of consciousness. Aviation fuels arecomplex mixtures which can contain smallamounts of dangerous components.Inhalation, therefore, presents a potentialhazard in that this could result inabsorption into the bloodstream andpossibly systemic damage.

Under normal conditions of use, inhalationof aviation lubricants and hydraulic oil areunlikely. However, if the products areheated or used in situations whereaerosolisation is likely then exposure tomists may occur. Apart from transientirritation of the respiratory tract, suchexposure is not expected to cause anyparticular health effects. Overheating of theproducts may, however, result in hazardousdecomposition products being evolved.

SkinFrequent or prolonged skin contact withfuels and lubricants will de-fat the skin,leaving it dry and susceptible to fissuring,dermatitis and subsequent infection.Exposure to fuels may also cause chemicalburns particularly if contact is prolonged orthe affected area is occluded for exampleby clothing.

Skin exposure to used lubricants should beavoided as they may have a potential tocause serious irreversible skin disorders,such as warty growths and cancer, due tothe presence of small amounts of harmfulcontaminants.

Simple, practical advice on the preventionof occupational skin diseases and theimportance of preventing contamination ofthe skin is given in Part 2.5 on page 33.

Injections through the skin arising fromcontact with high pressure/velocity spraysare SERIOUS MEDICAL EMERGENCIES.Injuries may not appear serious at first butwithin a few hours tissue becomes swollen,discoloured and extremely painful withextensive subcutaneous necrosis.Emergency surgical exploration andthorough cleansing of the wound andunderlying tissue is necessary to minimisenecrosis and tissue loss. NOTE: highpressure may force material considerabledistances along tissue planes.

EyesEye contact with liquid products and theirvapours may cause transient irritation butno lasting effects. Irritant effects are likelyto be more pronounced with products oflow viscosity and high aromatic content,such as some aviation gasolines.


Part 2.Health (cont.)

IngestionUnder normal conditions of use, ingestionof Air BP products is unlikely. If it doesoccur they may produce local irritation ofthe mouth and gastrointestinal tract.Ingestion of low viscosity products alsopresents a risk of aspiration into the lung(see Aspiration).

AspirationAspiration means the introduction of liquidinto the lungs. Products such as aviationgasolines and kerosines can enter the lungcausing rapidly developing inflammation(chemical pneumonitis) which may provefatal.

Aspiration can occur after ingestion of aliquid particularly if vomiting occurs, or ifthe patient is unconscious or semi-conscious.

2.4 Occupational Exposure LimitsOccupational Exposure Limits (OELs) – ofwhich the Threshold Limit Values (TLVs),adopted annually by the AmericanConference of Governmental IndustrialHygienists, are probably the most widelyknown – recommend the airborneconcentrations of substances in theworking environment to which it is believedthat nearly all workers may be exposedrepeatedly, day after day, without adverseeffects. The purpose of such limits is to actas a guide to the establishment of anacceptable working environment. They donot indicate an index of toxicity or even arelative degree of risk or hazard. The limitsare based on the best available informationalthough in some cases this may belimited. The best practice is to maintainairborne concentrations of substances asfar below the appropriate OEL as ispracticable.

For most substances, OELs are expressedas time weighted average (TWA)concentrations for an 8 hour working day,but for some an absolute ceilingconcentration – not to be exceeded at anytime – or additional short-term (15 minutes)exposure limits, annotated as C and STELrespectively, may be assigned. Some OELsmay also be annotated – skin – whichindicates that dermal adsorption is animportant route of exposure to the material.

OELs are usually quoted as parts of vapouror gas per million parts of contaminated airby volume (ppm) at 25ºC and 760 mm ofHg pressure or milligrams of substance percubic meter of air (mg/m3).

2.5 Preventive MeasuresInhalationInhalation of mists and vapours should beavoided as far as possible, and whereapplicable, OELs should be observed andexposures reduced to the lowestpracticable level. Good local and generalventilation should be provided.

