Air BP Products Handbook 04004 1

Handbook of Products
Air BP
HANDBOOK OF PRODUCTS
Contents
Page No
Foreword
Aviation Fuels and Methanol/Water Mixture

Introduction
Aviation Fuels
Aviation Fuel Additives
Methanol/Water Mixture
Index and Specification Reference Chart
Aviation Gasolines
Aviation Turbine Fuels
10
Methanol/Water Mixture 45/55
17
Aviation Engine Oils and Hydraulic Oil

Introduction
19
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 BP
Breakspear Park
Breakspear Way
Hemel Hempstead
Hertfordshire HP2 4UL
United Kingdom
Air BP Ltd. 2000
Air BP
Foreword
The British Petroleum Company plc is the

parent company of one of the worlds
largest oil resource groups. Air BP is the
specialist organisation within the BP Group
which markets on a world-wide basis, a
comprehensive range of high quality
Aviation Fuels, Aviation Engine Oils and
Hydraulic Fluid. This handbook is designed
to provide an easy reference to these
products, their applications, properties and
specifications.
A section devoted to a Health and Safety
Guide to Air BP Products is included; this
was compiled by the BP Group Product
Stewardship Group. The products listed,
when sensibly used for their intended
purposes with good standards of personal
and industrial hygiene, are not hazardous
to health. However, in the event of accident
or gross misuse, various health hazards
could arise. This section illustrates the
potential hazards and gives guidance on
remedial action that should be taken to
deal with medical emergencies that might
arise.
Commercial and military specifications for
aviation products are subject to regular
review and changes are frequent. Where
there are questions on compliance of
products with recently revised, amended
and new specifications, it is advisable to
consult the local Air BP Representative,
who will not only offer advice on any aspect
of the information contained in this
Handbook but will also be pleased to
answer any other enquiries.
Air BP Ltd. 2000
Aviation Fuels and Methanol/Water Mixtures

Aviation Fuels
Air BP markets a full range of aviation

fuels. Each product is produced to closely
defined manufacturing specifications which
encompass the most stringent
requirements of international civil and all
widely known military specifications. During
manufacture and throughout distribution in
the international Air BP network the
strictest attention is paid to the Air BP
Fuelling and Quality Control Regulations.
These require that at every stage between
refinery and aircraft tank, fuel quality is
checked by sampling and laboratory
analysis to ensure that when delivered to
the aircraft the fuel conforms to all the
requirements specified for the grade.
Aviation fuels are classified into two
groups; aviation gasolines for reciprocating
piston engines, and aviation turbine fuels
for use in turbo-propeller and turbo-jet
engines. The various grades of each type
available, together with relevant
specifications are shown in the Index and
Specification Reference Chart on page 7.
The most important property of aviation
gasolines for aircraft piston engines is the
anti-knock rating but the distillation range
and volatility are also important because of
their influence on mixture distribution and
cold starting. Other specification
requirements ensure that the fuel has good
storage stability, will not corrode fuel
system and engine parts, and can be
satisfactorily supplied to the engine under
all operating conditions.
The requirements of aircraft gas turbine
engines stress a different combination of
properties and tests than those required for
aviation gasolines. Anti-knock value is of
no importance and is replaced by tests
directly and indirectly controlling energy
content, thermal stability and combustion
characteristics. However, the same basic
controls are needed for properties such as
storage stability and corrosivity.
There is now only one basic type of jet fuel
in civil use world-wide; the kerosine type. It
is a development of the illuminating
kerosine originally used in gas turbine
engines. The wide-cut gasoline type of jet
fuel has not been used by civil aircraft for
many years and, once the fuel for many
Air BP Ltd. 2000
military organisations, its military use has

rapidly decreased over the last few years
as military forces, including USA, NATO
and SEATO, have changed to the kerosine
type. The wide-cut fuel is a wider boilingrange material containing some gasoline
fractions and was developed to increase
fuel availability from crude oil.
Despite efforts to standardise jet fuels,
there are still a number of differences in
minimum quality standards even among
major internationally used specifications.
When purchasing jet fuel in other countries,
international airlines are faced with a
confusing array of names, definitions and
specifications for jet fuels. As a partial
solution, airlines quote their requirements
against either the British Ministry of Defence
or ASTM specifications or the IATA
Guidance Material. Even with these
specifications as guidelines some aspects,
such as allowable additive contents,
frequently are poorly defined.
There are now five basic grades of
kerosine type jet fuel in civil use world-wide
which are supported by actively maintained
specifications. These are:
Jet A is the grade supplied at civil
airports throughout USA and in parts of
Canada.
Jet A-1 used world-wide outside of North
America, Former Soviet Union and
mainland China, this grade was developed
by major international oil companies to
alleviate problems experienced by
international air carriers when purchasing
fuel in other countries. The specification for
Jet A-1 incorporates the most stringent
requirements of the two main international
specifications, namely the British Ministry
of Defence and the ASTM. These Check
List requirements are published under the
title of Aviation Fuel Quality Requirements
for Jointly Operated Systems, and ensure a
uniform standard quality for civil jet fuel
throughout most of the world.
Jet TS-1 is supplied at all airports within
the Former Soviet Union and in some
Eastern European countries.

Aviation Fuels (cont.)
Aviation Fuel Additives
Jet Fuel No 3 (formerly known as Grade

RP-3) is similar to Jet A-1 and is the
grade supplied at all civil airports in
mainland China.
properties, differing mainly in the types of

additives permitted. In areas where the same
basic grade is used by both military and
commercial, only one grade need be
manufactured, stored and distributed as the
additives required by the military can be
injected as the fuel is supplied to the military.
Many military organisations, including USA,

NATO and SEATO, now use fuels which
are virtually identical to Jet A-1 in basic
The wide-cut gasoline type of jet fuel is used

by the military in Former Soviet Union and
mainland China.
Aviation fuel additives are compounds

which are added to fuels in very small
quantities to impart special or improved
characteristics. Their use is rigorously
controlled and only those listed in the
relevant specifications may be used.
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.
Those in common use are as follows:
4. Fuel System Icing Inhibitors prevent

freezing of water precipitated out of fuel
due to cooling at high altitude. The
approved additives are also biostats and
can be used on a continuous doping basis
to inhibit microbiological growth in aircraft
fuel systems.
Jet TH is the grade normally supplied at

all civil airports in Romania.
1. Tetraethyl Lead (TEL) is added to

aviation gasolines to improve knock
value in order to avoid detonation or
knock occurring in the combustion
chambers of piston engines.
2. Static Dissipator Additive increases
the electrical conductivity of the fuel
and hence speeds up the dissipation
of static electricity generated by fuel
movements through fuelling systems.
5. Corrosion Inhibitors protect ferrous metals

in fuel pipelines and equipment. They are
also used to improve the lubricating
properties of turbine fuels.
6. Metal De-activators depress the catalytic
effect which some metals, particularly
copper, have on fuel oxidation.
Methanol/Water Mixture
The maximum power output of aviation

engines reduces as the atmospheric
pressure decreases with altitude, and/or
the ambient air temperature increases.
The power output can be restored or, in
some instances, boosted for take off, by
injection of demineralised water or
methanol/water mixture into the engine.
Air BP supplies Methanol/Water Mixture
45/55 which is identified by the
volumetric proportions of the
constituents. The specifications met by
this product are given in the Index and
Specification Reference Chart on page 5.
Air BP Ltd. 2000
AVIATION
GASOLINES
KEROSINE TYPE AVIATION TURBINE FUELS
PAGE
NO.
EQUIVALENT SPECIFICATION AND REFERENCE NUMBERS

UK
USA
IATA
NATO
CHINA
FSU
ROMANIA
BP AVGAS
80
GASOLINE WITH MAXIMUM

0.14 g Pb/l. DYED RED
DEF STAN ASTM D910

91 90
BP AVGAS
100

0.85 g Pb/l. DYED GREEN
DEF STAN ASTM D910

91 90
BP AVGAS
100LL

0.56 g Pb/l. DYED BLUE
DEF STAN ASTM D910

91 90
BP JET A
FREEZING POINT BELOW -40C.

