ASTM F815-88(1993)e1
(Test Method)Test Method for Detection of Epitaxial Spikes (Withdrawn 1999)
Test Method for Detection of Epitaxial Spikes (Withdrawn 1999)
SCOPE
1.1 This test method covers the detection of epitaxial spikes on silicon wafers. It is applicable to any wafer diameter or surface orientation.
1.2 This test method is a pass or fail test for the presence of spikes on a wafer. If there are relatively few spikes and they are not close together the test method can also be used to count spikes.
1.3 For purposes of this test method, a detectable spike is one with a nominal height of 4 [mu]m or more.
1.4 This test method does not have the ability to measure spike heights.
1.5 This test method is ordinarily nondestructive but its use may require subsequent cleaning of the tested wafers.
1.6 This standard does not purport to address all of the safety problems, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.
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NOTICE:¬This¬standard¬has¬either¬been¬superseded¬and¬replaced¬by¬a¬new¬version¬or
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e1
Last ASTM Designation: F 815 – 88 (Reapprovead 1993)
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SIGNIFICANCE AND USE
5.1 This test method is useful in characterizing certain petroleum products, as one element in establishing uniformity of shipments and sources of supply.
5.2 See Guide D117 for applicability to mineral oils used as electrical insulating oils.
5.3 The Saybolt Furol viscosity is approximately one tenth the Saybolt Universal viscosity, and is recommended for characterization of petroleum products such as fuel oils and other residual materials having Saybolt Universal viscosities greater than 1000 s.
5.4 Determination of the Saybolt Furol viscosity of bituminous materials at higher temperatures is covered by Test Method E102/E102M.
SCOPE
1.1 This test method covers the empirical procedures for determining the Saybolt Universal or Saybolt Furol viscosities of petroleum products at specified temperatures between 21 and 99 °C [70 and 210 °F]. A special procedure for waxy products is indicated.
Note 1: Test Methods D445 and D2170/D2170M are preferred for the determination of kinematic viscosity. They require smaller samples and less time, and provide greater accuracy. Kinematic viscosities may be converted to Saybolt viscosities by use of the tables in Practice D2161. It is recommended that viscosity indexes be calculated from kinematic rather than Saybolt viscosities.
1.2 The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system are not necessarily exact equivalents; therefore, to ensure conformance with the standard, each system shall be used independently of the other, and values from the two systems shall not be combined.
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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SIGNIFICANCE AND USE
5.1 Research O.N. correlates with commercial automotive spark-ignition engine antiknock performance under mild conditions of operation.
5.2 Research O.N. is used by engine manufacturers, petroleum refiners and marketers, and in commerce as a primary specification measurement related to the matching of fuels and engines.
5.2.1 Empirical correlations that permit calculation of automotive antiknock performance are based on the general equation:
Values of k1, k2, and k3 vary with vehicles and vehicle populations and are based on road-O.N. determinations.
5.2.2 Research O.N., in conjunction with Motor O.N., defines the antiknock index of automotive spark-ignition engine fuels, in accordance with Specification D4814. The antiknock index of a fuel approximates the Road octane ratings for many vehicles, is posted on retail dispensing pumps in the U.S., and is referred to in vehicle manuals.
This is more commonly presented as:
5.2.3 Research O.N. is also used either alone or in conjunction with other factors to define the Road O.N. capabilities of spark-ignition engine fuels for vehicles operating in areas of the world other than the United States.
5.3 Research O.N. is used for measuring the antiknock performance of spark-ignition engine fuels that contain oxygenates.
5.4 Research O.N. is important in relation to the specifications for spark-ignition engine fuels used in stationary and other nonautomotive engine applications.
SCOPE
1.1 This laboratory test method covers the quantitative determination of the knock rating of liquid spark-ignition engine fuel in terms of Research O.N., including fuels that contain up to 25 % v/v of ethanol. However, this test method may not be applicable to fuel and fuel components that are primarily oxygenates.2 The sample fuel is tested using a standardized single cylinder, four-stroke cycle, variable compression ratio, carbureted, CFR engine run in accordance with a defined set of operating conditions. The O.N. scale is defined by the volumetric composition of PRF blends. The sample fuel knock intensity is compared to that of one or more PRF blends. The O.N. of the PRF blend that matches the K.I. of the sample fuel establishes the Research O.N.
1.2 The O.N. scale covers the range from 0 to 120 octane number but this test method has a working range from 40 to 120 Research O.N. Typical commercial fuels produced for spark-ignition engines rate in the 88 to 101 Research O.N. range. Testing of gasoline blend stocks or other process stream materials can produce ratings at various levels throughout the Research O.N. range.
