An American National Standard

Designation: D 909 – 07 Method 6012.6—Federal Test

Method Standard No. 791b

Designation: 119/96

Standard Test Method for

Supercharge Rating of Spark-Ignition Aviation Gasoline1
This standard is issued under the fixed designation D 909; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (e) indicates an editorial change since the last revision or reapproval.
This standard has been approved for use by agencies of the Department of Defense.

1. Scope D 3341 Test Method for Lead in Gasoline—Iodine

1.1 This laboratory test method covers the quantitative Monochloride Method
determination of supercharge ratings of spark-ignition aviation D 4057 Practice for Manual Sampling of Petroleum and
gasoline. The sample fuel is tested using a standardized single Petroleum Products
cylinder, four-stroke cycle, indirect injected, liquid cooled, D 4175 Terminology Relating to Petroleum, Petroleum
CFR engine run in accordance with a defined set of operating Products, and Lubricants
conditions. D 5059 Test Methods for Lead in Gasoline by X-Ray
1.2 The supercharge rating is calculated by linear interpo- Spectroscopy
lation of the knock limited power of the sample compared to E 344 Terminology Relating to Thermometry and Hydrom-
the knock limited power of bracketing reference fuel blends. etry
1.3 The rating scale covers the range from 85 octane E 456 Terminology Relating to Quality and Statistics
number to Isooctane + 6.0 mL TEL/U.S. gal. 2.2 CFR Engine Manuals:3
1.4 The values of operating conditions are stated in SI units CFR F-4 Form 846 Supercharge Method Aviation Gasoline
and are considered standard. The values in parentheses are the Rating Unit Installation Manual
historical inch-pound units. The standardized CFR engine CFR F-4 Form 893 Supercharge Method Aviation Gasoline
measurements and reference fuel concentrations continue to be Rating Unit Operation & Maintenance
in historical units. 2.3 Energy Institute Standard:4
1.5 This standard does not purport to address all of the IP 224/02 Determination of Low Lead Content of Light
safety concerns, if any, associated with its use. It is the Petroleum Distillates by Dithizone Extraction and Colo-
responsibility of the user of this standard to establish appro- rimetric Method
priate safety and health practices and determine the applica- 2.4 ASTM Adjuncts:
bility of regulatory limitations prior to use. Specific precau- Rating Data Sheet5
tionary statements are given in Annex A1. Reference Fuel Framework Graphs6

2. Referenced Documents 3. Terminology

2.1 ASTM Standards: 2 3.1 Definitions:
D 1193 Specification for Reagent Water 3.1.1 accepted reference value, n—a value that serves as an
D 2268 Test Method for Analysis of High-Purity n-Heptane agreed-upon reference for comparison, and which is derived
and Isooctane by Capillary Gas Chromatography as: (1) a theoretical or established value, based on scientific
D 3237 Test Method for Lead in Gasoline by Atomic principles, or (2) an assigned or certified value, based on
Absorption Spectroscopy experimental work of some national or international organiza-
tion, or (3) a consensus or certified value, based on collabora-
tive experimental work under the auspices of a scientific or
1
This test method is under the jurisdiction of ASTM Committee D02 on
3
Petroleum Products and Lubricants and is the direct responsibility of Subcommittee Available from Waukesha Engine, Dresser Inc., 1101 West St. Paul Ave.,
D02.01 on Combustion Characteristics. Waukesha, WI 53188.
4
Current edition approved Nov. 1, 2007. Published November 2007. Originally Available from Energy Institute, 61 New Cavendish St., London, WIG 7AR,
approved in 1958. Last previous edition approved in 2001 as D 909–01e1. U.K.
2 5
For referenced ASTM standards, visit the ASTM website, www.astm.org, or Available from ASTM International Headquarters. Order Adjunct No.
contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM ADJD090901. Original adjunct produced in 1953.
6
Standards volume information, refer to the standard’s Document Summary page on Available from ASTM International Headquarters. Order Adjunct No.
the ASTM website. ADJD090902. Original adjunct produced in 1953.

Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.

1
 D 909 – 07
engineering group. E 456 limited power curves for the specified primary reference fuel
3.1.1.1 Discussion—In the context of this test method, blends of isooctane + n-heptane and isooctane + TEL (mL/U.S.
accepted reference value is understood to apply to the Super- gal) that defines the expected indicated mean effective pressure
charge and octane number ratings of specific reference mate- versus fuel-air ratio characteristics for supercharge test engines
rials determined empirically under reproducibility conditions operating properly under standardized conditions.
by the National Exchange Group or another recognized ex- 3.1.14 mean effective pressure, n—for internal-combustion
change testing organization. engines, the steady state pressure which, if applied to the piston
3.1.2 check fuel, n—for quality control testing, a spark- during the expansion stroke is a function of the measured
ignition aviation gasoline having supercharge rating ARV power.7
determined by the National Exchange Group. 3.1.15 indicated mean effective pressure, n—for spark-
3.1.3 firing, n—for the CFR engine, operation of the CFR ignition engines, the measure of engine power developed in the
engine with fuel and ignition. engine cylinder or combustion chamber.
3.1.4 fuel-air ratio, n—mass ratio of fuel to air in the 3.1.16 brake mean effective pressure, n—for spark-ignition
mixture delivered to the combustion chamber. engines, the measure of engine power at the output shaft as
3.1.5 intake manifold pressure, n—for supercharged en- typically measured by an absorption dynamometer or brake.
gines, the positive pressure in the intake manifold. 3.1.17 friction mean effective pressure, n—for spark-
3.1.6 octane number, n—for spark-ignition engine fuel, any ignition engines, the measure of the difference between IMEP
one of several numerical indicators of resistance to knock and BMEP or power absorbed in mechanical friction and any
obtained by comparison with reference fuels in standardized auxiliaries.
engine or vehicle tests. D 4175 3.1.18 repeatability conditions, n—conditions where inde-
3.1.7 supercharge rating, n—the numerical rating of the pendent test results are obtained with the same method on
knock resistance of a fuel obtained by comparison of its identical test items in the same laboratory by the same operator
knock-limited power with that of primary reference fuel blends using the same equipment within short intervals of time.
when both are tested in a standard CFR engine operating under E 456
the conditions specified in this test method. 3.1.18.1 Discussion—In the context of this method, a short
time interval is understood to be the time for two back-to-back
3.1.8 supercharge performance number, n—a numerical
ratings because of the length of time required for each rating.
value arbitrarily assigned to the supercharge ratings above 100
3.1.19 reproducibility conditions, n—conditions where test
ON.
results are obtained with the same method on identical test
3.1.9 primary reference fuels, n—for knock testing, volu-
items in different laboratories with different operators using
metrically proportioned mixtures of isooctane with n-heptane,
different equipment. E 456
or blends of tetraethyllead in isooctane which define the
3.2 Abbreviations:
supercharge rating scale.
3.2.1 ARV—accepted reference value
3.1.10 standard knock intensity, n—for supercharge method 3.2.2 ABDC—after bottom dead center
knock testing, trace or light knock as determined by ear. 3.2.3 ATDC—after top dead center
3.1.10.1 Discussion—Light knock intensity is a level defi- 3.2.4 BBDC—before bottom dead center
nitely above the commonly defined least audible “trace knock”; 3.2.5 BMEP—break mean effective pressure
it is the softest knock that the operator can definitely and 3.2.6 BTDC—before top dead center
repeatedly recognize by ear although it may not be audible on 3.2.7 C.R.—compression ratio
every combustion cycle (intermittent knock). The variations in 3.2.8 FMEP—friction mean effective pressure
knock intensity can occasionally include loud knocks and very 3.2.9 IAT—intake air temperature
light knocks. These variations can also change with mixture 3.2.10 IMEP—indicated mean effective pressure
ratio; the steadiest knock typically occurring in the vicinity of 3.2.11 NEG—National Exchange Group
0.09 fuel-air ratio. 3.2.12 O.N.—octane number
3.1.11 power curve, n—for supercharge method knock rat- 3.2.13 PN—performance number
ing, the characteristic power output, expressed as indicated 3.2.14 PRF—primary reference fuel
mean effective pressure, over a range of fuel-air ratios from 3.2.15 RTD—resistance thermometer device (Terminology
approximately 0.08 to approximately 0.12, when a supercharge E 344) platinum type
test engine is operated on isooctane plus 6 ml of tetraethyllead 3.2.16 TDC—top dead center
per U.S. gallon under standard conditions at a constant intake 3.2.17 TEL—tetraethyllead
manifold pressure of 40 in. of Hg (134.3 kPa) absolute. 3.2.18 UV—ultra violet
3.1.12 knock-limited power curve, n—for supercharge
method knock rating, the non-linear standard knock intensity 4. Summary of Test Method
characteristic of a primary reference fuel blend or a sample 4.1 The supercharge method rating of a fuel is determined
fuel, expressed as indicated mean effective pressures, over the by comparing the knock-limited power of the sample to those
range of fuel-air ratios from approximately 0.08 to approxi-
mately 0.12.
3.1.13 reference fuel framework, n—for supercharge 7
See The Internal-Combustion Engine by Taylor and Taylor, International
method knock rating, the graphic representation of the knock- Textbook Company, Scranton, PA.