FLASH POINT ABOVE 38C.
11
BP JET A-1

12
DEF STAN ASTM D1655 KEROSINE F35

91 91
(TYPE A-1) TYPE FUEL
BP JET A-1
AS JET A-1 ABOVE WITH FSII
FOR MILITARY AND COROSSION INHIBITOR
12
DEF STAN MIL-T91 87

83133 (JP-8)
BP JET TS-1
AND RT-1

14
GOST
10227
BP JET TH

15
STAS 5639
BP JET
FUEL NO.3

16
METHANOL/WATER MIXTURE
45/55 FOR ENGINE POWER
RESTORATION
18
DEF STAN
68 253
METHANOL/WATER
MIXTURE
ASTM D1655
(TYPE A)
F34
S-1744
GB 6537
DESCRIPTION
Index and Specification

Reference Chart
Air BP Ltd. 2000

AVIATION FUEL

Aviation Gasoline
General
Aviation gasoline is a complex mixture of
relatively volatile hydrocarbons. The higher
performance grades are produced by
blending specially manufactured high
octane petroleum fractions consisting of
isoparaffins and light aromatic compounds.
Aviation gasoline grades are identified in
specifications by their minimum anti-knock
engine ratings. Two numbers are used, eg.
100/130, the first referring to the lean
mixture rating and the second to the rich
mixture rating. Numbers below 100 are
octane numbers, while those above 100
are performance numbers. The suffix LL
denotes a grade with a lower TEL content
i.e. Low Lead.
The use of an incorrect grade can have
disastrous results in terms of engine
performance and aircraft safety. In order to
differentiate between grades, dyes are
added to the fuels in accordance with an
internationally agreed colour code to impart
a distinctive colour.
Avgas 80 is suitable only for small, low

compression, low power output aero
engines, whereas Avgas 100 is required for
higher power output engines especially
those fitted with either a supercharger or a
turbocharger. Avgas 100LL is now the most
widely available grade having replaced
Avgas 80 and Avgas 100 in most areas of
the world. It has the same anti-knock
performance as the 100/130 grade but it is
produced with a lower TEL content. It is
approved for use in all piston engines
previously operated on 80/87 and 100/130
grades.
Approvals
Approvals are not given for fuels against
military or civil specifications but the BP
Aviation Gasolines meet all the
requirements of the appropriate grades of
the specifications listed on page 5.
Applications
In general, each type of engine is certified
to operate on a specific grade of fuel and
at one time several grades covering a
range of anti-knock ratings were produced
to meet the requirements of all the different
types of engine. In recent years the
diminishing demand for aviation gasoline
has led to a reduction in the number of
grades available. With fewer fuel grades,
manufacturing, storage and handling costs
were reduced with subsequent benefits to
consumers. At present, three grades 80,
100 and 100LL are covered in the most
widely recognised international
specifications.
Air BP Ltd. 2000

Aviation Gasoline (cont.)
BP AVGAS 80
Specifications
British
USA
Def Stan 91-90

ASTM D910
Typical Properties
Knock rating
Lean mixture, aviation rating
87
Rich mixture, supercharge method
91
Tetraethyl lead, gPb/l
0.09
Colour
Red
Specific energy, net, MJ/kg
44.5
Density at 15C, kg/m3
690
Distillation
Initial boiling point, C
37
10% vol. evaporated at C
64
80
84
108
Final boiling point, C
119
Sum of 10% and 50% evaporated temperatures, C
154
Recovery, % vol
99.0
Residue, % vol
0.4
Loss, % vol
0.6
Vapour pressure, kPa
43.4
Freezing point, C
below -80
Sulphur, % mass
0.01
Copper strip corrosion (2h at 100C)
Oxidation stability (5h)
Air BP Ltd. 2000
Potential gum, mg/100ml
0.5
Lead precipitate, mg/100ml
0.1
Water reaction, volume change, ml
Nil

Aviation gasoline (cont.)
BP AVGAS 100
Specifications
British
USA
Def Stan 91-90

ASTM D910
Typical Properties
Knock rating
115.2
131.7
0.77
Colour
Green
44.35
695
Distillation
40.5
71
95
99
107.5
124
170
Recovery, % vol
98.5
Residue, % vol
1.0
Loss, % vol
0.5
45.5
Freezing point, C
below -65
Sulphur, % mass
0.008
Existent gum, mg/100ml
below 1
Oxidation stability
below 1
Water reaction
Volume change, ml
Nil
Interface rating
Air BP Ltd. 2000

Aviation gasoline (cont.)
BP AVGAS 100LL
Specifications
British
USA
Def Stan 91-90

ASTM D910
Typical Properties
Knock rating
105
133
0.52
Colour
Blue
43.73
715
Distillation
41
58
92
101
128
156
164
Recovery, % vol
98
Residue, % vol
Loss, % vol
41.6
Freezing point, C
below -60
Sulphur, % mass
0.0003
Oxidation stability
0.5
1.0
Water reaction
Air BP Ltd. 2000
Volume change, ml
Nil
Interface rating

Aviation Turbine Fuels
General
Aviation turbine fuels (jet fuels) are
manufactured predominantly from straight
run kerosines which normally require
further treatment to meet the specification
requirements. At some refineries there is
an increasing tendency to incorporate
proportions of product produced by
hydrocracking processes.
Specifications for jet fuels are prepared by
a number of internationally recognised
bodies. With the exception of the Former
Soviet Union, certain East European
countries, Romania and the Peoples
Republic of China, commercial jet fuel
world-wide is defined by specifications
issued by the American Society for Testing
and Materials (ASTM), the British Ministry
of Defence, and the International Air
Transport Association (IATA).
At many major civil airports, jet fuel supply
arrangements have become rather complex
involving co-mingling of product in jointly
owned storage and distribution systems. As
a result, fuel suppliers developed a
common fuel quality standard covering the
requirements of the main international
specifications in common use. This
standard is known as the Aviation Fuel
Quality Requirements for Jointly Operated
Systems, or AFQRJOS Check List.
In Former Soviet Union and some East

European countries, Grade TS-1 is the jet
fuel normally supplied at civil airports.
Grade TS-1, meeting the requirements of
the specification GOST 10227, is a
kerosine type fuel with a lower flash point
limit than Jet A-1. Grade RT, also to
specification GOST 10227, is only
occasionally available.
In the Peoples Republic of China, Jet Fuel
No 3 (formally known as Grade RP-3)
meeting the requirements of specification
GB 6537 is the jet fuel supplied at all civil
airports. Jet Fuel No 3 is a kerosine fuel
which appears to be identical in
composition to Jet A-1.
Most military organisations, including USA,
NATO and SEATO, now use kerosine type
fuels which are virtually identical to Jet A-1
in basic properties, differing mainly in the
types of additives required. In areas where
the same basic grade is used by both
military and commercial, only one grade
need be manufactured, stored and
distributed as the additives required by the
military can be injected as the fuel is
supplied to the military.
The wide-cut gasoline type of jet fuel is
used by the military in the Former Soviet
Union, some East European countries and
the Peoples Republic of China.
The Check List for Jet A-1, a kerosine fuel

having a maximum freezing point of 47C,
forms the basis of international supply of
virtually all commercial aviation world-wide
outside of North America, Former Soviet
Union, some East European countries and
the Peoples Republic of China.
Jet A-1 produced and delivered to the
Check List embodies the most stringent
requirements of the following specifications:
British Def Stan 91-91, ASTM D1655
Kerosine Type Jet A-1, and IATA Guidance
Material Kerosine Type.
In the USA and parts of Canada, Jet A is
the fuel supplied at civil airports. This
kerosine type fuel has a maximum freezing
point of 40C.
10
Air BP Ltd. 2000

Aviation turbine fuels (cont.)
BP Jet A
BP Jet A is a petroleum distillate blended
from kerosine fractions having a freezing
point below 40C and a flash point above
38C. It is available only in the USA and
parts of Canada. In USA Jet A is the fuel
normally supplied at all civil airports. It
does not usually contain a static dissipator
additive.
Applications
BP Jet A is widely approved by engine and
airframe manufacturers, particularly for
European/American aircraft. The flight
manuals, however, should be checked

because the freezing point of 40C
maximum may impose aircraft altitude
restrictions or other operational limitations
on certain very long range flights.
Approvals
The specification authority for Jet A to
ASTM D1655 (Jet A) does not give
approvals to individual suppliers but BP Jet
A fully meets all the requirements of this
specification.
Specifications
USA
ASTM D1655 (Jet A)
Typical Properties
Composition
Total acidity, mg KOH/g
Aromatics, % vol
Total sulphur, % mass
Mercaptan, % mass
Volatility
Distillation
Fuel recovered
10% vol at C
50% vol at C
90% vol at C
Residue, % vol
Loss, % vol
Flash point, C
Fluidity
Freezing point, C
Viscosity at -20C, mm2/s
Combustion
Smoke point, mm
Naphthalenes, % vol
Corrosion
Copper strip, 2h at 100C
Stability
Thermal stability (JFTOT), control temperature 260C
Filter pressure differential, mm Hg
Tube deposit rating (visual)
Contaminants
Water reaction
Interface rating
Air BP Ltd. 2000
below 0.010
23.4
0.07
0.0005
185
211
245
280
1.0
0
51.1
820
-51
5.2
43.02
19.5
2.9
1A
1
1
0.5
1
11