1.3 The values of operating conditions are stated in SI units and are considered standard. The values in parentheses are the historical inch-pound units. The standardized CFR engine measurements continue to be in inch-pound units only because of the extensive and expensive tooling that has been created for this equipment.
1.4 For purposes of determining conformance with all specified limits in this standard, an observed value or a calculated value shall be rounded “to the nearest unit” in the last right-hand digit used in expressing the specified limit, in accordance with the rounding method of Practice E29.
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see Section 8, 14.4.1, 15.5.1, 16.6.1, Annex A1, A2.2.3.1, A2.2.3.3 (6) and (9), A2.3.5, X3.3.7, X4.2.3.1, X4.3.4.1, X4.3.9.3, X4.3.11.4, and X4.5.1.8.
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SIGNIFICANCE AND USE
5.1 The carbon residue value of burner fuel serves as a rough approximation of the tendency of the fuel to form deposits in vaporizing pot-type and sleeve-type burners. Similarly, provided alkyl nitrates are absent (or if present, provided the test is performed on the base fuel without additive) the carbon residue of diesel fuel correlates approximately with combustion chamber deposits.
5.2 The carbon residue value of motor oil, while at one time regarded as indicative of the amount of carbonaceous deposits a motor oil would form in the combustion chamber of an engine, is now considered to be of doubtful significance due to the presence of additives in many oils. For example, an ash-forming detergent additive may increase the carbon residue value of an oil yet will generally reduce its tendency to form deposits.
5.3 The carbon residue value of gas oil is useful as a guide in the manufacture of gas from gas oil, while carbon residue values of crude oil residuums, cylinder and bright stocks, are useful in the manufacture of lubricants.
SCOPE
1.1 This test method covers the determination of the amount of carbon residue (Note 1) left after evaporation and pyrolysis of an oil, and is intended to provide some indication of relative coke-forming propensities. This test method is generally applicable to relatively nonvolatile petroleum products which partially decompose on distillation at atmospheric pressure. Petroleum products containing ash-forming constituents as determined by Test Method D482 or IP Method 4 will have an erroneously high carbon residue, depending upon the amount of ash formed (Note 2 and Note 4).
Note 1: The term carbon residue is used throughout this test method to designate the carbonaceous residue formed after evaporation and pyrolysis of a petroleum product under the conditions specified in this test method. The residue is not composed entirely of carbon, but is a coke which can be further changed by pyrolysis. The term carbon residue is continued in this test method only in deference to its wide common usage.
Note 2: Values obtained by this test method are not numerically the same as those obtained by Test Method D524. Approximate correlations have been derived (see Fig. X1.1), but need not apply to all materials which can be tested because the carbon residue test is applied to a wide variety of petroleum products.
Note 3: The test results are equivalent to Test Method D4530, (see Fig. X1.2).
Note 4: In diesel fuel, the presence of alkyl nitrates such as amyl nitrate, hexyl nitrate, or octyl nitrate causes a higher residue value than observed in untreated fuel, which can lead to erroneous conclusions as to the coke forming propensity of the fuel. The presence of alkyl nitrate in the fuel can be detected by Test Method D4046.
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
1.3 WARNING—Mercury has been designated by many regulatory agencies as a hazardous substance that can cause serious medical issues. Mercury, or its vapor, has been demonstrated to be hazardous to health and corrosive to materials. Use caution when handling mercury and mercury-containing products. See the applicable product Safety Data Sheet (SDS) for additional information. The potential exists that selling mercury or mercury-containing products, or both, is prohibited by local or national law. Users must determine legality of sales in their location.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
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SIGNIFICANCE AND USE
4.1 This procedure measures the amount of hydrogen gas generation potential of aluminized emulsion roof coating. There is the possibility of water reacting with aluminum pigment to generate hydrogen gas. This situation is to be avoided, so this test was designed to evaluate coating formulations and assess the propensity to gassing.
SCOPE
1.1 This test method covers a hydrogen gas and stability test for aluminum emulsified asphalt coatings.
1.2 The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system may not be exact equivalents; therefore, each system shall be used independently of the other. Combining values from the two systems may result in nonconformance with the standard.
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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SIGNIFICANCE AND USE
5.1 Motor O.N. correlates with commercial automotive spark-ignition engine antiknock performance under severe conditions of operation.
5.2 Motor O.N. is used by engine manufacturers, petroleum refiners and marketers, and in commerce as a primary specification measurement related to the matching of fuels and engines.
5.2.1 Empirical correlations that permit calculation of automotive antiknock performance are based on the general equation:
Values of k1, k2, and k3 vary with vehicles and vehicle populations and are based on road-octane number determinations.
5.2.2 Motor O.N., in conjunction with Research O.N., defines the antiknock index of automotive spark-ignition engine fuels, in accordance with Specification D4814. The antiknock index of a fuel approximates the road octane ratings for many vehicles, is posted on retail dispensing pumps in the United States, and is referred to in vehicle manuals.