Appropriate personal protective equipmentshould be available. If operations are suchthat exposure to vapour, mist or fume maybe anticipated, then suitable approvedrespiratory equipment should be worn. Theuse of respiratory equipment must bestrictly in accordance with themanufacturer’s instructions and anystatutory requirements governing itsselection and use.

Skin ContactSkin contact with fuels and lubricating oilsof various types is a common route ofindustrial exposure. Adverse effects can beprevented by the use of good industrial andpersonal hygiene measures such as:

– the wearing of adequate protectiveclothing and the frequent laundering ofoveralls;

– the provision of disposable ‘wipes’ (oilyrags or tools should never be kept inoverall pockets);

– good washing facilities should beavailable with hot and cold water,proprietary hand-cleansers and cleantowels (barrier creams and reconditioningcreams may be beneficial).

Detailed advice on how to care for skinwhen using petroleum products is given inPart 2.6.

30 © Air BP Ltd. 2000



Part 2. Health (cont.)

2.6 Skin Care When UsingPetroleum ProductsTo minimise the possibility of skin problemsarising during handling of Air BP products,it is important that good hygiene (industrialand personal) practices are followed. Thissection provides general advice on theprevention of occupational skin diseaseswhen using petroleum products. Theappropriate BP Materials Safety DataSheet should be consulted for specificadvice on safe handling precautions andemergency procedures for particular Air BPproducts.

Healthy SkinThe skin is the main barrier protecting thebody from harmful substances in theenvironment and comprises a thin outerlayer (the epidermis) and a thicker innerlayer (the dermis which contains sweatglands, hair follicles and blood vessels).The epidermis consists of a layer of deadcells (cells being the basic structural andfunctional building blocks of the body)bound together by natural oils to form animpervious barrier. The natural oils presentare important in retaining water and theirloss (known as defatting) can lead todehydration of the skin which becomes stiffand cracks open exposing the underlyingliving cells to harmful substances orinfection.

Effects of Petroleum Products on theSkinFrequent or prolonged contact with mineraloil products can cause various skinconditions which may occur singly or incombination:

Irritant Contact Dermatitis is inflammationof the skin resulting from contact with anirritant material. The response ofindividuals to irritant materials may vary.Petroleum products, particularly those oflow viscosity, may defat the skin leaving itdry and susceptible to dermatitis andinfection. Irritant dermatitis is the mostcommon skin condition caused by frequentor prolonged skin contact with petroleumproducts.

Allergic Contact Dermatitis occurs only inindividuals who have become allergic(sensitised) to particular materials as aresult of previous exposure. Theinflammation of the skin in such cases isthe same as in irritant contact dermatitisexcept that severe inflammation may becaused by even trivial contact with smallamounts of the material.

In both irritant and allergic contactdermatitis, inflammation causes the skin tobecome red and itchy. Small watery blistersmay develop and burst, leaving the skinsurface dry and flaky which may result incracking and in some cases bleeding.Dermatitis developing over a long periodmay result in skin which is thickened andscaly. Occupational contact dermatitiscommonly affects forearms, backs of handsand between fingers, but may affect anyexposed areas of skin. Although it mayoccur at any age it arises most often inmiddle age, sometimes after exposure tothe same material for twenty years ormore. Once contact dermatitis hasdeveloped, the skin does not always returnto a normal healthy condition even if allcontact with the offending material(s) isavoided. Prevention of contact dermatitisdeveloping must, therefore, be the primaryconsideration.

Oil Folliculitis (blocking of hair follicles)and/or Oil Acne (blocking of sebaceousand/or sweat glands) may develop as aresult of prolonged skin contact withmineral oil products (particularly where oil-soaked clothing has been allowed toremain in prolonged contact with the skin).The first sign is normally the appearance of‘blackheads’ but more susceptibleindividuals may suffer from boils or evencarbuncles.

Frequent and prolonged skin contact withsome lubricants and fuels, especially ifaccompanied by poor standards ofpersonal hygiene, may lead to localisedthickening of the skin (keratosis) or to wartygrowths.


