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EI Standard 1541

Requirements for internal protective coating


systems used in aviation fuel handling systems

2nd edition

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EI STANDARD 1541

REQUIREMENTS FOR INTERNAL PROTECTIVE COATING SYSTEMS USED IN


AVIATION FUEL HANDLING SYSTEMS

Second edition

October 2016

Published by
ENERGY INSTITUTE, LONDON
The Energy Institute is a professional membership body incorporated by Royal Charter 2003
Registered charity number 1097899

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The EI gratefully acknowledges the financial contributions towards the scientific and technical programme
from the following companies

BP Exploration Operating Co Ltd RWE npower


BP Oil UK Ltd Saudi Aramco
Centrica Scottish Power
Chevron SGS
CLH Shell UK Oil Products Limited
ConocoPhillips Ltd Shell U.K. Exploration and Production Ltd
DCC Energy SSE
DONG Energy Statkraft
EDF Energy Statoil
ENGIE Talisman Sinopec Energy (UK) Ltd
ENI Tesoro
E. ON UK Total E&P UK Limited
ExxonMobil International Ltd Total UK Limited
Kuwait Petroleum International Ltd Tullow Oil
Maersk Oil North Sea UK Limited Valero
Nexen Vattenfall
Phillips 66 Vitol
Qatar Petroleum World Fuel Services

However, it should be noted that the above organisations have not all been directly involved in the development of this publication, nor
do they necessarily endorse its content.

Copyright © 2016 by the Energy Institute, London.


The Energy Institute is a professional membership body incorporated by Royal Charter 2003.
Registered charity number 1097899, England
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ISBN 978 0 85293 945 1

Published by the Energy Institute

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REQUIREMENTS FOR INTERNAL PROTECTIVE COATING SYSTEMS USED IN AVIATION FUEL HANDLING SYSTEMS

Contents
Page

Legal notices and disclaimers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Acknowledgements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1 Introduction and scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8


1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.2 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3 Retroactivity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

2 Determination of the effect of the coating on aviation fuel . . . . . . . . . . . . . . . . . . . . 9


2.1 Requirements of an internationally recognised specification . . . . . . . . . . . . . . . . . . . 9
2.2 Additional requirements for determining the coating effect on the aviation fuel . . . . 9
2.2.1 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.2.2 Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.3 Additional requirements for determining the effect of an FSII/water blend on the
coating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

3 Additional properties required of a coating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

4 Selection, preparation, application and inspection of the coating . . . . . . . . . . . . . . 14

Annex A Bibliography . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Annex B Determination of the effect of FSII/water on a coating . . . . . . . . . . . . . . . . . . 17


B.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
B.2 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
B.3 Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Annex C Useful tests on applied epoxy coatings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

Annex D Abbreviations/units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

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REQUIREMENTS FOR INTERNAL PROTECTIVE COATING SYSTEMS USED IN AVIATION FUEL HANDLING SYSTEMS

LEGAL NOTICES AND DISCLAIMERS

This publication has been prepared by the EI Aviation Committee.

The information contained in this publication is provided as guidance only, and although every
effort has been made by the EI to assure the accuracy and reliability of its contents, the EI MAKES
NO GUARANTEE THAT THE INFORMATION HEREIN IS COMPLETE OR ERROR-FREE. ANY
PERSON OR ENTITY MAKING ANY USE OF THE INFORMATION HEREIN DOES SO AT HIS/
HER/ITS OWN RISK. TO THE MAXIMUM EXTENT PERMITTED BY APPLICABLE LAW, THE
INFORMATION HEREIN IS PROVIDED WITHOUT, AND THE EI HEREBY EXPRESSLY DISCLAIMS,
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The EI is not undertaking to meet the duties of manufacturers, purchasers, users and/or employers
to warn and equip their employees and others concerning safety risks and precautions, nor is the EI
undertaking any of the duties of manufacturers, purchasers, users and/or employers under local and
regional laws and regulations. This information should not be used without first securing competent
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RESULTING FROM THE VIOLATION OF ANY LOCAL OR REGIONAL LAWS OR REGULATIONS WITH
WHICH THIS PUBLICATION MAY CONFLICT.