2
 D 909 – 07

FIG. 1 Supercharge Unit

for bracketing blends of reference fuels under standard oper- 6. Interferences

ating conditions. Testing is performed at fixed compression 6.1 Precaution—Avoid exposure of sample fuels to sunlight
ratio by varying the intake manifold pressure and fuel flow or fluorescent lamp UV emissions to minimize induced chemi-
rate, and measuring IMEP at a minimum of six points to define cal reactions that can affect octane number ratings.8
the mixture response curves, IMEP versus fuel-air ratio, for the 6.1.1 Exposure of these fuels to UV wavelengths shorter
sample and reference fuels. The knock-limited power for the than 550 nm for a short period of time can significantly affect
sample is bracketed between those for two adjacent reference octane number ratings.
fuels, and the rating for the sample is calculated by interpola- 6.2 Electrical power subject to transient voltage or fre-
tion of the IMEP at the fuel-air ratio which produces maximum quency surges or distortion can alter CFR engine operating
power (IMEP) for the lower bracketing reference fuel. conditions or knock measuring instrumentation performance
and thus affect the supercharge rating obtained for sample
5. Significance and Use fuels.
5.1 Supercharge method ratings can provide an indication of 7. Apparatus
the rich-mixture antiknock performance of aviation gasoline in 7.1 Engine Equipment9,10—This test method uses a single
aviation piston engines. cylinder, CFR engine that consists of standard components as
5.2 Supercharge method ratings are used by petroleum follows: crankcase, a cylinder/clamping sleeve, a thermal
refiners and marketers and in commerce as a primary specifi-
cation measurement to insure proper matching of fuel anti-
knock quality and engine requirement. 8
Supporting data have been filed at ASTM International Headquarters and may
5.3 Supercharge method ratings may be used by aviation be obtained by requesting Research Report RR: D02–1502.
9
The sole source of supply of the engine equipment and instrumentation known
engine and aircraft manufacturers as a specification measure- to the committee at this time is Waukesha Engine, Dresser Inc., 1101 West St. Paul
ment related to matching of fuels and engines. Ave., Waukesha, WI 53188.