This is more commonly presented as:
5.3 Motor O.N. is used for measuring the antiknock performance of spark-ignition engine fuels that contain oxygenates.
5.4 Motor O.N. is important in relation to the specifications for spark-ignition engine fuels used in stationary and other nonautomotive engine applications.
5.5 Motor O.N. is utilized to determine, by correlation equation, the Aviation method O.N. or performance number (lean-mixture aviation rating) of aviation spark-ignition engine fuel.7
SCOPE
1.1 This laboratory test method covers the quantitative determination of the knock rating of liquid spark-ignition engine fuel in terms of Motor octane number, including fuels that contain up to 25 % v/v of ethanol. However, this test method may not be applicable to fuel and fuel components that are primarily oxygenates.2 The sample fuel is tested in a standardized single cylinder, four-stroke cycle, variable compression ratio, carbureted, CFR engine run in accordance with a defined set of operating conditions. The octane number scale is defined by the volumetric composition of primary reference fuel blends. The sample fuel knock intensity is compared to that of one or more primary reference fuel blends. The octane number of the primary reference fuel blend that matches the knock intensity of the sample fuel establishes the Motor octane number.
1.2 The octane number scale covers the range from 0 to 120 octane number, but this test method has a working range from 40 to 120 octane number. Typical commercial fuels produced for automotive spark-ignition engines rate in the 80 to 90 Motor octane number range. Typical commercial fuels produced for aviation spark-ignition engines rate in the 98 to 102 Motor octane number range. Testing of gasoline blend stocks or other process stream materials can produce ratings at various levels throughout the Motor octane number range.
1.3 The values of operating conditions are stated in SI units and are considered standard. The values in parentheses are the historical inch-pounds units. The standardized CFR engine measurements continue to be in inch-pound units only because of the extensive and expensive tooling that has been created for this equipment.
1.4 For purposes of determining conformance with all specified limits in this standard, an observed value or a calculated value shall be rounded “to the nearest unit” in the last right-hand digit used in expressing the specified limit, in accordance with the rounding method of Practice E29.
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For more specific hazard statements, see Section 8, 14.4.1, 15.5.1, 16.6.1, Annex A1, A2.2.3.1, A2.2.3.3(6) and (9), A2.3.5, X3.3.7, X4.2.3.1, X4.3.4.1, X4.3.9.3, X4.3.12.4, and X4.5.1.8. ...
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SIGNIFICANCE AND USE
5.1 Coefficients of linear thermal expansion are used, for example, for design purposes and to determine if failure by thermal stress may occur when a solid body composed of two different materials is subjected to temperature variations.
5.2 This test method is comparable to Test Method D3386 for testing electrical insulation materials, but it covers a more general group of solid materials and it defines test conditions more specifically. This test method uses a smaller specimen and substantially different apparatus than Test Methods E228 and D696.
5.3 This test method may be used in research, specification acceptance, regulatory compliance, and quality assurance.
SCOPE
1.1 This test method determines the technical coefficient of linear thermal expansion of solid materials using thermomechanical analysis techniques.
1.2 This test method is applicable to solid materials that exhibit sufficient rigidity over the test temperature range such that the sensing probe does not produce indentation of the specimen.
1.3 The recommended lower limit of coefficient of linear thermal expansion measured with this test method is 5 μm/(m·°C). The test method may be used at lower (or negative) expansion levels with decreased accuracy and precision (see Section 12).
1.4 This test method is applicable to the temperature range from −120 °C to 900 °C. The temperature range may be extended depending upon the instrumentation and calibration materials used.
1.5 SI units are the standard. No other units of measurement are included in this standard.
1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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ABSTRACT
This specification covers unreinforced vulcanized rubber sheets made from ethylene propylene diene terpolymer (EPDM) or butyl (IIR), intended for use in preventing water under hydrostatic pressure from entering a structure. The tests and property limits used to characterize these sheets are specific for each classification and are minimum values to make the product fit for its intended purpose. Types used to identify the principal polymer component of the sheet include: type I - ethylene propylene diene terpolymer, and type II - butyl. The sheet shall be formulated from the appropriate polymers and other compounding ingredients. The thickness, tensile strength, elongation, tensile set, tear resistance, brittleness temperature, and linear dimensional change shall be tested to meet the requirements prescribed. The water absorption, factory seam strength, water vapour permeance, hardness durometer, resistance to soil burial, resistance to heat aging, and resistance to puncture shall be tested to meet the requirements prescribed.
SCOPE
1.1 This specification covers unreinforced vulcanized rubber sheets made from ethylene propylene diene terpolymer (EPDM) or butyl (IIR), intended for use in preventing water under hydrostatic pressure from entering a structure.