Nothing contained in any EI publication is to be construed as granting any right, by implication or


otherwise, for the manufacture, sale, or use of any method, apparatus, or product covered by letters
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No reference made in this publication to any specific product or service constitutes or implies an
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THE EI, AND ITS AFFILIATES, REPRESENTATIVES, CONSULTANTS, AND CONTRACTORS


AND THEIR RESPECTIVE PARENTS, SUBSIDIARIES, AFFILIATES, CONSULTANTS, OFFICERS,
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ACCEPTANCE, USE OR COMPLIANCE WITH THIS PUBLICATION.

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REQUIREMENTS FOR INTERNAL PROTECTIVE COATING SYSTEMS USED IN AVIATION FUEL HANDLING SYSTEMS

FOREWORD

This publication has been prepared by the EI Aviation Committee. It is intended to provide guidance on
performance requirements for protective coating systems that may be used in aviation fuel handling
systems (e.g. storage tanks, rail tank cars, road tankers, hydrant pipe, filter vessels and piping).

This second edition replaces the first edition published in 2007 and has been prepared to incorporate
the following changes:
−− Expansion of the scope to reflect the wider application of the standard in aviation
fuel handling systems (e.g. storage tanks, rail tank cars, road tankers, hydrant pipe,
filter vessels and piping).
−− Deletion of the reference to MIL-PRF-4556 which is obsolete.
−− Clarification that Test Fluid B should be a jet fuel meeting either ASTM D1655 or DEF
STAN 91-91, without CI/LI, FSII or SDA.
−− Extension of the test protocol for Test Fluid C (synthetic seawater) to also include
visual inspection after seven days of drying.
−− The inclusion of requirements for more photographic records of testing.
−− Clarification that a full penetration weld rather than arc welding should be used as
part of the lining burn back test.
−− The inclusion of an annex that provides a test fluid to assess the impact of a 50/50
blend of FSII/water on coating systems that will handle jet fuel containing FSII.
−− The inclusion of an annex that provides information that may be of assistance for the
assessment of existing coatings of unknown provenance.

Where coatings have been qualified to the requirements of EI 1541 1st edition and have demonstrated
no harms in service, it may not be necessary for them to be requalified to the second edition of this
publication (but, for example, see Annex B – the new requirements for testing with an FSII/water test
fluid, intended only for coatings to be used in systems conveying fuel containing FSII). New coating
system qualifications shall be in accordance with the requirements of this edition of this standard.

Users of this publication shall be aware that due consideration shall be given to the effect of any
unusual or abnormal circumstance, on which it is not possible to generalise within the scope of this
publication. Specialist advice shall be sought in these cases.

In addition, in some areas local or national statutory regulations also apply (e.g. German Institute of
Building Technology requirement for tank coatings which result in a grey colour). This publication is
intended to be complementary to these established controls and practices.

The EI is not undertaking to meet the duties of employers to warn and equip their employees, and
others exposed, concerning health and safety risks and precautions, nor undertaking their obligations
under local and regional laws and regulations.

Nothing contained in any EI publication is to be construed as granting any right, by implication or


otherwise, for the manufacture, sale, or use of any method, apparatus, or product covered by letters
patent. Neither shall anything contained in the publication be construed as insuring anyone against
liability for infringement of letters patent.

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IMPORTANT: This document is subject to a licence agreement issued by the Energy Institute, London, UK. It may only be used in accordance with the licence terms and conditions. It must not be forwarded to, or stored, or accessed by, any unauthorised user. Enquiries: e:pubs@energyinst.org t:
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REQUIREMENTS FOR INTERNAL PROTECTIVE COATING SYSTEMS USED IN AVIATION FUEL HANDLING SYSTEMS

This publication is intended to assist those involved in the storage of aviation fuel. Every effort has
been made by the EI to ensure the accuracy and reliability of the data contained herein; however, the
EI makes no representation, warranty, or guarantee in connection with this publication and hereby
expressly disclaims any liability or responsibility for loss or damage resulting from its use or for the
violation of any local or regional laws or regulations with which this publication may conflict.