3
 D 909 – 07
TABLE 1 General Rating Unit Characteristics and Information TABLE 2 Specifications for ASTM Knock Test Reference Fuels
Cylinder 7.0 : 1 C.R. - Fixed ASTM Isooctane ASTM n-Heptane Test Method
Standard Bore, in. 3.25
Isooctane, % not less than 99.75 not greater than 0.10 ASTM D 2268
Stroke, in. 4.5
n-Heptane, % not greater than 0.10 not less than 99.75 ASTM D 2268
Displacement, cu in. 37.33
Lead Content, not greater than 0.002 not greater than 0.002 IP 224/02
Valve gear enclosed
g/gal
Rocker arm bushing needle
Intake valve plain with rotator
Exhaust valve sodium cooled with rotator
Valve felts both valves
Piston aluminum
Compression rings:
(Warning—Ethylene glycol based antifreeze is poisonous and
Type keystone may be harmful or fatal if inhaled or swallowed. See Annex
Number required 3 A1.)
Oil control rings:
Type keystone
8.1.1 Water shall be understood to mean reagent water
Number required 2 conforming to Type IV of Specification D 1193.
Crankcase CFR48 8.2 Engine Crankcase Lubricating Oil—An SAE 50 viscos-
Rotating balance weights CFR48, non-leaded version
Camshaft, deg overlap 30 ity grade oil meeting the current API service classification for
Ignition capacitor discharge spark-ignition engines shall be used. It shall contain a detergent
Spark plug additive and have a kinematic viscosity of 16.77–25.0 mm2 per
Type Aviation
Gasket solid Copper s (cSt) at 100°C (212°F) and a viscosity index of not less than
Humidity control compressed air 85. Oils containing viscosity index improvers shall not be used.
Fuel system manifold injection Multigraded oils shall not be used. (Warning—Lubricating oil
Pump timing inlet port closes at 50 6 5 deg ATDC,
intake stroke is combustible and its vapor is harmful. See Annex A1.)
Injection pump: 8.3 PRF, 10 , 11 isooctane (2,2,4-trimethylpentane) and
Plunger diameter, mm 8 n-heptane meeting the specifications in Table 2. (Warning—
Lift at port closure, in. 0.100 to 0.116
Injector Pintle type Primary reference fuel is flammable and its vapors are harmful.
Injector line Vapors may cause flash fire. See Annex A1.)
Bore, in. 1/8 8.4 Tetraethyllead concentrated antiknock mixture (aviation
Length, in. 20 6 2
mix) containing not less than 61.0 weight % of tetraethyllead
and sufficient ethylene dibromide to provide two bromine
atoms per atom of lead. The balance of the antiknock mixture
siphon recirculating jacket coolant system, an intake air system shall be a suitable oxidation inhibitor, an oil-soluble dye to
with controlled temperature and pressure equipment, electrical provide a distinctive color for identification and kerosene.
controls, and a suitable exhaust pipe. The engine flywheel is 8.4.1 Temperature Corrections—If the temperature of the
connected to a special electric dynamometer utilized to both fuel is below that of the TEL, the quantity of the TEL is
start the engine and as a means to absorb power at constant increased and vice versa as calculated by the coefficient of
speed when combustion is occurring (engine firing). See Fig. 1 expansion, obtained from the supplier, of concentrated TEL.
and Table 1. 8.4.2 Analysis for TEL—It is recommended that each blend
7.1.1 The single cylinder test engine for the determination of fuel, particularly drum blends, be analyzed for lead content
of Supercharge rating is manufactured as a complete unit by in accordance with standard test methods (see Test Methods
Waukesha Engine, Dresser, Inc. The Waukesha Engine desig- D 3237, D 3341, and D 5059.)
nation for the apparatus required for this test method is Model 8.5 Aviation Check Fuel—A typical aviation gasoline for
CFR F-4 Supercharge Method Octane Rating Unit. All the which the Supercharge Rating ARV has been determined by the
required unit information can be found in the Supercharge NEG that is used for checking engine performance. This fuel
Method Aviation Gasoline Rating Unit Installation Manual, (Aviation Grade 100LL) and supporting statistical data from
CFR F-4 Form 846 and the Supercharge Method Aviation the ARV determination program are available from the sup-
Gasoline Rating Unit Operation & Maintenance CFR F-4 Form plier.10,12 (Warning—Check Fuel is flammable and its vapors
893. are harmful. Vapors may cause flash fire. See Annex A1.)
7.2 Auxiliary Equipment—A number of components and
devices have been developed to integrate the basic engine 9. Sampling
equipment into complete laboratory measurement system. 9.1 Collect samples in accordance with Practices D 4057.
9.2 Protection from Light—Collect and store sample fuels
8. Reference Materials
in an opaque container, such as a dark brown glass bottle, metal
8.1 Cylinder Jacket Coolant—Ethylene Glycol shall be
used in the cylinder jacket with the required amount of water
to obtain a boiling temperature of 191 6 3°C (375 6 5°F).
11
Primary Reference Fuels are currently available from Chevron Phillips
Chemical Company LP., 1301 McKinney, Suite 2130, Houston, TX 77010–3030 or
Haltermann Gmbh, Schopenstehl 15, 20095, Hamburg, Germany.
10 12
If you are aware of alternative suppliers, please provide this information to The sole source of supply of the apparatus known to the committee at this time
ASTM International Headquarters. Your comments will receive careful consider- is Chevron Phillips Chemical Company LP., 1301 McKinney, Suite 2130, Houston,
ation at a meeting of the responsible technical committee,1 which you may attend. TX 77010–3030.

4
 D 909 – 07
can, or a minimally reactive plastic container to minimize rium under standard operating conditions on a reference fuel of
exposure to UV emissions from sources such as sunlight or 100 octane number at the fuel-air ratio for maximum power
fluorescent lamps. and an absolute manifold pressure of 101.6 kPa (30 in. Hg).
10. Basic Engine and Instrumentation Settings and 10.3.5 Oil Pressure, 0.41 6 0.03 MPa (60 6 5 psi) gage in
Standard Operating Conditions the oil gallery leading to the crankshaft bearings.
10.3.6 Oil Temperature, 74 6 3°C (165 6 5°F) at the
10.1 Installation of Engine Equipment and
entrance to the oil gallery.
Instrumentation—Installation of the engine and instrumenta-
tion requires placement of the engine on a suitable foundation 10.3.6.1 Engine Crankcase Lubricating Oil Level:
and hook-up of all utilities. Engineering and technical support (1) Engine Stopped and Cold—Oil added to the crankcase
for this function is required, and the user shall be responsible so that the level is near the top of the sight glass will typically
to comply with all local and national codes and installation provide the controlling engine running and hot operating level.
requirements. (2) Engine Running and Hot—Oil level shall be approxi-
10.1.1 Proper operation of the CFR engine requires assem- mately mid-position in the crankcase oil sight glass.
bly of a number of engine components and adjustment of a 10.3.7 Coolant Temperature, 191 6 3°C (375 6 5°F) in the
series of engine variables to prescribed specifications. Some of top of the coolant return line from the condenser to the
these settings are established by component specifications, cylinder.
others are established at the time of engine assembly or after
10.3.8 Fuel Pump Pressure, 0.10 6 0.01 MPa (15 6 2 psi)
overhaul, and still others are engine running conditions that
in the gallery.
must be observed or determined by the operator during the
testing process. 10.3.9 Fuel Injector Opening Pressure, 8.2 6 0.69 MPa
10.2 Conditions Based on Component Specifications: (1200 6 100 psi) for Bosch nozzle; 9.9 6 0.34 MPa
10.2.1 Engine Speed, 1800 6 45 rpm, under both firing and (1450 6 50 psi) for Ex-Cell-O nozzle.
non-firing conditions. The maximum variation throughout a 10.3.10 Fuel Injector Timing—The pump plunger must
test shall not exceed 45 rpm, exclusive of friction measure- close the fuel-inlet port at 50 6 5° ATDC on the intake stroke.
ment. 10.3.11 Air Pressure, 0.37 6 0.003 MPa (54.4 6 0.5 psi)
10.2.2 Compression Ratio, 7.0 to 1, fixed by adjustment of absolute at the upstream flange tap of the air flow meter.
the clearance volume to 108 6 0.5 mL on cylinders of standard 10.3.12 Air Temperatures, 52 6 3°C (125 6 5°F) in the
bore by the bench tilt procedure. downstream leg of the air-flow meter and 107 6 3°C
10.2.3 Indexing Flywheel to TDC—With the piston at the (225 6 5°F) in the intake manifold surge tank.
highest point of travel in the cylinder, set the flywheel pointer 10.3.13 Intake Air Humidity, 0.00997 kg of water/kg (max)
mark in alignment with the 0° mark on the flywheel in (70 grains of water/lb) of dry air.
accordance with the instructions of the manufacturer.
10.3.14 Standard Knock Intensity, light knock as deter-
10.2.4 Valve Timing—The engine uses a four-stroke cycle
mined by ear. In determining the light knock point, it is
with two crankshaft revolutions for each complete combustion
advisable to adjust first to a fairly heavy knock by varying
cycle. The two critical valve events are those that occur near
either the manifold pressure or the fuel flow, return to knock-
TDC; intake valve opening and exhaust valve closing.
free operation, and finally adjust to the light-knock conditions.
10.2.4.1 Intake valve opening shall occur at 15.0 6 2.5°
Light knock intensity is a level definitely above the commonly
BTDC with closing at 50° ABDC on one revolution of the
defined least audible “trace knock;” it is the least knock that the
crankshaft and flywheel.
operator can definitely and repeatedly recognize by ear.
10.2.4.2 Exhaust valve opening shall occur 50° BBDC on
the second revolution of the crankshaft and flywheel, with 10.3.15 Satisfactory Engine Condition—The engine should
closing at 15.0 6 2.5° ATDC on the next revolution of the cease firing instantly when the ignition is turned off. If it does
crankshaft and flywheel. not, operating conditions are unsatisfactory. Examine the
10.2.5 Valve Lift—Intake and exhaust cam lobe contours, engine for defects, particularly for combustion chamber and
while different in shape, shall have a contour rise of 8.00 to spark plug deposits, and remedy such conditions before rating
8.25 mm (0.315 to 0.325 in) from the base circle to the top of fuels.
the lobe. 10.3.16 Crankcase Internal Pressure—As measured by a
10.3 Assembly Settings and Operating Conditions: gage or manometer connected to an opening to the inside of the
10.3.1 Spark Advance, constant, 45°. crankcase through a snubber orifice to minimize pulsations, the
10.3.2 Spark-Plug Gap, 0.51 6 0.13 mm (0.020 6 0.003 pressure shall be less than zero (a vacuum) and is typically
in.). from 25 to 150 mm (1 to 6 in.) of water less than atmospheric
10.3.3 Ignition Settings: pressure. Vacuum shall not exceed 255 mm (10 in.) of water.
10.3.3.1 Breakerless ignition system basic setting for trans- 10.3.17 Exhaust Back Pressure—As measured by a gage or
ducer to rotor (vane) gap is 0.08 to 0.13 mm (0.003 to 0.005 manometer connected to an opening in the exhaust surge tank
in.). or main exhaust stack through a snubber orifice to minimize
10.3.4 Valve Clearances, 0.20 6 0.03 mm (0.008 6 0.001 pulsations, the static pressure should be as low as possible, but
in.) for the intake, 0.25 6 0.03 mm (0.010 6 0.001 in.) for the shall not create a vacuum nor exceed 255 mm (10 in.) of water
exhaust, measured with the engine hot and running at equilib- differential in excess of atmospheric pressure.