Part 2. Health (cont.)

Rarely, a warty growth may becomemalignant (cancer). In addition, smallgrowths or malignant ulcers may developon otherwise normal skin. These occurmost frequently on exposed areas (hands,forearms) but may also appear on otherareas where the skin is habitually chafedby oil-impregnated clothing. The scrotum isparticularly susceptible and therefore oilyrags or tools should never be put intotrouser pockets. Work clothes should becleaned regularly and changed promptly ifthey become contaminated. It is essentialto maintain high standards of personalhygiene.

Skin cancers may not appear for manyyears (usually more than twenty) afterexposure. Early medical treatment isessential. Personnel with prolongedoccupational exposure to petroleumproducts should be advised bymanagement to examine themselvesregularly, for example when bathing.Handling instructions for materialssuspected of being able to cause skincancer should be followed carefully at alltimes. Anyone who develops a skin sore orulcer which does not heal quickly (eventhough they have not handled petroleumproducts for many years) should consult aphysician.

Prevention of Skin ContaminationThe best way to protect the skin from anyharmful effects of petroleum products is toprevent skin contamination. Personalprotection is less effective than properlyengineered containment. Work practicesmust be adopted to minimise contact andprevent the accumulation of material on theskin. Only disposable ‘wipes’ should beused – workers should never put oily ragsor tools in pockets.

Protective clothing: cotton orpolyester/cotton overalls normally provideadequate protection where only intermittentor occasional contact is likely. Where ahigher degree of contact is possibleadditional impermeable protective clothing,such as gloves, aprons, oil-resistantfootwear, should be worn as appropriate.Clothes should be changed regularly(immediately if impregnated) and launderedbefore re-use. Saturated clothing shouldnot be allowed to chafe against the skin.

Barrier Creams may help to prevent grimebecoming ingrained into the skin but offerlittle or no protection against harmfulsubstances. Petroleum products should bewashed off the skin using soap orproprietary skin cleansers and warm water.Fuels, such as gasoline or kerosine, orsolvents, such as white spirit, should neverbe used as they themselves may causedermatitis if used repeatedly. Workersshould be encouraged to wash regularly,particularly before eating. Skin cleansers(moisturising creams) may be used, forexample at the end of each shift, as theycan help replace natural oils and preventdefatting.

32 © Air BP Ltd. 2000


Part 3. Environment

If Air BP products are released accidentallyinto the environment through spillage,leakage from fixed installations or followingincorrect disposal of waste product, theymay cause adverse effects. Should suchenvironmental contamination occur, theprime concern must be to avoid fire andexplosion. Consistent with this objective,the spillage should be contained andisolated from all sources of ignition andfrom personnel. Spilled material should berecovered by the use of absorbents, such as sand, sawdust or other proprietaryabsorbent, and stored in suitablecontainers in a safe and well ventilatedarea prior to disposal under conditionsapproved by the local authorities.

Aviation fuels in particular can be harmfulto aquatic organisms and may persist inthe environment. Aviation fuels may alsofind their way into water courses andpossibly drinking water supplies.Contamination of water courses anddrainage systems must at all times beprevented.

Apart from their well recognised effects dueto physical fouling, lubricant products areunlikely to be particularly harmful to aquaticorganisms, although they persist in theenvironment (water/soil) for some time.Heavily contaminated soil may need to beremoved and disposed of according to localregulations.

New and used lubricants and waste fuelsmust be disposed of in accordance withlocal regulations ensuring that they do notcontaminate water courses and drainagesystems.



34 © Air BP Ltd. 2000

Part 4. Materials Safety Data Sheets

Materials Safety Data Sheets (MSDS) forthe generic product types supplied by AirBP are enclosed in the back of thisbrochure. This section provides someguidance on the purpose and content ofthese sheets.