Suggested revisions are invited and should be submitted to the

Technical Department
Energy Institute,
61 New Cavendish Street,
London,
W1G 7AR
e: technical@energyinst.org

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REQUIREMENTS FOR INTERNAL PROTECTIVE COATING SYSTEMS USED IN AVIATION FUEL HANDLING SYSTEMS

ACKNOWLEDGEMENTS

The preparation of this publication was undertaken by Mr. J. Rhode (representing Air BP), with input
from technical representatives of the following companies and organisations:

Air BP Limited
Air TOTAL International
Airlines for America
Compañía Logística de Hidrocarburos (CLH)
Chevron
ExxonMobil
ExxonMobil Research & Engineering
International Air Transport Association
Kuwait Petroleum International Aviation Company Ltd.
Phillips66
Shell Aviation
Shell Global Solutions
Vitol Aviation
World Fuel Services

A draft version of this publication was distributed to industry stakeholders for technical review. The
following (in addition to representatives from the above companies/organisations) generously gave
of their time to provide feedback, which is greatly appreciated:

Gavin Bagshaw (3M)


Jack Buffin (US Navy)
Terrence Dickerson (US Navy)
Jim Gammon (Gammon Technical Products)
Richmond Hannah (Aviation Refuelling Compliance Solutions P/L)
Guillermo Huarte (AXION Energy)
Martin Janssen (Department of National Defence, Government of Canada)
Chris Laing (US Navy)
Uwe Lauber (FAUDI Aviation GmbH)
Ron McDowell (PECOFacet)
Tom Muzik (ParkerVelcon)
Jay Patel (QinetiQ)
Pamela Serino (Defense Logistics Agency Energy)
Melanie Thom (Baere Aerospace Consulting, Inc)

Project coordination and editing was undertaken by Martin Hunnybun (EI).

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REQUIREMENTS FOR INTERNAL PROTECTIVE COATING SYSTEMS USED IN AVIATION FUEL HANDLING SYSTEMS

1 INTRODUCTION AND SCOPE

1.1 INTRODUCTION

Protective coating systems are applied to interior metal1 surfaces of jet fuel and aviation
gasoline handling systems (including storage tanks, rail tank cars, road tankers, hydrant pipe,
filter vessels and piping). Coating systems serve multiple functions including the prevention of
corrosion on the metal surfaces, to ensure the integrity of containment as well as protecting
aviation fuel from contamination by rust during storage and distribution. They also facilitate
the removal of particulate contamination as their smooth surface helps the movement of
contaminants to drain points. This may reduce the need for more frequent tank entry and
cleaning, and also reduce the potential for microbial proliferation. Note: Coating systems
that may trap water in their structure (e.g. certain types of glass fibre material) shall not be
used as they negate the benefits of the coating, as described here.

There are many issues to consider when planning to use a protective coating system such as:
−− determination of the effect of the coating on the aviation fuel;
−− determination of the effect of aviation fuel on the coating;
−− selection of the appropriate coating system;
−− surface preparation;
−− correct application, and
−− curing and testing of applied coating systems.

1.2 SCOPE

This publication is intended to apply to:


−− performance requirements for protective coating systems;
−− coating manufacturer’s test procedures, and
−− coatings used in aviation fuel handling systems (e.g. storage tanks, rail tank cars, road
tankers, hydrant pipe, filter vessels and piping).

1.3 RETROACTIVITY

The provisions of this standard are intended for application to new aviation fuel handling
systems or existing systems that are undergoing coating repair or replacement.

1
It should be noted that the use of stainless steel or aluminium may preclude the need for the use of a protective
coating.