5
 D 909 – 07
10.3.18 Exhaust and Crankcase Breather System TABLE 3 Composition for ASTM Knock Test Reference Fuels
Resonance—The exhaust and crankcase breather piping sys- ASTM ASTM Tetraethyllead
tems shall have sufficient internal volume and length dimen- Isooctane, n-Heptane, in Isooctane,
vol % vol % mL/U.S. gal
sions such that gas resonance does not result.
85 15 ...
10.3.19 Valve Stem Lubrication—Positive pressure lubrica- 90 10 ...
tion to the rocker arms is provided. Felt washers are used on 95 5 ...
the valve stems. A valve and rocker arm cover ensures an oil 100 ... ...
100 ... 0.50 6 0.05
mist around the valves. 100 ... 1.25 6 0.05
10.3.20 Cylinder Jacket Coolant Level: 100 ... 2.00 6 0.05
10.3.20.1 Engine Stopped and Cold—Treated water/coolant 100 ... 3.00 6 0.05
100 ... 4.00 6 0.05
added to the cooling condenser-cylinder jacket to a level just 100 ... 6.00 6 0.05
observable in the bottom of the condenser sight glass will
typically provide the controlling engine running and hot
operating level. 11.3 Fit-for-Use Test for Each Sample—The fit-for-use
10.3.20.2 Engine Running and Hot—Coolant level in the condition of the engine shall be verified with every sample
condenser sight glass shall be within 61 cm (60.4 in.) of the rating by conformance with the following limits:
LEVEL HOT mark on the coolant condenser. 11.3.1 For every sample rating, the IMEP values determined
10.3.21 Basic Rocker Arm Carrier Adjustment: for the reference fuels at any fuel-air ratio from approximately
10.3.21.1 Basic Rocker Arm Carrier Support Setting—Each 0.09 to approximately 0.12 shall be within 65 % of the value
rocker arm carrier support shall be threaded into the cylinder so shown in the reference fuel framework at that fuel-air ratio.
that the distance between the machined surface of the valve 11.3.2 For every sample rating, at any fuel-air ratio from
tray and the underside of the fork is 19 mm (3⁄4 in.). approximately 0.09 to approximately 0.12, the spread (differ-
10.3.21.2 Basic Rocker Arm Carrier Setting—With the ence) between the knock-limited power curves for the brack-
cylinder positioned so that the distance between the underside eting reference fuels shall be within 630 % of the spread
of the cylinder and the top of the clamping sleeve is approxi- shown in the reference fuel framework at that fuel-air ratio.
mately 16 mm (5⁄8 in.), the rocker arm carrier shall be set
horizontal before tightening the bolts that fasten the long 12. Rating Procedure
carrier support to the clamping sleeve. 12.1 The Supercharge rating of the sample fuel is deter-
10.3.21.3 Basic Rocker Arm Setting—With the engine on mined by comparison of its knock-limited power curve to the
TDC on the compression stroke, and the rocker arm carrier set knock-limited power curves of two bracketing reference fuels.
at the basic setting, set the valve adjusting screw to approxi- 12.1.1 The compositions of the reference fuel blends that
mately the mid-position in each rocker arm. Then adjust the are employed for this method are shown in Table 3.
length of the push rods so that the rocker arms shall be in the 12.2 The knock-limited power curve of either a sample or
horizontal position. reference fuel is determined by measuring the power output
(IMEP) of the engine as a function of fuel-air ratio.
11. Engine Fit-for-Use Qualification 12.2.1 The accepted knock-limited power curves for the set
11.1 Before conducting either of the fit-for-use tests, operate of reference fuels specified for this test method are plotted in
the engine on an aviation gasoline or reference fuel blend in Fig. A2.2.
compliance with the basic engine and instrumentation settings 12.2.2 The curves of the reference fuel framework (Fig.
and standard operating conditions for approximately one hour A2.2) were adopted with the initial issue of the test method and
to bring the unit to temperature equilibrium. are used as criteria for determining acceptable limits of engine
11.2 Fit-for-Use Qualification after Maintenance—After performance for every sample rating.
each top overhaul and whenever any maintenance has been 12.3 A minimum of six points (pairs of IMEP and fuel-air
performed other than coolant or lubricant fluid level adjustment ratio data) are required to define each of the three knock limited
or spark plug replacement, the engine shall be qualified as power curves (one for the sample fuel and two for the
fit-for-use by establishing its power curve. bracketing reference fuels) needed to determine a sample fuel
11.2.1 Test the reference fuel blend of isooctane + 6.0 mL of rating. See Fig. A2.4 as an example of a fuel rating.
TEL per U.S. gallon under standard operating conditions at a 12.3.1 The IMEP points must be determined in the range of
constant manifold pressure of 135.4 kPa (40 in. Hg) while fuel-air ratios from 0.75 to 1.30 and meet the following criteria:
varying the fuel flow from lean to rich to cover the fuel-air ratio 12.3.2 The measured IMEP values must pass through a
range from approximately 0.07 to approximately 0.10. maximum value.
11.2.2 Obtain at least five IMEP v fuel-air ratio data pairs. 12.3.2.1 The maximum IMEP value must be demonstrated
Plot the data and fit a smooth curve to determine the maximum by obtaining at least one measured IMEP at a fuel-air ratio
IMEP. greater than that of the maximum IMEP.
11.2.3 The engine is fit-for-use if the maximum IMEP of the
NOTE 1—It has been found that some experimental aviation gasoline
power curve is 164 6 5 IMEP. (See Fig. A2.1 and Fig. A2.5 for compositions do not reach a maximum IMEP value at fuel-air ratios below
expected power curve) and the observed FMEP is no more than 1.3. However, Supercharge ratings for these samples may still be
3.0 psi from the expected value for the manifold pressure (see calculated by interpolation of the bracketing reference fuels as described
Fig. A2.3). below.

