You are being redirected because this document is part of your ASTM Compass® subscription.
    This document is part of your ASTM Compass® subscription.


    Fuel Flash Point and Airline Maintenance Practices

    Published: 0

      Format Pages Price  
    PDF (84K) 4 $25   ADD TO CART
    Complete Source PDF (1.7M) 115 $55   ADD TO CART

    Cite this document

    X Add email address send
      .RIS For RefWorks, EndNote, ProCite, Reference Manager, Zoteo, and many others.   .DOCX For Microsoft Word


    No clearly defined codes govern the safety requirements of aircraft hangar maintenance practices. The experience of United Airlines is typical of other air carriers. When piston aircraft were serviced, aviation gasoline was removed and a flash point base oil Class II liquid substituted in order to work on aircraft inside the hangar. The base oil flash point was monitored. Use of Jet A fuel made this procedure unnecessary; outside defueling is not required. If a reduced flash point jet fuel (a Class I flammable liquid) were used in aircraft, the former base oil procedure might have to be reinstituted which would increase costs. Airport fire officials and insurance underwriters would determine under what conditions a reduced flash kerosine could be handled. Probable facility changes include venting wing tanks outdoors, fitting of flame arrestors on tank and container vents, closer control of ignition sources, and general improvement in hangar ventilation.


    aviation gasoline, Base oil C, hangar maintenance, tank venting, ventilation requirements, control of ignition sources

    Author Information:

    Brenneman, JJ
    Fire safety engineer, United Air Lines, San Francisco, Calif.

    Committee/Subcommittee: D02.J0

    DOI: 10.1520/STP35052S