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REQUIREMENTS FOR INTERNAL PROTECTIVE COATING SYSTEMS USED IN AVIATION FUEL HANDLING SYSTEMS

2 DETERMINATION OF THE EFFECT OF THE COATING ON


AVIATION FUEL

2.1 REQUIREMENTS OF AN INTERNATIONALLY RECOGNISED SPECIFICATION

When a protective coating is used to line the interior surface of aviation fuel handling systems,
the coating shall not have an effect on the aviation fuel. To determine this, the coating
material shall meet the requirements of one of the internationally recognised specifications
listed here and, in addition, the requirements described in 2.2 of this standard:

UK Ministry of Defence Standard


DEF STAN 80-97 Paint, system, for the interior of bulk fuel tank and fittings, multi-pack, Issue
5 (2012) or more recent

USA Department of Defense


MIL-PRF-23236D Performance specification – Coating systems for ship structures (2009)

2.2 ADDITIONAL REQUIREMENTS FOR DETERMINING THE COATING EFFECT ON THE


AVIATION FUEL

For coatings that are qualified to DEF STAN 80-97 or MIL-PRF-23236, further assessment of
the effect of the coating on aviation fuel and the effect of seawater on the coating shall be
obtained by undertaking the laboratory testing described in 2.2.1. The system should only be
considered acceptable for use as a coating in aviation fuel service if the results of the coating
testing are acceptable, as described in 2.2.2.

2.2.1 Procedure

2.2.1.1 Properly prepare and apply the coating material under test to all surfaces of seven steel Test
Pieces, each measuring 115 mm (± 5 mm) x 25 mm (± 5 mm) x 3 mm (± 1 mm) in accordance
with the coating manufacturer’s instructions.

2.2.1.2 Store one test piece in a sealed opaque container.

2.2.1.3 Obtain test fluids as described in Table 1. Test fluids shall be stored in sealed, approximately
5 litre containers meeting the requirements of ASTM D4306. Baked epoxy phenolic-coated
metal or uncoated stainless steel containers are preferred.

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REQUIREMENTS FOR INTERNAL PROTECTIVE COATING SYSTEMS USED IN AVIATION FUEL HANDLING SYSTEMS

Table 1: Test fluids

Test fluid Description Volume


A 70/30 (v/v) iso-octane/toluene* mixture 100 ml
B Jet Fuel meeting ASTM D1655 (without CI/LI, FSII or SDA) or DEF STAN 1L
91-91 latest revisions (without CI/LI, FSII or SDA) with a conductivity
(measured by ASTM D2624 or IP 274) of less than 10 pS/m
C** Synthetic seawater meeting ASTM D1141 containing Stock Solution 100 ml
Nos. 1 and 2, but not 3.
* Both components shall have a minimum purity of 99,0 %
**The testing of a coating in test fluid C is not required if the coating has been qualified to DEF
STAN 80-97.

2.2.1.4 Measure the existent gum, by IP 540/ASTM D381 of test fluid A.

2.2.1.5 For test fluid B:


(a) Measure the existent gum (mg/100 ml) by IP 540/ASTM D381.
(b) Measure corrosiveness to copper by IP 154/ASTM D130 (corrosion copper strip – 2 h @
100 °C).
(c) Measure the electrical conductivity by IP 274/ASTM D2624
(d) Measure the oxidative thermal stability breakpoint (highest temperature ≥275 °C
with a visual tube rating <3 and pressure drop less than 25 mm of Hg) or ETR or
ITR maximum not greater than 85 nm. Note that a jet fuel having stable oxidative
thermal stability performance must be used for this testing or the coating will appear
to fail in 2.2.2.6. It is not permitted to compensate the results in 2.2.2.6 for unstable
jet fuel.

Record all results and take photographs where applicable.

2.2.1.6 Prepare at room temperature, six wide mouth borosilicate glasses (as described in ASTM
D4306) jars or stainless steel containers. Fill two with test fluid A, two with test fluid B and
two with test fluid C. Details of the test fluids and the required volume of each, are given in
Table 1.

2.2.1.7 Completely immerse one test piece in each of the six containers of test fluid. Seal each
container.

2.2.1.8 Store the six containers between 20 and 25 °C in a location where they will not be disturbed,
for a period of 30 days.