6
 D 909 – 07
12.3.3 At least one IMEP point must be obtained at a IMEP values of these fuels at the same fuel-air ratio as that of
fuel-air ratio between 0.75 and 0.90. the maximum IMEP for the lower bracketing reference fuel.
12.3.4 At least four IMEP points must be obtained at 13.1.5 Calculate the Supercharge rating of the sample by
fuel-air ratios less than that of the maximum IMEP. interpolation of these IMEP values using the corresponding
12.4 Engine Operation for Obtaining Knock-Limited Power ratings of the bracketing reference fuels, as follows:
Curve: For reference fuel pairs of 100 and lower octane number:
12.4.1 Operate the engine on an aviation gasoline or refer- ONSAMPLE=
ence fuel blend in compliance with the basic engine and
instrumentation settings and standard operating conditions for F ~IMEPSAMPLE – IMEPLOBRF!
~IMEPHIBRF – IMEPLOBRF! G 3 @~ONHIBRF – ONLOBRF!# 1 ONLOBRF
approximately one hour to bring the unit to temperature For reference fuel pairs at or above 100 octane number:
equilibrium. mLTELSAMPLE =
12.4.2 Purge the warm-up fuel from the pump and lines and
switch to the first fuel (sample or reference fuel) to be tested.
12.4.3 Starting at a low manifold pressure, adjust the
F ~IMEPSAMPLE – IMEPLOBRF!
~IMEPHIBRF – IMEPLOBRF! G 3

manifold pressure and fuel flow rate to establish standard

@~mLTELHIBRF – mLTELLOBRF!# 1 mLTELLOBRF
knock intensity at a fuel-air ratio between 0.75 and 0.90.
12.4.4 After establishing standard knock intensity, allow where:
conditions to stabilize and obtain measurements of the fuel and ONSAMPLE = supercharge rating of a sample fuel at
air consumption rates, BMEP and FMEP. or below 100 octane number,
12.4.4.1 Various techniques for making the adjustments to mLTELSAMPLE = supercharge rating of a sample fuel
manifold pressure and fuel flow have been utilized, depending greater than 100 octane number,
on equipment configuration (extent of computerized control IMEPSAMPLE = IMEP value on the knock-limited
and measurement) and operator preference. Appendix X1 power curve of the sample fuel at the
contains an example of an acceptable technique for manually same fuel-air ratio as that of the maxi-
establishing standard knock intensity and obtaining the related mum IMEP of the knock-limited
data. power curve of the lower bracketing
12.4.5 Calculate IMEP and plot the result as the ordinate on reference fuel,
a Reference Fuel Framework (Fig. A2.2) with the fuel-air ratio IMEPLOBRF = maximum IMEP of the knock-limited
as the abscissa. power curve for the lower bracketing
reference fuel,
NOTE 2—It is recommended that the individual IMEP/fuel-air ratio IMEPHIBRF = IMEP value on the knock-limited
points each be plotted when determined. This allows for immediate
power curve of the upper bracketing
evaluation of the reference fuel data points for compliance with the
fit-for-use criteria. reference fuel at the same fuel-air ratio
as that of the maximum IMEP of the
12.4.6 Make additional measurements of IMEP and fuel-air knock-limited power curve of the
ratio data at various manifold pressures until the requirements lower bracketing reference fuel,
for defining the knock-limited power curve of the fuel have ONLOBRF = octane number of the lower bracketing
been met. reference fuel,
12.4.7 Purge the first fuel from the pump and lines, switch ONHIBRF = octane number of the upper bracketing
to the next fuel and repeat the process to define the knock reference fuel,
limited power curve for the two remaining fuels. mLTELLOBRF = mL TEL per U.S. gallon of the lower
bracketing reference fuel, and
13. Calculation of Supercharge Rating mLTELHIBRF = mL TEL per U.S. gallon of the upper
13.1 Obtain the knock limited power curve for each fuel by bracketing reference fuel.
fitting a smooth curve to the set of IMEP/fuel-air ratio points
NOTE 4—If the blends of TEL in isooctane were analyzed for tetraethyl
that were determined for the fuel. lead content, the determined values for mL TEL may be substituted in the
13.1.1 This task has historically been accomplished by formulas above.
manually applying a French curve or flexible ruler to the data
13.1.5.1 In rare instances, the knock-limited power curves
points.
of the sample fuel and/or one of the reference fuels are
13.1.2 Use of peak-fitting computer software is currently
displaced along the horizontal fuel-air axis in such a manner
recommended to obtain the best curve fit to the data.
that vertical interpolation of the IMEP data is not possible. In
NOTE 3—The Lorentzian peak function has been successfully applied these instances, apply the above interpolation formula with the
using commercially available peak-fitting software to test data generated following modifications: set IMEPSAMPLE equal to the value at
by the Aviation NEG in recent years. the intersection of the sample fuel knock-limited power curve
13.1.3 Determine the fuel-air ratio that corresponds to the with a straight line that connects the maximum IMEP values of
maximum IMEP value on the knock-limited power curve of the the knock-limited power curves for the two bracketing refer-
lower bracketing reference fuel. ence fuels, and set IMEPHIIBRF equal to the maximum IMEP of
13.1.4 Evaluate the knock-limited power curves of the the knock-limited power curve for the upper bracketing refer-
sample and upper bracketing reference fuel to determine the ence fuel.