1.2 The tests and property limits used to characterize these sheets are specific for each classification and are minimum values to make the product fit for its intended purpose.
1.3 The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system may not be exact equivalents; therefore, each system shall be used independently of the other. Combining values from the two systems may result in nonconformance with the standard.
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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ABSTRACT
This test method deals with the acceptance criteria for the magnetic particle examination of forged steel crankshafts and forgings having large main bearing journal or crankpin diameters. Covered here are three classes of forgings, which shall be evaluated under two areas of inspection, namely: major critical areas, and minor critical areas. During inspection, magnetic particle indications shall be classified as: surface indications, which include nonmetallic inclusions or stringers, open or twist cracks, flakes, or pipes; open or pinpoint indications; and non-open indications. Procedures for dimpling, depressing, inspection, and product marking are also mentioned.
SCOPE
1.1 This is an acceptance specification for the magnetic particle inspection of forged steel crankshafts having main bearing journals or crankpins 4 in. [200 mm] or larger in diameter.
1.2 There are three classes, with acceptance standards of increasing severity:
1.2.1 Class 1.
1.2.2 Class 2 (originally the sole acceptance standard of this specification).
1.2.3 Class 3 (formerly covered in Supplementary Requirement S1 of Specification A456 – 64 (1970)).
1.3 This specification is not intended to cover continuous grain flow crankshafts (see Specification A983/A983M); however, Specification A986/A986M may be used for this purpose.
Note 1: Specification A668/A668M is a product specification which may be used for slab-forged crankshaft forgings that are usually twisted in order to set the crankpin angles, or for barrel forged crankshafts where the crankpins are machined in the appropriate configuration from a cylindrical forging.
1.4 The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system may not be exact equivalents; therefore, each system shall be used independently of the other. Combining values from the two systems may result in non-conformance with the standard.
1.5 Unless the order specifies the applicable “M” specification designation, the material shall be furnished to the inch units.
1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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SIGNIFICANCE AND USE
4.1 The force required to separate a metallic coating from its plastic substrate is determined by the interaction of several factors: the generic type and quality of the plastic molding compound, the molding process, the process used to prepare the substrate for electroplating, and the thickness and mechanical properties of the metallic coating. By holding all others constant, the effect on the peel strength by a change in any one of the above listed factors may be noted. Routine use of the test in a production operation can detect changes in any of the above listed factors.
4.2 The peel test values do not directly correlate to the adhesion of metallic coatings on the actual product.
4.3 When the peel test is used to monitor the coating process, a large number of plaques should be molded at one time from a same batch of molding compound used in the production moldings to minimize the effects on the measurements of variations in the plastic and the molding process.
SCOPE
1.1 This test method gives two procedures for measuring the force required to peel a metallic coating from a plastic substrate.2 One procedure (Procedure A) utilizes a universal testing machine and yields reproducible measurements that can be used in research and development, in quality control and product acceptance, in the description of material and process characteristics, and in communications. The other procedure (Procedure B) utilizes an indicating force instrument that is less accurate and that is sensitive to operator technique. It is suitable for process control use.
1.2 The tests are performed on standard molded plaques. This method does not cover the testing of production electroplated parts.
1.3 The tests do not necessarily measure the adhesion of a metallic coating to a plastic substrate because in properly prepared test specimens, separation usually occurs in the plastic just beneath the coating-substrate interface rather than at the interface. It does, however, reflect the degree that the process is controlled.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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SIGNIFICANCE AND USE
5.1 The edgewise compressive strength of short sandwich construction specimens provides a basis for judging the load-carrying capacity of the construction in terms of developed facing stress.
5.2 This test method provides a standard method of obtaining sandwich edgewise compressive strengths for panel design properties, material specifications, research and development applications, and quality assurance.
5.3 The reporting section requires items that tend to influence edgewise compressive strength to be reported; these include materials, fabrication method, facesheet lay-up orientation (if composite), core orientation, results of any nondestructive inspections, specimen preparation, test equipment details, specimen dimensions and associated measurement accuracy, environmental conditions, speed of testing, failure mode, and failure location.
SCOPE
1.1 This test method covers the compressive properties of structural sandwich construction in a direction parallel to the sandwich facing plane. Permissible core material forms include those with continuous bonding surfaces (such as balsa wood and foams) as well as those with discontinuous bonding surfaces (such as honeycomb).
1.2 The values stated in either SI units or inch-pound units are to be regarded separately as standard. Within the text the inch-pound units are shown in brackets. The values stated in each system are not exact equivalents; therefore, each system must be used independently of the other. Combining values from the two systems may result in nonconformance with the standard.
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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