2.2.1.9 For test fluid A:


(a) Measure existent gum, by IP 540/ASTM D381 of the fluid in each container.
(b) Remove the test pieces, rinse with heptane, dry and under 10x magnification visually
inspect the test pieces for signs of discoloration, softening, blistering, peeling,
cracking or crazing, comparing the test pieces with the control sample from 2.2.1.2.

2.2.1.10 For test fluid B:


(a) Measure existent gum (mg/100 ml) by IP 540/ASTM D381 of the fluid for each of the
two containers.

10

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REQUIREMENTS FOR INTERNAL PROTECTIVE COATING SYSTEMS USED IN AVIATION FUEL HANDLING SYSTEMS

(b) Measure corrosiveness to copper by IP 154/ASTM D130 (corrosion copper strip –


2 h @ 100 °C) of the fluid in each of the two containers.
(c) Measure for electrical conductivity by IP 274/ASTM D2624 of the fluid in each of the
two containers.
(d) Measure the oxidative thermal stability by IP 323/ASTM D3241 of the test fluid in
each of the two containers at the test temperature of 10 °C less than the breakpoint
measured in 2.2.1.5 (d).
(e) Remove the test pieces, rinse with heptane, dry and under 10x magnification visually
inspect the test pieces for signs of discoloration, softening, blistering, peeling,
cracking or crazing, comparing the test pieces with the control sample from 2.2.1.2.

2.2.1.11 For test fluid C: remove the test pieces, rinse with heptane, dry and under 10x magnification
visually inspect the test pieces for signs of discoloration, softening, blistering, peeling, cracking
or crazing, comparing the test pieces with the control sample from 2.2.1.2.

2.2.1.12 Where coating systems are intended for use in ship tanks that combine product and ballast
service, the following additional test shall be undertaken. The test pieces that were immersed
in test fluid C shall be dried for seven (7) days at 20 +/- 5 °C and then under 10x magnification
visually inspected for signs of discoloration, softening, blistering, peeling, cracking or crazing,
comparing the test pieces with the control sample from 2.2.1.2.

Record all results and take photographs where applicable.

2.2.2 Results

2.2.2.1 The results obtained from the two test fluid A containers from step 2.2.1.9 (a) shall be
compared with the result obtained in step 2.2.1.4. These results shall be considered
acceptable if both results are within the repeatability of the test method as compared with
the result obtained in 2.2.1.4.

2.2.2.2 The results obtained from the inspection of the test pieces from the two test fluid A containers
from step 2.2.1.9 (b) shall be considered acceptable if the test pieces appear essentially
identical to the control sample in step 2.2.1.2 immediately on completion of the soaking
procedure. Any signs of discoloration, softening, blistering, peeling, cracking or crazing shall
be reported as failures of the testing protocol.

2.2.2.3 The results obtained from the two test fluid B containers in step 2.2.1.10 (a) shall be compared
with the result obtained in step 2.2.1.5 (a). These results shall be considered acceptable if
both results are within the repeatability of the test method as compared with the result
obtained in 2.2.1.5 (a).

2.2.2.4 The results obtained from the two test fluid B containers in step 2.2.1.10 (b) shall be
considered acceptable if both results are within the limits prescribed in the relevant jet fuel
specification (either ASTM D1655 or DEF STAN 91-91).

2.2.2.5 The results obtained from the two test fluid B containers from step 2.2.1.10 (c) shall be
compared with the result obtained in step 2.2.1.5 (c). These results shall be considered
acceptable if both results are within the repeatability of the test method as compared with
the result obtained in 2.2.1.5 (c).

11

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REQUIREMENTS FOR INTERNAL PROTECTIVE COATING SYSTEMS USED IN AVIATION FUEL HANDLING SYSTEMS

2.2.2.6 The results obtained from the two test fluid B containers in step 2.2.1.10 (d) shall be
considered acceptable if both tests give VTR <3 or ETR or ITR maximum not greater than
85 nm and pressure drop less than 25 mm.

2.2.2.7 The results obtained from the inspection of the test pieces from the two test fluid B containers
from step 2.2.1.10 (e) shall be considered acceptable if the test pieces appear essentially
identical to the control sample in step 2.2.1.2 immediately on completion of the soaking
procedure. Any signs of discoloration, softening, blistering, peeling, cracking or crazing shall
be reported as failures of the testing protocol.