7
 D 909 – 07
TABLE 4 Repeatability and Reproducibility Values 15.1.2 Reproducibility—In the range from 1.25 to 2.00 mL
Supercharge Rating Repeatability Reproducibility TEL/U.S. gal (129.6 to 138.4 performance number), the
ML TEL/US gal PN ML TEL/US gal PN ML TEL/US gal PN difference between two single and independent test results
1.25 129.6 0.14 2.0 0.23 3.2 obtained by different operators in different laboratories on
1.30 130.2 0.14 1.9 0.26 3.6 identical test specimens would, in the long run, in the normal
1.40 131.6 0.14 1.8 0.32 4.2 and correct operation of the test method, exceed the value of R
1.50 132.9 0.14 1.7 0.39 5.0
1.60 134.1 0.14 1.7 0.48 5.6 in only one case in twenty, where R is defined by the equation:
1.70 135.2 0.14 1.6 0.57 6.6
1.80 136.3 0.14 1.5 0.68 7.3 R 5 0.116x3 (1)
1.90 137.4 0.14 1.5 0.80 8.2
2.00 138.4 0.14 1.3 0.93 9.2 where:
x = the average of the two test results in mL TEL/U.S. gal.
15.1.2.1 The reproducibility values in Table 4 exemplify the
14. Report values of R over the applicable range. Since reproducibility
14.1 Report ratings below 100 octane number to the nearest varies with level and the relationship between mL TEL and
integer. When the calculated result ends with exactly 0.5, round performance number is not linear, reproducibility limits in
to the nearest even number; for example, report 91.50 as 92, units of performance number are also tabulated in Table 4.
not 91. 15.1.3 Interlaboratory Test Program—The above precision
14.1.1 Convert octane number to performance number, if statements are based on test results obtained by the ASTM
required, using Table A2.1. Aviation National Exchange Group from 1988 to 1998. During
14.2 Report ratings above 100 octane number in units of mL this period, four aviation gasoline samples having supercharge
TEL per U.S. gallon rounded to the nearest 0.01 mL TEL/gal. ratings in the range from 1.25 to 2.00 mL TEL/U.S. gal were
14.2.1 Convert mLTEL per U.S. gallon in isooctane ratings tested each year by 15–23 participating laboratories. A report
to performance numbers, if required, using Table A2.2. of the data and analysis used to establish the precision
statements is available as a research report.13
15. Precision and Bias
15.1.4 Precision Below 1.25 mL TEL/U.S. Gal and Above
15.1 Precision: 2.00 mL TEL/U.S. Gal—There is not sufficient data to establish
15.1.1 Repeatability—In the range from 1.25 to 2.00 mL the precision of this test method for samples having super-
TEL/U.S. gal (129.6 to 138.4 performance number), the charge ratings below 1.25 mL TEL/U.S. gal or above 2.00 mL
difference between two test results obtained by the same TEL/U.S. gal.
operator with the same engine under constant operating con-
15.2 Bias—This test method has no bias because the super-
ditions on identical test specimens within the same day would,
charge rating of aviation gasoline is defined only in terms of
in the long run, in the normal and correct operation of the test
this test method.
method, exceed 0.145 mL TEL/U.S. gal in only one case in
twenty. Since the relationship between mL TEL/U.S. gal and
performance number is not linear, representative repeatability
statistics in units of performance number are tabulated in Table 13
Supporting data have been filed at ASTM International Headquarters and may
4. be obtained by requesting Research Report RR:D02–1467.

8
 D 909 – 07

ANNEXES

(Mandatory Information)

A1. HAZARDS INFORMATION

A1.1 Introduction: A1.3.1.3 Fuel blend

A1.1.1 In the performance of this test method there are A1.3.1.4 Isooctane
hazards to personnel. These are indicated in the text. The A1.3.1.5 Leaded isooctane PRF
classification of the hazard or Warning, is noted with the A1.3.1.6 n-heptane
appropriate key words of definition. For more detailed infor- A1.3.1.7 Oxygenate
mation regarding the hazards, refer to the appropriate Material A1.3.1.8 PRF
Safety Data Sheet (MSDS) for each of the applicable sub- A1.3.1.9 PRF blend
stances to establish risks, proper handling, and safety precau- A1.3.1.10 Reference fuel
tions. A1.3.1.11 Sample fuel
A1.3.1.12 Spark-ignition engine fuel
A1.2 (Warning—Combustible. Vapor Harmful.) A1.4 (Warning—Poison. May be harmful or fatal if
A1.2.1 Applicable Substances: inhaled or swallowed.)
A1.2.1.1 Engine crankcase lubricating oil A1.4.1 Applicable Substances:
A1.4.1.1 Antifreeze mixture
A1.3 (Warning—Flammable. Vapors are harmful if in- A1.4.1.2 Aviation mix tetraethyllead antiknock compound
haled. Vapors may cause flash fire.) A1.4.1.3 Dilute tetraethyllead
A1.3.1 Applicable Substances: A1.4.1.4 Glycol based antifreeze
A1.3.1.1 Aviation gasoline A1.4.1.5 Halogenated refrigerant
A1.3.1.2 Aviation Check Fuel A1.4.1.6 Halogenated solvents

9
 D 909 – 07

A2. REFERENCE TABLES AND FRAMEWORKS

TABLE A2.1 ASTM Conversion of Octane Numbers to Performance Numbers

Octane Number 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 Octane Number
Performance Number
70 48.3 48.4 48.4 48.5 48.6 48.7 48.8 48.9 49.0 49.0 70
71 49.1 49.2 49.3 49.4 49.5 49.6 49.6 49.7 49.8 49.9 71
72 50.0 50.1 50.2 50.3 50.4 50.5 50.5 50.6 50.7 50.8 72
73 50.9 51.0 51.1 51.2 51.3 51.4 51.5 51.6 51.7 51.8 73
74 51.9 51.9 52.0 52.1 52.2 52.3 52.4 52.5 52.6 52.7 74

75 52.8 52.9 53.0 53.1 53.2 53.3 53.4 53.5 53.6 53.7 75
76 53.8 53.9 54.1 54.2 54.3 54.4 54.5 54.6 54.7 54.8 76
77 54.9 55.0 55.1 55.2 55.3 55.4 55.6 55.7 55.8 55.9 77
78 56.0 56.1 56.2 56.3 56.5 56.6 56.7 56.8 56.9 57.0 78
79 57.1 57.3 57.4 57.5 57.6 57.7 57.9 58.0 58.1 58.2 79