BP Jet A-1
BP Jet A-1 is a petroleum distillate blended
from kerosine fractions having a freezing
point below -47C and a flash point above
38C. It meets the requirements of the
latest versions of UK Specification Def Stan
91-91, ASTM Specification D1655 (Jet A1), and the IATA Guidance Material
(Kerosine Type). BP Jet A-1 is the fuel
supplied and used outside USA, the
Former Soviet Union, the Peoples
Republic of China and some Eastern
European Countries. It normally contains a
static dissipator additive.
Applications
BP Jet A-1 kerosine fuel is suitable for all
gas turbine engines.
Approvals
The specification authorities for Jet A-1,
both civil and military, do not give approvals
to individual suppliers but BP Jet A-1 fully
meets all the requirements of these
specifications.
For military use, BP Jet A-1 additionally

conforms to the UK Specification Def Stan
91-87 and US Specification MIL-T-83133
(JP-8) and contains static dissipator
additive, corrosion inhibitor and fuel system
icing inhibitor.
Specifications
12
BP Jet A-1
(Civil)
BP Jet A-1 (FSII)

(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
Air BP Ltd. 2000

BP Jet A-1
Typical Properties
Composition
Aromatics, % vol
Mercaptan sulphur, % mass
0.0003
Volatility
Distillation
Fuel recovered
10% vol at C
20% vol at C
50% vol at C
90% vol at C
End point, C
Residue, % vol
Loss, % vol
Flash point, C
Fluidity
Freezing point, C
Combustion
Smoke point, mm
Naphthalenes, % vol
Corrosion
Copper strip (2h at 100C)
Silver strip (4h at 50C)
Stability
Contaminants
Water reaction
Interface rating
Conductivity
Electrical conductivity, pS/m
Air BP Ltd. 2000
0.003
19.5
0.02
156
167
172
188
234
258
1.0
Nil
42
804
-50
3.5
43.15
25
1.5
1A
0
0.1
1
1.0
1
180
13

BP Jet TS-1 and BP Jet RT-1

BP Jet TS-1 and BP Jet RT-1 are
petroleum distillates blended from kerosine
fractions. Grade TS-1 is the fuel normally
supplied at civil airports in Russia, the
Former Soviet Union and some East
European countries. Grade RT-1 is not
often available. Both grades are
manufactured and supplied against the
requirements of the latest version of the
Specification GOST 10227. These
requirements are specified by GOST test
methods, which are not equivalent to those
used in Jet A-1 specifications, making
direct comparison with Jet A-1 difficult. It is
clear, however, that compared to Jet A-1,
BP Jet TS-1 and BP Jet RT-1 have better
low temperature properties but lower flash
points, and BP Jet TS-1 has higher

mercaptan sulphur levels. They do not
normally contain a static dissipator additive.
Approvals
The specification authority for Grades TS-1
and RT-1 to GOST 10227 does not give
TS-1 and BP Jet RT-1 fully meet all the
requirements of this specification.
Applications
BP Jet TS-1 and BP Jet RT-1 kerosine
type fuels are suitable for almost all gas
turbine engines but there may still be
aircraft/engines whose certification does
not cover Grade TS-1 and Grade RT-1. In
all such situations the aircraft/engine
manufacturers should be consulted prior to
using the fuel.
Specification
GOST 10227
Typical Properties
BP Jet BP Jet TS-1
Composition
0.008
Aromatics, % vol
15.2
0.04
0.0026
Volatility
Distillation
138
Fuel recovered
10% vol at C
160
50% vol at C
183
90% vol at C
216
246
Flash point, C
31.0
787
Fluidity
Freezing point, C
-64
2.95
Combustion
43.2
Smoke point, mm
28
Corrosion
1A
Stability
Thermal stability, static test (5h at 150C),
mg/100ml
Contaminants
1
Water reaction
Interface rating
1B
Separation rating
2
Ash content, % mass
14
BP Jet RT-1
0.002
19.5
0.02
0.0003
140
154
182
211
238
35.0
793
-68
3.8
26
1A
3
1B
2
Air BP Ltd. 2000

BP Jet TH
Approvals
BP Jet TH is a petroleum distillate blended

from kerosine fractions that have been
processed by treatment with hydrogen. Jet
TH is the fuel supplied at civil airports in
Romania. It is manufactured and supplied
against the requirements of the Romanian
Specification STAS 5639/88. These
requirements are specified by STAS test
methods, which are similar to those used in
Jet A-1 specifications. Apart from a lower
flash point limit, the requirements of the
STAS specification are similar to those for
Jet A-1. Jet TH normally contains a static
dissipator additive.
The specification authority for Jet TH to

Romanian Specification STAS 5639/88
does not give approvals to individual
suppliers but BP Jet TH fully meets all the
requirements of this specification.
Applications
BP Jet TH kerosine type fuel is suitable for
all gas turbine engines but there may still
be aircraft/engines whose certification does
not cover Jet TH. In all such situations the
aircraft/engine manufacturers should be
consulted prior to using the fuel.
Specification
Romanian
STAS 5639/88
Typical Properties
Composition
Aromatics, % vol
Volatility
Distillation
Fuel recovered
10% vol at C
50% vol at C
90% vol at C
End point, C
Residue, % vol
Loss, % vol
Flash point, C
Fluidity
Freezing point, C
Combustion
Smoke point, mm
Corrosion
Stability
Thermal stability (Coker),
Tube deposit rating
Contaminants
Water reaction
Interface rating
Conductivity
Air BP Ltd. 2000
0.002
16.5
0.01
0.0004
142
155
189
229
259
1.5
1.5
40
800
53
4.3
43.24
22
1
0
5
1
3.2
1b
120
15

BP Jet Fuel No 3
In the Peoples Republic of China, Jet Fuel
No 3 (formally known as Grade RP-3)
meeting the requirements of Specification
GB 6537 is the jet fuel supplied at all civil
airports. Jet Fuel No 3 is a kerosine fuel
which appears to be identical in
composition to Jet A-1. It normally contains
a static dissipator additive.
Applications
BP Jet Fuel No 3 kerosine type fuel is
suitable for all gas turbine engines but
there may still be aircraft/engines whose

certification does not cover Jet Fuel No 3.
In all such situations the aircraft/engine
manufacturers should be consulted prior to
using the fuel.
Approvals
The specification authority for Jet Fuel No
3 to Specification GB 6537 does not give
Fuel No 3 fully meets all the requirements
of this specification.
Specifications
Chinese GB 6537
Typical Properties
Composition
Aromatics, % vol
Volatility
Distillation
Fuel recovered
10% vol at C
50% vol at C
90% vol at C
End point, C
Residue, % vol
Loss, % vol
Flash point, C
Fluidity
Freezing point, C
Combustion
Smoke point, mm
Corrosion
Stability
Contaminants
Water reaction
Interface rating
Conductivity
16
0.003
16.0
0.20
0.0018
153
168
194
237
261
0.5
0.5
39
799
-52
3.5
43.35
25
1A
0
0.1
1
1.2
1
180
Air BP Ltd. 2000

Methanol/Water Mixture 45/55
The power output of an engine is directly

related to the mass or weight of the airflow
passing through the engine, and thus,
when operating under high temperature
and/or high altitude conditions where air
density is low, power is reduced. Under
these conditions, the power output can be
restored by the injection into the airflow of
special power boost fluids, which are also
known as thrust augmentation fluids.
These fluids have a high latent heat of
vaporisation and act by cooling the airflow
to raise its density and thereby increase
the weight of the airflow through the
engine. This technique can also be used to
augment take off power under normal
atmospheric conditions. The effect can be
obtained using water alone but methanol
can be added to the water to prevent
freezing and also to provide an additional
source of fuel.
The use of these fluids is steadily
diminishing and, presently, Air BP supplies
only one grade, namely Methanol/Water
Mixture 45/55.
The methanol and water used must be of
very high purity to prevent the formation of
deposits in the engines. Methanol conforms
to Specification BS 506 and the water,
either demineralized or distilled, meets the
UK Defence Standard and the Rolls Royce
Specification. Details of the components
and the Methanol/Water Mixture 45/55 are
shown on the following table.
Applications
Modern gas turbine engines do not require
the use of either water or water/methanol
mixture. For certain older designs of
engine, water alone is usually used but
there are some engines which use
methanol/water mixture, the most
significant being the Rolls-Royce Dart
turboprop engine.
Air BP Ltd. 2000
17