4.1. PurposeKnowing how and where to obtain basicHealth, Safety and Environmentalinformation is often the first step inpreventing problems during use ofproducts. Similarly, the availability ofinformation on the effects of productspillage, or the disposal of used products,can help to protect health and theenvironment.

The Air BP MSDS provide a usefulsummary of all health, safety andenvironmental information for Air BPproducts. It is intended as an aid to safeuse, an indicator of any potential hazardsand a guide to the necessary response toany problems arising. It contains first aidadvice and procedures for emergencysituations such as fire and spillage.Information is also provided onenvironmental effects and safe disposal.The MSDS are intended for all personsusing or handling the product.

In most cases the products present little orno health, safety or environmental hazard ifhandled according to the instructions givenin the MSDS.

4.2. ContentsAir BP MSDS are divided into sectionswhich provide in a concise form all relevanthealth, safety and environmentalinformation on the product. These data arelargely self-explanatory but furtherinformation on the content of a number ofsections may be helpful to understand thetype of information they contain. These arelisted below:

ApplicationA short description is given of the primaryintended use of the product. The productshould not be used for any other purposeor application unless specificallyrecommended or advised by Air BP.

Composition and Hazards IdentificationThese sections provide a description of thecomposition of the product and identify

particular components which are identifiedas hazardous by regulatory authorities.Components may be identified by theirassigned Chemical Abstracts Service(CAS) number or European Inventory ofExisting Commercial Chemical Substances(EINECS) number. It should be noted thatthe presence of any such ‘hazardous’components does not necessarily indicatethat a finished product will present anyhazard. Whether or not it does will dependon the concentration of the hazardouscomponent in the product.

Where a product is considered to present a significant flammability, health orenvironmental hazard, the nature of thehazard is described in this section.

First Aid Measures and Medical AdviceThis section provides advice on immediateaction to take in the event of accidentalexposure to the product, or if adversehealth effects are experienced. A separatesection may be included to provide adviceto medical practitioners when they areinvolved in the treatment of a casualty.

Exposure Controls and PersonalProtectionWorkplace exposure limits, sometimescalled Occupational Exposure Limits (OEL)or Threshold Limit Values (TLV), areprovided if they have been established orrecommended by a regulatory authority orprofessional body. These limits are notdividing lines between ‘safe’ and ‘unsafe’levels of exposure, but are airborneconcentrations that should not causesignificant adverse health effects.Concentrations may be expressed either interms of short term exposure (typically 15minutes for the Short Term Exposure Limitor STEL) or longer-term exposure (8 hourOEL or TLV). In either case the aim shouldbe to reduce the airborne concentrations ofthe product in the workplace below the limitas far as is reasonably practical. Exposureshould be calculated as Time WeightedAverage (TWA) values over the definedperiod.

Where appropriate, this section will alsoprovide advice on appropriate personalprotective equipment (clothing, goggles,etc) to reduce the risk of accidentalcontamination with the product.


Part 4. Materials Safety Data Sheets(cont.)

Physical CharacteristicsTypical physical characteristics are givenwhich are relevant to health, safety andenvironmental assessment.

Stability and Reactivity InformationThe chemical and physical stability of theproduct at ambient temperature is indicatedtogether with conditions and incompatiblematerials to be avoided to preventexplosions or reactions that might producetoxic products. A common concern with oilproducts is the generation of carbonmonoxide and/or smoke from incompletecombustion.

Toxicological InformationThe potential hazards to health arising fromshort and long-term exposure to theproduct by various routes are indicated, forexample by splashing on the skin or in theeyes, by inhalation of mist or vapour, or byingestion.

Eye Contact: An indication of whether theproduct will be irritant, or damaging ifsplashed into the eye.

Skin Contact: An indication of the effect ofthe product on the skin from short termexposure, for example irritation, or fromrepeated or prolonged exposure, whichmay result in allergic sensitisation or moresevere skin disorders. In addition, if there isa possibility that some product may beabsorbed through the skin to produce injuryto parts of the body remote from wherecontact occurs, this would also beindicated. This is known as a systemictoxic effect.