2.2.2.8 The results obtained from the inspection of the test pieces from the two test fluid C containers
from step 2.2.1.11 shall be considered acceptable if the test pieces appear essentially identical
to the control sample in step 2.2.1.2 immediately on completion of the soaking procedure
and again after step 2.2.1.12. Any signs of discoloration, softening, blistering, peeling,
cracking or crazing shall be reported as failures of the testing protocol.

2.3 ADDITIONAL REQUIREMENTS FOR DETERMINING THE EFFECT OF AN FSII/WATER


BLEND ON THE COATING

For coatings that are intended to be used in systems that will handle jet fuel containing FSII
further assessment of the effect of FSII on the coating shall be obtained by undertaking the
laboratory testing described in Annex B.

12

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REQUIREMENTS FOR INTERNAL PROTECTIVE COATING SYSTEMS USED IN AVIATION FUEL HANDLING SYSTEMS

3 ADDITIONAL PROPERTIES REQUIRED OF A COATING

3.1 Coatings used in aviation fuel service shall have a white or light colour to assist in routine
inspections of storage tanks, rail tank cars, road tankers and filter vessels, and shall have
a smooth surface to promote drainage. Note: Visual inspections of storage tanks, where
possible, may be carried out from the tank roof without entry when the product level is
low, therefore the colour contrast between particulate matter (dark) and the light coating is
beneficial.

3.2 Coatings used to line the interior of piping used in aviation fuel service shall pass a lining burn
back test as prescribed in 3.2.1 to 3.2.2.

3.2.1 Two carbon steel sample plates, of dimensions 200 ±5 mm x 150 ±5 mm x 6 ±2 mm, shall
be coated on one side only, then each shall be bevelled along one 150 mm edge to an angle
of 45 degrees leaving an approximate 1,5 mm landing at the front edge of each plate. The
plates shall then be welded together with a full penetration weld along the length of the
bevelled edge forming a butt weld (so that the weld completely seals the gap, formed by
the bevelled edges, between the two test pieces). See example in Figure 1.
Butt weld – One side bevelled

90 °

Uncoated side

6 ± 2 mm

150 mm ± 5 mm 1.5 mm
Coated side

Figure 1: Schematic example of preparation for butt welding along the bevelled
edge of two sample plates

3.2.2 After welding in accordance with 3.2.1 the piece shall be visually inspected. To be considered
an acceptable result there shall be no visual sign of the coating having burned off, peeled
or removed in any other way for a distance greater than 20 mm from the extremities of
the weld. There should be minimal loss of adhesion in the adjoining coating and coating
discoloration should not be widespread. Any discoloration of the coating should be reported
including photographs (both before and after welding).

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REQUIREMENTS FOR INTERNAL PROTECTIVE COATING SYSTEMS USED IN AVIATION FUEL HANDLING SYSTEMS

4 SELECTION, PREPARATION, APPLICATION AND INSPECTION


OF THE COATING

The selection of an appropriate coating system, the preparation of the surface to be coated,
coating application, and inspection of the coating after application are essential steps to ensure
the coating will prevent corrosion of the metal surface, prevent contamination of aviation fuel,
promote water removal by being smooth and be long lasting. Additional information on
applying/inspecting coatings can be found in:
−− API RP 652 Lining of above ground petroleum storage tank bottoms 4th edition (or
more recent)
−− ASTM D5162 Standard practice for discontinuity (holiday) testing of nonconductive
protective coating on metallic substrates
−− UK MOD Defence Works Functional Standard Spec. 032 Internal coating of aviation
fuel storage tanks (1996 or more recent edition)
−− NACE SP0188 Discontinuity (holiday) testing of new protective coatings on conductive
substrates

The purchaser of the coating should advise the coating manufacturer of the aviation
fuels including any fuel additives that will come in contact with the coating. The coating
manufacturer shall then confirm in writing that the coating supplied is fit-for-service and that
it meets the requirements set out in sections 2 and 3 of this standard. The purchaser of the
coating material shall adhere to the coating manufacturer’s recommendations for surface
preparation, maximum time frames between surface preparation and coating application,
application, film thickness of each coating layer, number of applications, curing periods
relative to local ambient conditions and inspection/repair of each coating layer.