Methanol/water mixture
METHANOL
GRADE 45/55
WATER
AL-14
AL-28
WTA
NATO Code No
S-747
S-1744
S-1739
SPECIFICATIONS
British Military
Rolls-Royce
Def Stan 68-253

MSRR.9359
Def Stan 68-253

MSRR.9359
COMPOSITION
Methanol
Demineralised Water
100% by vol
43.8% by vol
56.2% by vol
100% by vol
PROPERTIES
Dissolved Solids, mg/l
Acidity as Formic Acid, % m/m
pH Value
Electrical Conductivity, S/m
Silica Content (as SiO2), mg/l
791-794
10 max
30 max
941-945
10 max
0.0015 max
1100 max
3 max
10 max
5.0-7.5
1100 max
Component of
methanol/water
mixtures
Turbine engines
(particularly R-R
Dart)
Turbine
engines
PRINCIPAL APPLICATION
18
Air BP Ltd. 2000

Aviation Engine Oils
Air BP markets mineral oils for aviation

piston engines. These products are
blended from carefully selected, highly
refined, base stocks. By paying scrupulous
attention to stringent quality control
requirements and procedures during
manufacture and distribution, Air BP
ensures that the product is of the highest
quality when delivered to the customer.
Two types of piston engine oils are
marketed: straight mineral and ashless
dispersant mineral. The suffix for each
grade of oil corresponds to the viscosity in
Saybolt Universal Seconds (SUS) at
100C. The additive mineral grades are
identified by the letter D immediately prior
to the suffix.
For many years military specifications and
their related approval systems, especially
the US military specifications, Mil-L-6082
and Mil-L-22851, have had the greatest
influence on the quality of these mineral
oils. The US military have not required
these oils for many years and are,
therefore, unwilling to continue to support
the specifications. Commercial
specifications equivalent to the US military
specifications have been developed under
the auspices of the Society of Automotive
Engineers (SAE) and now these are fully
operational, the US military specifications
have been cancelled. For similar reasons
the UK specifications for aviation piston
engines have been declared obsolete.The
SUS commercial grade designations are
gradually being replaced by the SAE Grade
classifications. Air BPs ashless dispersant
multigrades have therefore been given
SAE classification suffixes.
The range of piston engine oils marketed
by Air BP is shown in the Index and
Specification Reference Chart on page 20
and the characteristics of the two types ie.
straight mineral and additive mineral, are
discussed in more detail on pages 21 and
23 respectively.
Air BP Ltd. 2000
19
ASHLESS DISPERSANT ADDITIVE

MINERAL OILS
Air BP Ltd. 2000
HYDRAULIC
FLUID
DESCRIPTION
USA
FRENCH
NATO
BP AVIATION OIL
80
OIL MEETS CIVIL AND MILITARY

SPECIFICATIONS
22
40
SAE J1966
MIL-L-6082E
BP AVIATION OIL
100

SPECIFICATIONS
22
50
SAE J1966
MIL-L-6082E
BP AVIATION OIL
120

SPECIFICATIONS
22
60
SAE J1966
MIL-L-6082E
BP AERO OIL
D80
OIL MEETS PISTON ENGINE

MANUFACTURERS REQUIREMENTS
AND CIVIL AND MILITARY
SPECIFICATIONS
25
40
SAE J1899
MIL-L-22851D
BP AERO OIL
D100

SPECIFICATIONS
25
50
SAE J1899
MIL-L-22851D
BP AERO OIL
D120

SPECIFICATIONS
25
60
SAE J1899
MIL-L-22851D
BP MULTIGRADE
AERO OIL D
SAE 20W/50
MULTIGRADE OIL MEETS PISTON

ENGINE MANUFACTURERS
REQUIREMENTS AND CIVIL AND
MILITARY SPECIFICATIONS
25
20W/50
SAE J1899
MIL-L-22851D
BP MULTIGRADE
AERO OIL D
SAE 25W/60
MULTIGRADE OIL MEETS PISTON

ENGINE MANUFACTURERS
REQUIREMENTS AND CIVIL AND
MILITARY SPECIFICATIONS
25
25W/60
SAE J1899
MIL-L-22851D
BP AERO
HYDRAULIC IF
PETROLEUM BASED OIL WITH

LOW POUR POINT AND LOW
VISCOSITY
26
MIL-H-5606G
AIR 3560D
AIR 3570
AIR 3520 B
AIRCRAFT ENGINE
MANUFACTURERS
0-117
0-123
0-128
H-515
REFER TO PRODUCT DESCRIPTION PAGES FOR DETAILS OF AIRCRAFT AND ENGINE

MANUFACTURERS SPECIFICATIONS AND APPROVAL STATUS OF BP OILS FOR
AVIATION PISTON ENGINES AND HYDRAULIC FLUID.
STRAIGHT
MINERAL OILS
PRODUCT
SAE
GRADE
SPECIFICATIONS AND REFERENCE NUMBERS

PAGE
NO.
20

Straight Mineral Piston

Engine Oils
The Air BP straight mineral grades are

available for those users requiring high
quality oils of proven performance without
ashless dispersant additives. They are
produced from highly refined petroleum
basestocks selected from North American
crude oils. The only additive present is a
pour point depressant to impart improved
fluidity at low temperatures.
Applications
The majority of engine manufacturers
recommend ashless dispersant additive oils
for general use in preference to straight
oils because of their enhanced oxidation
and thermal stability properties, and their
dispersancy characteristics enable deposit
formation in the engine oil system to be
minimised. However, straight oils are
recommended for approximately the first
50 hours running-in period for new and
newly overhauled engines as they allow
faster piston ring bedding-in and oil loss
control. The engine manufacturers specific
requirements for running-in practices
should be strictly adhered to.
The applications of the Air BP Aviation Oils
are similar to those recommended for the
same viscosity Air BP Aero D ashless
dispersant grades.
Air BP Ltd. 2000
21

Straight Mineral Piston

Engine Oils (cont.)
Approvals
Military
US Mil-L-6082F:
UK Specification:
Commercial
Approved against SAE:
Meets requirements of:
AVCO Lycoming
Specification:
Teledyne Continental Motors
Specification MHS 24B for
straight mineral grades:
BP Aviation
Oil 80
BP Aviation
Oil 100
BP Aviation
Oil 120
Cancelled
Now Obsolete
Cancelled
Now Obsolete
Cancelled
Now Obsolete
J1966 (SAE 40)
J1966 (SAE 50)
J1966 (SAE 60)
301F (Grade 1080) 301F (Grade 1100) 301F (Grade 1120)
SAE 40
SAE 50
SAE 60
NATO Code No.
None
O-117
None
OM-170
OM-270
None
15.6
166
264
0.5
-27
0.02
891
0.001
<0.005
1b
18.2
205
261
0.5
-18
0.02
891
0.001
<0.005
1b
24.6
321
280
0.7
-18
0.02
894
0.001
<0.005
1b
Specifications
Typical Properties
Viscosity, cSt
at 100C
at 40C
Flash point, C
Sulphur, % mass
Pour point, C
Total acid number, mg KOH/g
Density, kg/m3
Ash content, % mass
Trace sediment, ml/100ml oil
Copper corrosion, (3h at 100C)
22
Air BP Ltd. 2000

