Air Freight - Helicopter Engines - Dangerous Goods ?

[aseanaero]

Air Freight - Helicopter Engines - Dangerous Goods ?

Hi everyone

I'm looking at air freighting a couple of heli engines from Jakarta to the USA and the UK

The engine going to the UK is a factory overhaul still in packing and dessicant bags

The second engine to the US was recovered from a parted out heli

Both engines have been drained of oil for shipment and haven't flown for 8 to 15 yrs

Now the freight forwarder wants to charge me dangerous goods rates due to the risk of residual oil in the engines

I checked the material data sheets for typical aircraft turbine oil and it says

"Not dangerous for transport under ADR/RID, IMO and IATA/ICAO regulations"

So does this guy have a valid point or his he pulling my chain to pocket the difference between the normal rate and dangerous goods rate ? (this is Indonesia after all ... )

I haven't run across this before as i usually send engines by sea freight and have never had a problem

[Sleeping Freight Dog]

My past experience tells me that once an engine has been operated,
it is considered a dangerous goods because of the fuel/oil involved
in the operation. How is the freight forwarder going to determine
when was the last time the engine was running?
If you can provide a copy of the regs you quote that state after a specific
time frame a used engine is no longer considered a dangerous good,
then you might have a case. But it is up to the airline receiving the
cargo whether they will accept that.

[aseanaero]

Thanks Freight Dog

I have a buddy that works for a cargo airline and looking on the net the IATA DGR book seems to be last word so I'll have a read though that and see what I can find

1 engine has never run after an overhaul 15 yrs ago (now calendar timex) and the other last run in 2000

[0523 cov man]

dangerous goods

give air atlantic a call at coventry cvt

[G&T ice n slice]

Quick search of transport canada website suggests that may fall under:
UN3166
"ENGINES, INTERNAL COMBUSTION (FLAMMABLE LIQUID POWERED) including when fitted in machinery or vehicles, regulated by aircraft only "
Class 9

see
Transportation of Dangerous Goods Regulations - Schedule 1

[CR2]

If the engine is drained/purged of fuel/oil it is not considered DG. A statement to that effect must be made on the AWB.

[aseanaero]

The agent/airline are adament the engines are dangerous goods and have just revised their quote to me

JKT - LHR 250kg was $1,327 now $3,360

As I said this may be a scam where they charge me the DG rate and it actually goes general cargo

It's going by sea freight with a different company I've used before ... $400

Going to buy a copy of the IATA Dangerous Goods manual so I can argue the case better next time

Thanks all

[G&T ice n slice]

You've got a lot of options ex Djakarta

suggest contact a few carriers direct (carriers with own staff, not sales agents)

[OldCessna]

There's a basic standard Purge Certificate floating around.

Plenty of freight agents wanting the business.

They pull this all the time to get more money from the customer!

[74tweaker]

Unless it's brand new - It's a dangerous good. Even after an overhaul and even after the oil and fuel have been drained.

[CR2]

74tweaker, that is not correct. Rules changed around 3-4 years ago.

[minigundiplomat]

Bear in mind some helicopter power plants are hydraulically started adding another fluid to the mix.
Would have thought it was covered by UN Class 9.

[lewis272]

Hmm tricky one this, the carrier may require some sort of proof the engine has been drained, ie statement that engine has been "Purged", also an idea to add to the description of goods on the airwaybill, "not restricted" as per 8.2.6 of the IATA dangerous goods regulations book. If the purged status cannot be proved, (as pointed out in an earlier posting), it falls under UN3166, Class 9, "Engines internal combustion gas/liquid powered", I am afraid to say.

Cheers, and Best of luck.