80 58.3 58.5 58.6 58.7 58.8 58.9 59.1 59.2 59.3 59.4 80
81 59.6 59.7 59.8 60.0 60.1 60.2 60.3 60.5 60.6 60.7 81
82 60.9 61.0 61.1 61.3 61.4 61.5 61.7 61.8 61.9 62.1 82
83 62.2 62.4 62.5 62.6 62.8 62.9 63.1 63.2 63.3 63.5 83
84 63.6 63.8 63.9 64.1 64.2 64.4 64.5 64.7 64.8 65.0 84

85 65.1 65.3 65.4 65.6 65.7 65.9 66.0 66.2 66.4 66.5 85
86 66.7 66.8 67.0 67.2 67.3 67.5 67.6 67.8 68.0 68.1 86
87 68.3 68.5 68.6 68.8 69.0 69.1 69.3 69.5 69.7 69.8 87
88 70.0 70.2 70.4 70.5 70.7 70.9 71.1 71.2 71.4 71.6 88
89 71.8 72.0 72.2 72.4 72.5 72.7 72.9 73.1 73.3 73.5 89

90 73.7 73.9 74.1 74.3 74.5 74.7 74.9 75.1 75.3 75.5 90
91 75.7 75.9 76.1 76.3 76.5 76.7 76.9 77.1 77.3 77.6 91
92 77.8 78.0 78.2 78.4 78.7 78.9 79.1 79.3 79.5 79.8 92
93 80.0 80.2 80.5 80.7 80.9 81.2 81.4 81.6 81.9 82.1 93
94 82.4 82.6 82.8 83.1 83.3 83.6 83.8 84.1 84.3 84.6 94

95 84.8 85.1 85.4 85.6 85.9 86.2 86.4 86.7 87.0 87.2 95
96 87.5 87.8 88.1 88.3 88.6 88.9 89.2 89.5 89.7 90.0 96
97 90.3 90.6 90.9 91.2 91.5 91.8 92.1 92.4 92.7 93.0 97
98 93.3 93.6 94.0 94.3 94.6 94.9 95.2 95.6 95.9 96.2 98
99 96.6 96.9 97.2 97.6 97.9 98.2 98.6 98.9 99.3 99.6 99

100 100.0 ... ... ... ... ... ... ... ... ... 100

Conversion Equation for Performance Number (PN):

PN = 2800/(128 − Octane number)

10
 D 909 – 07
TABLE A2.2 ASTM Conversion of Tetraethyllead in Isooctane to Performance Numbers
Tetraethyllead in Isooctane, Tetraethyllead in Isooctane,
0.00 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09
mL per U.S. gal mL per U.S. gal
Performance Number
0.0 100.0 100.4 100.8 101.2 101.6 102.0 102.4 102.8 103.2 103.6 0.0
0.1 104.0 104.3 104.7 105.0 105.4 105.7 106.1 106.4 106.8 107.1 0.1
0.2 107.4 107.8 108.1 108.4 108.7 109.0 109.3 109.6 109.9 110.2 0.2
0.3 110.5 110.8 111.1 111.4 111.7 111.9 112.2 112.5 112.8 113.0 0.3
0.4 113.3 113.6 113.8 114.1 114.3 114.6 114.8 115.1 115.3 115.6 0.4
0.5 115.8 116.1 116.3 116.5 116.8 117.0 117.2 117.4 117.7 117.9 0.5
0.6 118.1 118.3 118.6 118.8 119.0 119.2 119.4 119.6 119.8 120.0 0.6
0.7 120.2 120.4 120.6 120.8 121.0 121.2 121.4 121.6 121.8 122.0 0.7
0.8 122.2 122.4 122.6 122.8 122.9 123.1 123.3 123.5 123.7 123.9 0.8
0.9 124.0 124.2 124.4 124.5 124.7 124.9 125.1 125.2 125.4 125.6 0.9
1.0 125.7 125.9 126.1 126.2 126.4 126.5 126.7 126.9 127.0 127.2 1.0
1.1 127.3 127.5 127.6 127.8 127.9 128.1 128.2 128.4 128.5 128.7 1.1
1.2 128.8 129.0 129.1 129.3 129.4 129.6 129.7 129.8 130.0 130.1 1.2
1.3 130.2 130.4 130.5 130.7 130.8 130.9 131.1 131.2 131.3 131.5 1.3
1.4 131.6 131.7 131.8 132.0 132.1 132.2 132.4 132.5 132.6 132.7 1.4
1.5 132.9 133.0 133.1 133.2 133.3 133.5 133.6 133.7 133.8 133.9 1.5
1.6 134.1 134.2 134.3 134.4 134.5 134.6 134.8 134.9 135.0 135.1 1.6
1.7 135.2 135.3 135.4 135.6 135.7 135.8 135.9 136.0 136.1 136.2 1.7
1.8 136.3 136.4 136.5 136.6 136.7 136.8 137.0 137.1 137.2 137.3 1.8
1.9 137.4 137.5 137.6 137.7 137.8 137.9 138.0 138.1 138.2 138.3 1.9
2.0 138.4 138.5 138.6 138.7 138.8 138.9 139.0 139.0 139.1 139.2 2.0
2.1 139.3 139.4 139.5 139.6 139.7 139.8 139.9 140.0 140.1 140.2 2.1
2.2 140.3 140.4 140.4 140.5 140.6 140.7 140.8 140.9 141.0 141.1 2.2
2.3 141.1 141.2 141.3 141.4 141.5 141.6 141.7 141.8 141.8 141.9 2.3
2.4 142.0 142.1 142.2 142.3 142.3 142.4 142.5 142.6 142.7 142.8 2.4
2.5 142.8 142.9 143.0 143.1 143.2 143.2 143.3 143.4 143.5 143.6 2.5
2.6 143.6 143.7 143.8 143.9 143.9 144.0 144.1 144.2 144.2 144.3 2.6
2.7 144.4 144.5 144.6 144.6 144.7 144.8 144.8 144.9 145.0 145.1 2.7
2.8 145.1 145.2 145.3 145.4 145.4 145.5 145.6 145.7 145.7 145.8 2.8
2.9 145.9 145.9 146.0 146.1 146.1 146.2 146.3 146.4 146.4 146.5 2.9
3.0 146.6 146.6 146.7 146.8 146.8 146.9 147.0 147.0 147.1 147.2 3.0
3.1 147.2 147.3 147.4 147.4 147.5 147.6 147.6 147.7 147.8 147.8 3.1
3.2 147.9 148.0 148.0 148.1 148.2 148.2 148.3 148.3 148.4 148.5 3.2
3.3 148.5 148.6 148.7 148.7 148.8 148.8 148.9 149.0 149.0 149.1 3.3
3.4 149.2 149.2 149.3 149.3 149.4 149.5 149.5 149.6 149.6 149.7 3.4
3.5 149.8 149.8 149.9 149.9 150.0 150.1 150.1 150.2 150.2 150.3 3.5
3.6 150.3 150.4 150.5 150.5 150.6 150.6 150.7 150.7 150.8 150.9 3.6
3.7 150.9 151.0 151.0 151.1 151.1 151.2 151.2 151.3 151.4 151.4 3.7
3.8 151.5 151.5 151.6 151.6 151.7 151.7 151.8 151.8 151.9 152.0 3.8
3.9 152.0 152.1 152.1 152.2 152.2 152.3 152.3 152.4 152.4 152.5 3.9
4.0 152.5 152.6 152.6 152.7 152.7 152.8 152.8 152.9 153.0 153.0 4.0
4.1 153.1 153.1 153.2 153.2 153.3 153.3 153.4 153.4 153.5 153.5 4.1
4.2 153.6 153.6 153.7 153.7 153.8 153.8 153.9 153.9 154.0 154.0 4.2
4.3 154.1 154.1 154.1 154.2 154.2 154.3 154.3 154.4 154.4 154.5 4.3
4.4 154.5 154.6 154.6 154.7 154.7 154.8 154.8 154.9 154.9 155.0 4.4
4.5 155.0 155.1 155.1 155.1 155.2 155.2 155.3 155.3 155.4 155.4 4.5
4.6 155.5 155.5 155.6 155.6 155.6 155.7 155.7 155.8 155.8 155.9 4.6
4.7 155.9 156.0 156.0 156.0 156.1 156.1 156.2 156.2 156.3 156.3 4.7
4.8 156.4 156.4 156.4 156.5 156.5 156.6 156.6 156.7 156.7 156.7 4.8
4.9 156.8 156.8 156.9 156.9 157.0 157.0 157.0 157.1 157.1 157.2 4.9
5.0 157.2 157.2 157.3 157.3 157.4 157.4 157.5 157.5 157.5 157.6 5.0
5.1 157.6 157.7 157.7 157.7 157.8 157.8 157.9 157.9 157.9 158.0 5.1
5.2 158.0 158.1 158.1 158.1 158.2 158.2 158.3 158.3 158.3 158.4 5.2
5.3 158.4 158.5 158.5 158.5 158.6 158.6 158.7 158.7 158.7 158.8 5.3
5.4 158.8 158.9 158.9 158.9 159.0 159.0 159.0 159.1 159.1 159.2 5.4
5.5 159.2 159.2 159.3 159.3 159.3 159.4 159.4 159.5 159.5 159.5 5.5
5.6 159.6 159.6 159.6 159.7 159.7 159.8 159.8 159.8 159.9 159.9 5.6
5.7 159.9 160.0 160.0 160.1 160.1 160.1 160.2 160.2 160.2 160.3 5.7
5.8 160.3 160.3 160.4 160.4 160.4 160.5 160.5 160.6 160.6 160.6 5.8
5.9 160.7 160.7 160.7 160.8 160.8 160.8 160.9 160.9 160.9 161.0 5.9
6.0 161.0 ... ... ... ... ... ... ... ... ... 6.0