Ashless Dispersant Additive

Mineral Piston Engine Oils
Air BP markets a range of five ashless

dispersant additive mineral oils: three
single viscosity grades and two multiviscosity grades. All the grades are
blended from high quality, high viscosity,
solvent refined, de-waxed paraffinic North
American lubricating base stocks. They
contain an ashless dispersant additive
which leaves no metallic ash residues
which could cause combustion chamber
deposits and a tendency towards preignition. BP Multigrade Aero Oils D SAE
20W/50 and 25W/60 contain, in addition, a
shear stable viscosity index improver
additive which enables them to combine
the viscosity levels of SAE 20W and 25W
grade oils at cold temperatures, while
retaining all the lubrication performance of
SAE 50 and 60 grade oils at normal engine
operating temperatures.
Applications
BP ashless dispersant mineral oils are
suitable for use in all aviation piston
engines operating in the general aviation
market. They should be used only in
accordance with the engine manufactures
recommended lubrication procedures
including oil change schedules. The breakin of new or newly overhauled engines is
normally carried out using a straight grade
aviation mineral oil. Again, the engine
manufactures recommended procedures
for running-in period should be observed
before switching to an ashless dispersant
grade oil.
The choice between the single viscosity BP
Aero Oils, D80, D100 or D120 grades will
largely depend upon engine power output
and ambient air temperature operating
conditions. Higher power outputs and
higher ambient air temperatures will
generally dictate use of the more viscous
D100 or D120 grades. The major drawback
in using single viscosity grade oils is that a
change to an alternative grade oil may
have to be made seasonally or when flying
between regions having significantly
different ambient temperatures.
Air BP Ltd. 2000
These problems of choice of oil grade are

overcome when using BP Multigrade Aero
Oil D SAE 20W/50 or 25W/60. They
provide the performance of SAE 20W or
SAE 25W grade oils at cold temperatures,
while retaining all the protective lubricating
properties of SAE 50 or SAE 60 grade oils
at normal operating temperatures. They are
specifically recommended for use in
engines subjected to wide variations of
temperature. The wide operating
temperature range of the oils provide the
following benefits:
reduced oil consumption
reduced fuel consumption
seasonal oil changes eliminated
flights through wider ranges of climatic
conditions permitted without the need of
changing oil grade
greatly assisted engine starting and rapid
lubrication of piston rings, cylinder walls
and valves during the critical warm-up
period
the above make their use highly
desirable in turbocharged or
supercharged engines operating at
higher altitudes and lower outside air
temperatures.
The highly effective additive package,
which is approved against the
specifications Mil-L-22851D (recently
cancelled) and SAE 1899, provides
excellent dispersancy, anti-wear and antifoam properties and enhances oxidation
and thermal stability whilst providing the
lubricating properties of an SAE 50 or SAE
60 grade oils at normal engine operating
temperatures.
23


(cont.)
Change of Oil Type

It is appreciated that, particularly in the
general aviation sector, operators may not
always be able to top up with the
appropriate grade of BP mineral oil. Oil
mixing is not encouraged due to slight
differences in the characteristics of the
different competitors oils, but approved
aviation oils of the same viscosity grade
are compatible and may be used when
necessary.
BP Multigrade Aero Oil D SAE 20W/50 and
SAE 25W/60 oils are compatible with other
grades of oil but if full advantage is to be
taken of their all-temperature performance,
mixing should only be carried out in an
emergency and not on a regular basis.
If, after a significant period of operation on
a straight mineral oil, it is required to
change to a BP ashless dispersant additive
grade, the following procedure should be
adopted:
1. Drain straight oil and refill with
recommended grade of BP dispersant
additive oil.
2. Due to the detergent action of the
dispersant additive, sludge and
carbonaceous material may be
dislodged and the oil should be changed
after five hours running.
3. Oil filters should be inspected frequently
and if deposits persist, oil should be
changed frequently until normal
operation is achieved.
24
Air BP Ltd. 2000


(cont.)
Approvals
D80
BP Aero Oil
D100
D120
BP Multigrade Aero Oil

20W/50 25W/60
Military:
Mil-L-22851D (Now cancelled)
SAE 40
SAE 50
SAE 60
20W/50
25W/60
SAE 40
SAE 50
SAE 60
20W/50
25W/60
SAE 40
SAE 50
SAE 60
20W/50
25W/60
SAE 40
SAE 50
SAE 60
20W/50
25W/60
O-123
None
O-128
None
None
at 100C
14.4
19.0
23.0
19.8
24
at 40C
121
182
241
158
240
Commercial:
Approved against SAE 1899
Meets requirements of:
AVCO Lycoming MHS-301F
Teledyne Continental Motors
MHS 24B
Specifications
NATO Code No :
Typical Properties
Viscosity, cSt
Viscosity, cP
Air BP Ltd. 2000
at -10C
3200
at-5C
4500
Flash point, C
246
252
270
236
261
Sulphur content, % mass
0.5
0.5
0.5
Viscosity index
120
118
118
140
125
Total acid no, mg KOH/g
0.03
0.03
0.03
882
880
-33
-27
886
889
888
Trace sediment, ml/100ml
<0.005
<0.005
<0.005
Pour point, C
-27
-24
-24
Ash content, % mass
0.001
0.001
0.001
Copper corrosion
1b
1b
1b
25

Hydraulic Fluid
BP Aero Hydraulic 1F
Applications
BP Aero Hydraulic 1F is a low viscosity,

low pour point petroleum base oil blended
with a viscosity index improver, an
oxidation inhibitor and up to 0.5% of triaryl
phosphate of the non-toxic type as an
anti-wear agent. The formulation is
approved against the French Specification
AIR 3520/B, the US Specification Mil-H5606G and the British Specification Def
Stan 91-48/2, and is available only in the
superclean grade. During manufacture it is
subjected to fine filtration in a clean-room
facility which guarantees the high degree of
cleanliness necessary to enable it to
conform to the rigid cleanliness clause of
the AIR 3520/B Specification.
It is designed for use in aircraft hydraulic

mechanisms operating between -54C and
135C in pressurised systems, including
automatic pilots, shock absorbers, brakes,
undercarriages, flap control mechanisms
and servo units. It is intended for use with
synthetic rubber parts and must not be
used in systems incorporating natural
rubber. The oil is dyed red for identification
and to ease the detection of leaks.
As approved AIR 3520/B fluid, BP Aero
Hydraulic 1F is recommended by many
aircraft manufacturers for use in the
hydraulic systems and flying controls of
their military and civil aircraft. It is finding
increasing use in industrial and marine
hydraulic equipment and in some
automotive applications.
Approvals
French Military
US Military
British
AIR 3520/B
Mil-H-5606G
Def Stan 91-48/2
Specifications
NATO Code No
H-515
OM-15
Typical Properties
26
Density at 20C, kg/l
0.868
Kinematic viscosity, cSt

at 100C
at 40C
at -54C
5.3
14
1800
Flash point, C
93
Pour Point, C
<-60
Total acid number, mg KOH/g
0.03
Air BP Ltd. 2000

Introduction
The Air BP range of products comprises

aviation fuels (gasolines and kerosines),
aviation lubricants (engine oils and
hydraulic fluid) and methanol/water
mixtures (power boost fluids). These
products are unlikely to present health,
safety or environmental risks provided they
are used according to the recommended
handling procedures and with high
standards of personal and industrial
hygiene. However, if standards are not
maintained, hazards could arise. This
section describes the hazards associated
with Air BP products, and provides
guidance on how to avoid or minimise any
potential risks.
It contains general advice on the handling
and use of Air BP products; this is
supplemented by more detailed
information, which is given in the Materials
Safety Data Sheets contained in the pocket
at the back of the Handbook. Materials
Safety Data Sheets obtained locally may
contain any additional information required
by National regulatory requirements.
For ease of reference the section is divided
into five parts: Part 1 gives information on
safety hazards, Part 2 describes the health
aspects relevant to Air BP products, Part 3
gives advice on environmental
considerations, Part 4 describes the
purpose and content of the Materials
Safety Data Sheets for Air BP products and
Part 5 gives guidance on where to obtain
further information.
Air BP Ltd. 2000
27

Part 1.
Safety
The main safety hazard with Air BP products

relates to the risk of fire or explosion with
aviation fuels and methanol/water mixtures.
The information in this part is intended to act
as a guide to users. It is of a very general
nature and is not intended to replace any
local regulations.
1.1 Flash Point Classification