14

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REQUIREMENTS FOR INTERNAL PROTECTIVE COATING SYSTEMS USED IN AVIATION FUEL HANDLING SYSTEMS

ANNEX A
BIBLIOGRAPHY

API2

API RP 652 Lining of above ground petroleum storage tank bottoms 4th edition

ASTM International3

ASTM D130 Standard test method for corrosiveness to copper from petroleum products by
copper strip test

ASTM D381 Standard test method for gum content in fuels by jet evaporation

ASTM D1141 Standard practice for the preparation of substitute ocean water

ASTM D1209 Standard test method for color of clear liquids (platinum-cobalt scale)

ASTM D1363 Standard test method for permanganate time of acetone and methanol

ASTM D1655 Standard specification for aviation turbine fuels

ASTM D1722 Standard test method for water miscibility of water-soluble solvents

ASTM D2624 Standard test method for electrical conductivity of aviation and distillate fuels

ASTM D3241 Standard test method for thermal oxidation stability of aviation turbine fuels

ASTM D4306 Standard practice for aviation fuel sample containers for tests affected by trace
contamination

ASTM D4752 Standard practice for measuring MEK resistance of ethyl silicate (inorganic)
zinc-rich primers by solvent rub

ASTM D6443 Standard test method for determination of Ca, Cl, Mg, P, S, and Zn in unused
lubrication oils and additives by wavelength dispersive X-ray fluorescence spectrometry

Energy Institute4

IP 154 Petroleum products – corrosiveness to copper – copper strip test (ISO 2160:1998)

IP 274 Determination of electrical conductivity of aviation and distillate fuels

IP 323 Determination of thermal oxidation stability of gas turbine fuels

IP 540 Determination of the existent gum content of aviation turbine fuel – Jet evaporation
method

2
Available from http://www.api.org
3
Available from www.astm.org
4
Available from www.energypublishing.org

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REQUIREMENTS FOR INTERNAL PROTECTIVE COATING SYSTEMS USED IN AVIATION FUEL HANDLING SYSTEMS

UK Ministry of Defence5

UK Ministry of Defence Works Functional Standard Spec. 032 Internal coating of aviation fuel
storage tanks (1996)

UK Ministry of Defence Standard 80-97 Paint, system, for the interior of bulk fuel tank and
fittings, multi-pack, Issue 5 (2012)

UK Ministry of Defence Standard 91-91 Turbine fuel, aviation kerosene type, Jet A-1

NATO Code: F35, Joint service designation: AVTUR

USA Department of Defense MIL-PRF-23236D Performance specification – coating systems


for ship structures (2009)

5
 vailable from Ministry of Defence Directorate of Standardization, Room 1138, Kentigern House, 65 Brown Street,
A
Glasgow G2 8EX, UK. http://www.dstan.mod.uk

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REQUIREMENTS FOR INTERNAL PROTECTIVE COATING SYSTEMS USED IN AVIATION FUEL HANDLING SYSTEMS

ANNEX B
DETERMINATION OF THE EFFECT OF FSII/WATER ON A COATING

B.1 INTRODUCTION

The requirements of this annex apply only to coatings that are intended to be used in systems
that will handle jet fuel containing FSII.

B.2 PROCEDURE

B.2.1 Properly prepare and apply the coating material under test to all surfaces of two steel Test
Pieces, each measuring 115 mm (± 5 mm) x 25 mm (± 5 mm) x 3 mm (± 1 mm) in accordance
with the coating manufacturer’s instructions.

B.2.2 Prepare at room temperature, two wide mouth borosilicate glasses (as described in ASTM
D4306) jars or stainless steel containers. Fill both containers with a 50/50 % blend of FSII
(DiEGME) and water.

B.2.3 Completely immerse one test piece in each of the two containers of test fluid. Seal each
container.