11
 D 909 – 07

These Curves are for Isooctane plus 6.0 mL of Tetraethyllead per U.S. Gallon.
FIG. A2.1 Average Power Curves at Several Constant Manifold Pressures

12
 D 909 – 07

FIG. A2.2 Reference Fuel Framework

13
 D 909 – 07

Any observed fmep should not deviate from this curve by more than 3.0 psi.
FIG. A2.3 Average Friction Mean Effective Pressure Curve

14
 D 909 – 07

FIG. A2.4 Development of Knock-Limited Power Curves

15
 D 909 – 07

FIG. A2.5 Average Power, Fuel Flow, and Air Flow Curves at Several Constant Manifold Pressures

16
 D 909 – 07
APPENDIX

(Nonmandatory Information)

X1. TYPICAL ENGINE OPERATING STEPS FOR OBTAINING A SUPERCHARGE RATING

NOTE X1.1—The procedure below is presented to provide a basic X1.4.2 Fuel Consumption Rate—This is typically accom-
statement of the steps involved in rating an aviation gasoline. Some of the plished by recording the time required to consume 0.25 lb of
steps below include references applicable to the engine apparatus as fuel.
originally developed compared to current units (for example, dynamom-
X1.4.3 Air Consumption Rate—This is typically accom-
eter scale versus load cell) and the indicated measurements or calculations
may be accomplished without operator intervention on the more recently plished by recording the time required to consume 0.25 lb of
introduced computer-interfaced units. However, the sequence of opera- air, which can be read from the scale on the water manometer.
tions is representative of those employed for both historical and current X1.4.4 FMEP—Quickly move the fuel injection control to
apparatus. the cut-off position, allow the dynamometer and record the
FMEP indicated on the dynamometer scale. Do this within 10
X1.1 Using a manifold pressure that does not produce s and then return the fuel control to its previous position so that
knocking, purge the pumps and lines of the previous fuel. the engine resumes firing.

X1.2 Adjust the fuel flow until the maximum BMEP is X1.5 From the recorded data observations, calculate IMEP
indicated at approximately 0.08 fuel-air ratio. If knock occurs, and fuel-air ratio as follows:
reduce the manifold pressure until the knock disappears and IMEP 5 BMEP 1 FMEP (X1.1)
readjust the fuel control for maximum BMEP. X1.5.1 Fuel-Air Ratio—Time required for the engine to
consume 0.25 lb of air divided by the time required for 0.25 lb
X1.3 Without changing the position of the fuel injection of fuel.
control, gradually increase the manifold pressure until standard
X1.6 To ensure that the test points are adequately defining
knock intensity is obtained.
the knock-limited power curves, plot the data on the reference
X1.3.1 After standard knock intensity has been obtained, fuel framework as the points are determined and evaluate them
operate the engine for several minutes to allow engine tem- for conformance with fit-for-use requirements.
peratures to stabilize. During this period minor adjustments of
X1.7 Determine a minimum of five additional points at
the manifold pressure control may be required to maintain
other fuel-air ratios. For each new point, enrich the fuel-air
standard intensity.
ratio by increasing the fuel-injection control an arbitrary
amount and then gradually increase the manifold pressure until
X1.4 When the conditions have been stabilized, record the
standard knock intensity is obtained. Allow the engine condi-
following engine conditions:
tions to equilibrate at the new settings and record the required
X1.4.1 BMEP as indicated on the dynamometer scale. data and calculate IMEP and fuel-air ratio as described in X1.5.

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17