To apply safeguards to the storage, transport
and handling of petroleum liquids,
international organisations and authorities
classify these liquids according to their
flammability. These classifications
sometimes vary slightly from country to
country but the variations are not likely to
affect the classifications of Air BP products,
which are classified according to their closed
cup flash points in conformance with the
most widely used system. The classification
and guidance is as follows:Class I
Products with a closed cup flash point below
21C should be stored and handled in
accordance with local regulations for highly
flammable liquids and all sources of ignition
excluded. Electrical equipment used must
satisfy the requirements of the Institute of
Petroleum Electrical Safety Code or its local
equivalent.
Class II
Products with a closed cup flash point from
21C to 55C inclusive should be stored and
handled in accordance with local regulations
for flammable products and stored in closed
containers and all sources of ignition
excluded. Electrical equipment used must
satisfy the requirements of the Institute of
Petroleum Electrical Safety Code or its local
equivalent.
Class III
Products having a closed cup flash point
above 55C up to and including 100C.
Unclassified
Products having a closed cup flash point
above 100C.
Air BP Aviation gasolines and
methanol/water mixtures are Class I
products. Their very low flash points mean
that any spillage or leak is a severe fire
and/or explosion hazard. They must be
stored at ambient temperatures away from
28
ignition sources and only in equipment or

containers designed specifically for their use.
Containers must be properly labelled and
kept closed when not in use. Hot work, such
as cutting or welding, must not be carried
out on any container used for these products
unless it has been made safe. Containers,
such as drums, containing residues of these
products must be disposed of safely
according to local regulations.
Air BP Aviation turbine kerosines are Class II
products, which are flammable and should
be stored in closed containers and all
sources of ignition excluded. Any spillage
should be treated as a potential fire hazard
and/or explosion hazard.
Air BP Aviation lubricants and hydraulic fluid
are unclassified products which are
combustible and should be stored at ambient
temperature away from ignition sources.
1.2 Fire Extinguishing

In the event of fire, extinguish using dry
powder, foam or, for small fires, carbon
dioxide. NOTE: The use of BCF/halon
extinguishers is environmentally
unacceptable. Water (as a fine spray or mist)
should only be used as a protective screen
and/or to cool adjacent tanks.
In some instances, products which are
exposed to fire may produce toxic fumes
during thermal decomposition.
1.3 Specially Hazardous

Circumstances
Aviation Fuel Spillages. If fuel is spilled in a
confined space, dangerously high
concentrations of vapour are produced;
great care must be taken to reduce fire
hazard and to prevent the serious
consequences of inhalation in such
circumstances by wearing the appropriate
respiratory protection (see also Sections 2.3
and 2.5).
Aviation Fuel Tank Cleaning. Special
precautions must be taken during cleaning
or maintenance on avgas storage tanks.
Special precautions are also necessary
when sludge from these tanks is being
removed or disposed of. The necessary
precautions are described in Associated
Octel Co. Ltds booklet Leaded Gasoline
Tank Cleaning and Disposal of Sludge.
Air BP Ltd. 2000

Part 2.
Health
2.1 General Health Aspects

Aviation fuels (gasolines and kerosines) are
complex mixtures of distillate fractions of
petroleum. They are manufactured to a
technical specification and their
hydrocarbon make-up varies considerably,
depending on crude oil source, processing
and intended application. They generally
contain low concentrations of performance
additives.
Air BP lubricants and hydraulic oil are
formulated from highly refined mineral oils
and special additive systems.
The following general health advice relates
to all Air BP products. Individual Materials
Safety Data Sheets (see pocket in the back
of this handbook) should be consulted for
specific details of applications, physical
characteristics/composition and health
advice.
2.2 Exposure
Under normal conditions of use, exposure
to Air BP aviation fuels is likely to be
confined to inhalation of mists or vapours
generated during handling or incidental
skin contact. Accidental skin contact with
methanol/water mixtures may also occur
during maintenance. Inhalation exposure or
accidental ingestion or eye contact is also
possible.
Exposure to Air BP lubricants and hydraulic
oil is most likely to occur due to incidental
skin contact during top-up or routine
maintenance procedures.
2.3. Effects of Exposure

Inhalation
The volatility and vapour pressure of
aviation fuels and methanol/water mixtures
means that inhalation exposure may occur
to vapours and mists evolved during
handling. Such exposure to high
concentrations may cause irritation of the
respiratory tract. In common with many
hydrocarbons, exposure to high vapour
concentrations may cause drowsiness or
loss of consciousness. Aviation fuels are
complex mixtures which can contain small
amounts of dangerous components.
Inhalation, therefore, presents a potential
hazard in that this could result in
absorption into the bloodstream and
possibly systemic damage.
Air BP Ltd. 2000
Under normal conditions of use, inhalation

of aviation lubricants and hydraulic oil are
unlikely. However, if the products are
heated or used in situations where
aerosolisation is likely then exposure to
mists may occur. Apart from transient
irritation of the respiratory tract, such
exposure is not expected to cause any
particular health effects. Overheating of the
products may, however, result in hazardous
decomposition products being evolved.
Skin
Frequent or prolonged skin contact with
fuels and lubricants will de-fat the skin,
leaving it dry and susceptible to fissuring,
dermatitis and subsequent infection.
Exposure to fuels may also cause chemical
burns particularly if contact is prolonged or
the affected area is occluded for example
by clothing.
Skin exposure to used lubricants should be
avoided as they may have a potential to
cause serious irreversible skin disorders,
such as warty growths and cancer, due to
the presence of small amounts of harmful
contaminants.
Simple, practical advice on the prevention
of occupational skin diseases and the
importance of preventing contamination of
the skin is given in Part 2.5 on page 33.
Injections through the skin arising from
contact with high pressure/velocity sprays
are SERIOUS MEDICAL EMERGENCIES.
Injuries may not appear serious at first but
within a few hours tissue becomes swollen,
discoloured and extremely painful with
extensive subcutaneous necrosis.
Emergency surgical exploration and
thorough cleansing of the wound and
underlying tissue is necessary to minimise
necrosis and tissue loss. NOTE: high
pressure may force material considerable
distances along tissue planes.
Eyes
Eye contact with liquid products and their
vapours may cause transient irritation but
no lasting effects. Irritant effects are likely
to be more pronounced with products of
low viscosity and high aromatic content,
such as some aviation gasolines.
29

Part 2.
Health (cont.)
Ingestion
Under normal conditions of use, ingestion
of Air BP products is unlikely. If it does
occur they may produce local irritation of
the mouth and gastrointestinal tract.
Ingestion of low viscosity products also
presents a risk of aspiration into the lung
(see Aspiration).
Aspiration
Aspiration means the introduction of liquid
into the lungs. Products such as aviation
gasolines and kerosines can enter the lung
causing rapidly developing inflammation
(chemical pneumonitis) which may prove
fatal.
Aspiration can occur after ingestion of a
liquid particularly if vomiting occurs, or if
the patient is unconscious or semiconscious.
2.4 Occupational Exposure Limits

Occupational Exposure Limits (OELs) of
which the Threshold Limit Values (TLVs),
adopted annually by the American
Conference of Governmental Industrial
Hygienists, are probably the most widely
known recommend the airborne
concentrations of substances in the
working environment to which it is believed
that nearly all workers may be exposed
repeatedly, day after day, without adverse
effects. The purpose of such limits is to act
as a guide to the establishment of an
acceptable working environment. They do
not indicate an index of toxicity or even a
relative degree of risk or hazard. The limits
are based on the best available information
although in some cases this may be
limited. The best practice is to maintain
airborne concentrations of substances as
far below the appropriate OEL as is
practicable.
For most substances, OELs are expressed
as time weighted average (TWA)
concentrations for an 8 hour working day,
but for some an absolute ceiling
concentration not to be exceeded at any
time or additional short-term (15 minutes)
exposure limits, annotated as C and STEL
respectively, may be assigned. Some OELs
may also be annotated skin which
indicates that dermal adsorption is an
important route of exposure to the material.
30
OELs are usually quoted as parts of vapour

or gas per million parts of contaminated air
by volume (ppm) at 25C and 760 mm of
Hg pressure or milligrams of substance per
cubic meter of air (mg/m3).
2.5 Preventive Measures

Inhalation
Inhalation of mists and vapours should be
avoided as far as possible, and where
applicable, OELs should be observed and
exposures reduced to the lowest
practicable level. Good local and general
ventilation should be provided.
Appropriate personal protective equipment
should be available. If operations are such
that exposure to vapour, mist or fume may
be anticipated, then suitable approved
respiratory equipment should be worn. The
use of respiratory equipment must be
strictly in accordance with the
manufacturers instructions and any
statutory requirements governing its
selection and use.
Skin Contact
Skin contact with fuels and lubricating oils
of various types is a common route of
industrial exposure. Adverse effects can be
prevented by the use of good industrial and
personal hygiene measures such as:
the wearing of adequate protective
clothing and the frequent laundering of
overalls;
the provision of disposable wipes (oily
rags or tools should never be kept in
overall pockets);
good washing facilities should be
available with hot and cold water,
proprietary hand-cleansers and clean
towels (barrier creams and reconditioning
creams may be beneficial).
Detailed advice on how to care for skin
when using petroleum products is given in
Part 2.6.
Air BP Ltd. 2000