B.2.4 Store the two containers between 20 and 25 °C in a location where they will not be disturbed,
for a period of 30 days.

B.2.5 Remove the test pieces, rinse with heptane, dry and visually inspect the test pieces for signs
of discoloration, softening, blistering, peeling, cracking or crazing, comparing the test pieces
with the control sample from 2.2.1.2.

B.3 RESULTS

The results obtained from inspection of the two test pieces from B.2.5 shall be considered
acceptable if the test pieces appear essentially identical to the control sample in step 2.2.1.2
immediately on completion of the soaking procedure. Any signs of discoloration, softening,
blistering, peeling, cracking or crazing shall be reported as failures of the testing protocol.

17

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REQUIREMENTS FOR INTERNAL PROTECTIVE COATING SYSTEMS USED IN AVIATION FUEL HANDLING SYSTEMS

ANNEX C
USEFUL TESTS ON APPLIED EPOXY COATINGS

This annex provides information that may be of assistance for the assessment of existing
coatings of unknown provenance. Note that on-site testing requires assessment of HSSE
hazards and use of appropriate personal protective equipment.

Testing in accordance with ASTM D4752 Standard practice for measuring MEK resistance of
ethyl silicate (inorganic) zinc-rich primers by solvent rub may be used to determine the degree
of cure by the paint film resistance to a specified solvent. The Solvent Rub Test is usually
performed using methyl ethyl ketone (MEK) as the solvent. The MEK resistance or degree of
cure applies to paint topcoats and primers. It provides a quick estimation of degree of cure.
To confirm the cure, the rub test is followed by a thumb nail indentation test or scratch test.
Scratches or indentations indicate the coating has not properly cured or an indentation may
also indicate excessive film thickness.

The following tests require collecting methanol6 wash samples from the cured epoxy:

ASTM D1209 Standard test method for color of clear liquids (platinum-cobalt scale) (often
referred to as Pt-Co, platinum-cobalt, hazen or APHA color) may be used to measure clear to
dark amber liquids. Colours are originally defined by specified dilutions of a platinum-cobalt
stock solution, ranging from 0 at the light end of the scale to 500 at the darkest. The test is
used extensively in the water industry but also for clear oils, chemicals and petrochemicals
such as glycerine, plasticisers, solvents, carbon tetrachloride and petroleum spirits. The
presence or absence of colour is an indication of the degree of cleanliness of the epoxy.

Testing in accordance with ASTM D6443 Standard test method for determination of Ca, Cl,
Cu, Mg, P, S, and Zn may be used to provide a measure of assurance that the epoxy will not
contaminate the fuel (if the method confirms the absence of these elements).

ASTM D1722 Standard test method for water miscibility of water-soluble solvents may be
used to detect the presence or absence of water-immiscible contaminants. If the sample is as
free of cloudiness or turbidity as the blank it passes the test.

ASTM D1363 Standard test method for permanganate time of acetone and methanol may be
used to judge the presence of oxidisable materials that may be associated with manufacture
or contamination during application.

6
Note: Methanol and MEK require specific handling precautions.

18

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ANNEX D
ABBREVIATIONS/UNITS

The following abbreviations are used in this publication:

°C degrees Celsius
CI corrosion inhibitor
DEF STAN Defence Standard
EI Energy Institute
ETR ellipsometer tube rater
FSII fuel system icing inhibitor
h hour
ITR interferometric tube rater
L litre
LI lubricity improver
MEK methyl ethyl ketone
mg milligram
ml millilitre
mm millimetre
MOD UK Ministry of Defence
pS/m picosiemens per metre
RP recommended practice
SDA static dissipater additive
v/v volume per volume basis
VTR visual tube rater

19

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This publication has been produced as a result of
work carried out within the Technical Team of the
Energy Institute (EI), funded by the EI’s Technical
Partners and other stakeholders. The EI’s Technical
Work Programme provides industry with cost
effective, value adding knowledge on key current
and future issues affecting those operating in the
Energy Institute energy sector, both in the UK and beyond.
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