Ingestion: An indication of whether theproduct is likely to produce any harmful ortoxic effects if swallowed. In addition forliquids of low viscosity a warning will begiven regarding possible hazards fromaspiration into the lungs.

Inhalation: an indication of the effect ofbreathing mist, vapour, gas or fumesproduced during use.

Ecological InformationAdvice is provided in this section on anyadverse effects of the product ifaccidentally released into the environment.In particular, information is included on thetoxicity of the product to organisms in theaquatic environment, the likely fate andpersistence of spilled product, and anindication of the ability of the product to bedegraded biologically.

Transport and Regulatory InformationThese sections provide details of labellingrequirements for transport and supply ofthe product. Most frequently the supplylabelling relates to the European Union(EU) Directives for the labelling ofdangerous substances and preparations.Other national regulations may be includedas appropriate.

The product label indicates the mainhazards of the product, for example ‘HighlyFlammable’ or ‘Toxic’, and includes adescription of any hazard along with adviceon safety. In certain circumstances, whereit may be helpful to customers, BP willvoluntarily include additional information onthe warning label even when this is notrequired by law.



Part 4. Materials Safety Data Sheets(cont.)

4.3. Glossary of TermsAcute – effects that rapidly follow exposure

(seconds to hours)

Aspiration – introduction of liquid into thelungs

Biodegradability – the ability of a materialto break down in the environment

Carcinogen – any cancer-producingsubstance

Chronic – effects from repeated orprolonged exposure (days to years)

Dermatitis – non-infective inflammation ofthe skin

Ecotoxicity – the ability of a material tocause adverse effects in the environment

Ingestion – taking by mouth

Inhalation – breathing vapour, gas orfumes into the lungs

Irritation – inflammation caused byimmediate, prolonged or repeatedcontact by a material with skin, eye ormucous membrane

Local – effects occurring at point of contactwith material

Mucous membrane – lining of cells of therespiratory system, eyes, nose andmouth

Respiratory tract – air passagewaysincluding nose, throat, windpipe andlungs

Sensitisation – development of an allergicstate: a sensitised individual will react onsubsequent exposure to even very smallamounts of the sensitiser

Systemic – effects occurring in parts ofbody remote from site of contact

Toxicity – the inherent ability of a materialto produce injury when it has reached asusceptible site on or within the body

36 © Air BP Ltd. 2000



Part 5. Further Information

Further copies of this Handbook, and anymore detailed advice, may be obtainedfrom your normal Air BP contact, or from

Air BPBreakspear ParkBreakspear WayHemel HempsteadHerts HP2 4ULUnited Kingdom

Switchboard: 44 1442 225711Central Fax: 44 1442) 224861Telex: 825380

A number of more detailed publications onthe subject of health and safety have beenprepared by the oil industry bodyCONCAWE (Oil Companies EuropeanOrganisation for Environment and HealthProtection). These not only provide usefulbackground information, but also list furtherreference material. The relevant reportsare:

– CONCAWE Report No 1/97 “Petroleumproducts – first aid, emergency andmedical advice”.

– CONCAWE Report No 2/85 “Healthaspects of petroleum fuels – generalprinciples”.

– CONCAWE Report No 85/81 “Healthaspects of petroleum fuels – potentialhazards and precautions for individualclasses of fuels”.

– CONCAWE Report No 5/87 “healthaspects of lubricants”.

– CONCAWE Report No 7/87 “Healthaspects of toluene and xylene exposuresassociated with motor gasoline”.

– CONCAWE Report No 95/59 “Theclassification and labelling of petroleumsubstances according to the EUdangerous substances directive”.

Copies of these reports can be obtainedfrom the CONCAWE office at:

Madouplein 1B- 1030Brussels Belgium


Documents

Air BP Handbook of Products - airformationelearning.com · blending specially manufactured high octane petroleum fractions consisting of isoparaffins and light aromatic compounds