Part 2.
Health (cont.)
2.6 Skin Care When Using

Petroleum Products
To minimise the possibility of skin problems
arising during handling of Air BP products,
it is important that good hygiene (industrial
and personal) practices are followed. This
section provides general advice on the
prevention of occupational skin diseases
when using petroleum products. The
appropriate BP Materials Safety Data
Sheet should be consulted for specific
advice on safe handling precautions and
emergency procedures for particular Air BP
products.
Healthy Skin
The skin is the main barrier protecting the
body from harmful substances in the
environment and comprises a thin outer
layer (the epidermis) and a thicker inner
layer (the dermis which contains sweat
glands, hair follicles and blood vessels).
The epidermis consists of a layer of dead
cells (cells being the basic structural and
functional building blocks of the body)
bound together by natural oils to form an
impervious barrier. The natural oils present
are important in retaining water and their
loss (known as defatting) can lead to
dehydration of the skin which becomes stiff
and cracks open exposing the underlying
living cells to harmful substances or
infection.
Effects of Petroleum Products on the
Skin
Frequent or prolonged contact with mineral
oil products can cause various skin
conditions which may occur singly or in
combination:
Irritant Contact Dermatitis is inflammation
of the skin resulting from contact with an
irritant material. The response of
individuals to irritant materials may vary.
Petroleum products, particularly those of
low viscosity, may defat the skin leaving it
dry and susceptible to dermatitis and
infection. Irritant dermatitis is the most
common skin condition caused by frequent
or prolonged skin contact with petroleum
products.
Air BP Ltd. 2000
Allergic Contact Dermatitis occurs only in

individuals who have become allergic
(sensitised) to particular materials as a
result of previous exposure. The
inflammation of the skin in such cases is
the same as in irritant contact dermatitis
except that severe inflammation may be
caused by even trivial contact with small
amounts of the material.
In both irritant and allergic contact
dermatitis, inflammation causes the skin to
become red and itchy. Small watery blisters
may develop and burst, leaving the skin
surface dry and flaky which may result in
cracking and in some cases bleeding.
Dermatitis developing over a long period
may result in skin which is thickened and
scaly. Occupational contact dermatitis
commonly affects forearms, backs of hands
and between fingers, but may affect any
exposed areas of skin. Although it may
occur at any age it arises most often in
middle age, sometimes after exposure to
the same material for twenty years or
more. Once contact dermatitis has
developed, the skin does not always return
to a normal healthy condition even if all
contact with the offending material(s) is
avoided. Prevention of contact dermatitis
developing must, therefore, be the primary
consideration.
Oil Folliculitis (blocking of hair follicles)
and/or Oil Acne (blocking of sebaceous
and/or sweat glands) may develop as a
result of prolonged skin contact with
mineral oil products (particularly where oilsoaked clothing has been allowed to
remain in prolonged contact with the skin).
The first sign is normally the appearance of
blackheads but more susceptible
individuals may suffer from boils or even
carbuncles.
Frequent and prolonged skin contact with
some lubricants and fuels, especially if
accompanied by poor standards of
personal hygiene, may lead to localised
thickening of the skin (keratosis) or to warty
growths.
31

Part 2.
Health (cont.)
Rarely, a warty growth may become

malignant (cancer). In addition, small
growths or malignant ulcers may develop
on otherwise normal skin. These occur
most frequently on exposed areas (hands,
forearms) but may also appear on other
areas where the skin is habitually chafed
by oil-impregnated clothing. The scrotum is
particularly susceptible and therefore oily
rags or tools should never be put into
trouser pockets. Work clothes should be
cleaned regularly and changed promptly if
they become contaminated. It is essential
to maintain high standards of personal
hygiene.
Skin cancers may not appear for many
years (usually more than twenty) after
exposure. Early medical treatment is
essential. Personnel with prolonged
occupational exposure to petroleum
products should be advised by
management to examine themselves
regularly, for example when bathing.
Handling instructions for materials
suspected of being able to cause skin
cancer should be followed carefully at all
times. Anyone who develops a skin sore or
ulcer which does not heal quickly (even
though they have not handled petroleum
products for many years) should consult a
physician.
Protective clothing: cotton or

polyester/cotton overalls normally provide
adequate protection where only intermittent
or occasional contact is likely. Where a
higher degree of contact is possible
additional impermeable protective clothing,
such as gloves, aprons, oil-resistant
footwear, should be worn as appropriate.
Clothes should be changed regularly
(immediately if impregnated) and laundered
before re-use. Saturated clothing should
not be allowed to chafe against the skin.
Barrier Creams may help to prevent grime
becoming ingrained into the skin but offer
little or no protection against harmful
substances. Petroleum products should be
washed off the skin using soap or
proprietary skin cleansers and warm water.
Fuels, such as gasoline or kerosine, or
solvents, such as white spirit, should never
be used as they themselves may cause
dermatitis if used repeatedly. Workers
should be encouraged to wash regularly,
particularly before eating. Skin cleansers
(moisturising creams) may be used, for
example at the end of each shift, as they
can help replace natural oils and prevent
defatting.
Prevention of Skin Contamination

The best way to protect the skin from any
harmful effects of petroleum products is to
prevent skin contamination. Personal
protection is less effective than properly
engineered containment. Work practices
must be adopted to minimise contact and
prevent the accumulation of material on the
skin. Only disposable wipes should be
used workers should never put oily rags
or tools in pockets.
32
Air BP Ltd. 2000

Part 3.
Environment
If Air BP products are released accidentally

into the environment through spillage,
leakage from fixed installations or following
incorrect disposal of waste product, they
may cause adverse effects. Should such
environmental contamination occur, the
prime concern must be to avoid fire and
explosion. Consistent with this objective,
the spillage should be contained and
isolated from all sources of ignition and
from personnel. Spilled material should be
recovered by the use of absorbents, such
as sand, sawdust or other proprietary
absorbent, and stored in suitable
containers in a safe and well ventilated
area prior to disposal under conditions
approved by the local authorities.
Aviation fuels in particular can be harmful
to aquatic organisms and may persist in
the environment. Aviation fuels may also
find their way into water courses and
possibly drinking water supplies.
Contamination of water courses and
drainage systems must at all times be
prevented.
Apart from their well recognised effects due
to physical fouling, lubricant products are
unlikely to be particularly harmful to aquatic
organisms, although they persist in the
environment (water/soil) for some time.
Heavily contaminated soil may need to be
removed and disposed of according to local
regulations.
New and used lubricants and waste fuels
must be disposed of in accordance with
local regulations ensuring that they do not
contaminate water courses and drainage
systems.
Air BP Ltd. 2000
33

Part 4.
Materials Safety Data Sheets
Materials Safety Data Sheets (MSDS) for

the generic product types supplied by Air
BP are enclosed in the back of this
brochure. This section provides some
guidance on the purpose and content of
these sheets.
4.1. Purpose
Knowing how and where to obtain basic
Health, Safety and Environmental
information is often the first step in
preventing problems during use of
products. Similarly, the availability of
information on the effects of product
spillage, or the disposal of used products,
can help to protect health and the
environment.
The Air BP MSDS provide a useful
summary of all health, safety and
environmental information for Air BP
products. It is intended as an aid to safe
use, an indicator of any potential hazards
and a guide to the necessary response to
any problems arising. It contains first aid
advice and procedures for emergency
situations such as fire and spillage.
Information is also provided on
environmental effects and safe disposal.
The MSDS are intended for all persons
using or handling the product.
In most cases the products present little or
no health, safety or environmental hazard if
handled according to the instructions given
in the MSDS.
4.2. Contents
Air BP MSDS are divided into sections
which provide in a concise form all relevant
health, safety and environmental
information on the product. These data are
largely self-explanatory but further
information on the content of a number of
sections may be helpful to understand the
type of information they contain. These are
listed below:
Application
A short description is given of the primary
intended use of the product. The product
should not be used for any other purpose
or application unless specifically
recommended or advised by Air BP.
Composition and Hazards Identification
These sections provide a description of the
composition of the product and identify
34
particular components which are identified

as hazardous by regulatory authorities.
Components may be identified by their
assigned Chemical Abstracts Service
(CAS) number or European Inventory of
Existing Commercial Chemical Substances
(EINECS) number. It should be noted that
the presence of any such hazardous
components does not necessarily indicate
that a finished product will present any
hazard. Whether or not it does will depend
on the concentration of the hazardous
component in the product.
Where a product is considered to present
a significant flammability, health or
environmental hazard, the nature of the
hazard is described in this section.
First Aid Measures and Medical Advice
This section provides advice on immediate
action to take in the event of accidental
exposure to the product, or if adverse
health effects are experienced. A separate
section may be included to provide advice
to medical practitioners when they are
involved in the treatment of a casualty.
Exposure Controls and Personal
Protection
Workplace exposure limits, sometimes
called Occupational Exposure Limits (OEL)
or Threshold Limit Values (TLV), are
provided if they have been established or
recommended by a regulatory authority or
professional body. These limits are not
dividing lines between safe and unsafe
levels of exposure, but are airborne
concentrations that should not cause
significant adverse health effects.
Concentrations may be expressed either in
terms of short term exposure (typically 15
minutes for the Short Term Exposure Limit
or STEL) or longer-term exposure (8 hour
OEL or TLV). In either case the aim should
be to reduce the airborne concentrations of
the product in the workplace below the limit
as far as is reasonably practical. Exposure
should be calculated as Time Weighted
Average (TWA) values over the defined
period.
Where appropriate, this section will also
provide advice on appropriate personal
protective equipment (clothing, goggles,
etc) to reduce the risk of accidental
contamination with the product.
Air BP Ltd. 2000

Part 4.
(cont.)
Physical Characteristics
Typical physical characteristics are given
which are relevant to health, safety and
environmental assessment.
Stability and Reactivity Information
The chemical and physical stability of the
product at ambient temperature is indicated
together with conditions and incompatible
materials to be avoided to prevent
explosions or reactions that might produce
toxic products. A common concern with oil
products is the generation of carbon
monoxide and/or smoke from incomplete
combustion.
Toxicological Information
The potential hazards to health arising from
short and long-term exposure to the
product by various routes are indicated, for
example by splashing on the skin or in the
eyes, by inhalation of mist or vapour, or by
ingestion.
Eye Contact: An indication of whether the
product will be irritant, or damaging if
splashed into the eye.
Skin Contact: An indication of the effect of
the product on the skin from short term
exposure, for example irritation, or from
repeated or prolonged exposure, which
may result in allergic sensitisation or more
severe skin disorders. In addition, if there is
a possibility that some product may be
absorbed through the skin to produce injury
to parts of the body remote from where
contact occurs, this would also be
indicated. This is known as a systemic
toxic effect.
Inhalation: an indication of the effect of

breathing mist, vapour, gas or fumes
produced during use.
Ecological Information
Advice is provided in this section on any
adverse effects of the product if
accidentally released into the environment.
In particular, information is included on the
toxicity of the product to organisms in the
aquatic environment, the likely fate and
persistence of spilled product, and an
indication of the ability of the product to be
degraded biologically.
Transport and Regulatory Information
These sections provide details of labelling
requirements for transport and supply of
the product. Most frequently the supply
labelling relates to the European Union
(EU) Directives for the labelling of
dangerous substances and preparations.
Other national regulations may be included
as appropriate.
The product label indicates the main
hazards of the product, for example Highly
Flammable or Toxic, and includes a
description of any hazard along with advice
on safety. In certain circumstances, where
it may be helpful to customers, BP will
voluntarily include additional information on
the warning label even when this is not
required by law.
Ingestion: An indication of whether the

product is likely to produce any harmful or
toxic effects if swallowed. In addition for
liquids of low viscosity a warning will be
given regarding possible hazards from
aspiration into the lungs.
Air BP Ltd. 2000
35

Part 4.
(cont.)
4.3. Glossary of Terms

Acute effects that rapidly follow exposure
(seconds to hours)
Aspiration introduction of liquid into the
lungs
Biodegradability the ability of a material
to break down in the environment
Carcinogen any cancer-producing
substance
Chronic effects from repeated or
prolonged exposure (days to years)
Dermatitis non-infective inflammation of
the skin
Ecotoxicity the ability of a material to
cause adverse effects in the environment
Ingestion taking by mouth
Inhalation breathing vapour, gas or
fumes into the lungs
Irritation inflammation caused by
immediate, prolonged or repeated
contact by a material with skin, eye or
mucous membrane
Local effects occurring at point of contact
with material
Mucous membrane lining of cells of the
respiratory system, eyes, nose and
mouth
Respiratory tract air passageways
including nose, throat, windpipe and
lungs
Sensitisation development of an allergic
state: a sensitised individual will react on
subsequent exposure to even very small
amounts of the sensitiser
Systemic effects occurring in parts of
body remote from site of contact
Toxicity the inherent ability of a material
to produce injury when it has reached a
susceptible site on or within the body
36
Air BP Ltd. 2000

Part 5.
Further Information
Further copies of this Handbook, and any

more detailed advice, may be obtained
from your normal Air BP contact, or from
Air BP
Breakspear Park
Breakspear Way
Hemel Hempstead
Herts HP2 4UL
United Kingdom
Switchboard: 44 1442 225711
Central Fax: 44 1442) 224861
Telex: 825380
A number of more detailed publications on
the subject of health and safety have been
prepared by the oil industry body
CONCAWE (Oil Companies European
Organisation for Environment and Health
Protection). These not only provide useful
background information, but also list further
reference material. The relevant reports
are:
CONCAWE Report No 1/97 Petroleum
products first aid, emergency and
medical advice.
CONCAWE Report No 2/85 Health
aspects of petroleum fuels general
principles.
aspects of petroleum fuels potential
hazards and precautions for individual
classes of fuels.
CONCAWE Report No 5/87 health
aspects of lubricants.
aspects of toluene and xylene exposures
associated with motor gasoline.
CONCAWE Report No 95/59 The
classification and labelling of petroleum
substances according to the EU
dangerous substances directive.
Copies of these reports can be obtained
from the CONCAWE office at:
Madouplein 1
B- 1030
Brussels
Belgium
Air BP Ltd. 2000
37

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Handbook of Products

Aviation Fuels and Methanol/Water Mixture

Aviation Fuel Additives

Index and Specification Reference Chart

Aviation Turbine Fuels

Methanol/Water Mixture 45/55

Aviation Engine Oils and Hydraulic Oil

Index and Specification Reference Chart

Straight Mineral Piston Engine Oils

Ashless Dispersant Additive Mineral Piston Engine Oils

Health, Safety and Environmental Information

Part 4 Material Safety Data Sheets

Part 5 Further Information

Air BP Ltd. 2000

The British Petroleum Company plc is the

Air BP Ltd. 2000

Aviation Fuels and Methanol/Water Mixtures

Air BP markets a full range of aviation

Air BP Ltd. 2000

military organisations, its military use has

Aviation Fuels and Methanol/Water Mixtures

Aviation Fuels (cont.)

Aviation Fuel Additives

Jet Fuel No 3 (formerly known as Grade

properties, differing mainly in the types of

Many military organisations, including USA,

The wide-cut gasoline type of jet fuel is used

Aviation fuel additives are compounds

3. Anti-oxidants are added to prevent

Those in common use are as follows:

4. Fuel System Icing Inhibitors prevent

Jet TH is the grade normally supplied at

1. Tetraethyl Lead (TEL) is added to

5. Corrosion Inhibitors protect ferrous metals

The maximum power output of aviation

Air BP Ltd. 2000

EQUIVALENT SPECIFICATION AND REFERENCE NUMBERS

GASOLINE WITH MAXIMUM

DEF STAN ASTM D910

GASOLINE WITH MAXIMUM

DEF STAN ASTM D910

GASOLINE WITH MAXIMUM

DEF STAN ASTM D910

FREEZING POINT BELOW -40C.

FREEZING POINT BELOW -47C.

DEF STAN ASTM D1655 KEROSINE F35

DEF STAN MIL-T91 87

FREEZING POINT BELOW -50C.

FREEZING POINT BELOW -50C.

FREEZING POINT BELOW -47C.

Aviation Fuels and Methanol/Water Mixtures

Index and Specification

Air BP Ltd. 2000

Aviation Fuels and Methanol/Water Mixtures

Avgas 80 is suitable only for small, low

Air BP Ltd. 2000

Aviation Fuels and Methanol/Water Mixtures

Aviation Gasoline (cont.)

Def Stan 91-90