Hot Refuelling
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Whatsarunway,
Agree with all you say but I'm not sure of your thinking behind the engines at ground idle.
One of my options is to fly away in case of fire in the fuel installation, so my engines stay at flight idle. In fact on my aircraft there is no ground idle, come to think of it!
Agree with all you say but I'm not sure of your thinking behind the engines at ground idle.
One of my options is to fly away in case of fire in the fuel installation, so my engines stay at flight idle. In fact on my aircraft there is no ground idle, come to think of it!
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Agree with Shy Torque, engines at flight idle, (stab in if appropriate to type) ready to fly. Saved an RAF Wessex refuelling at night when the bowser (fuel truck) brakes failed and the vehicle rolled across then down slope toward them. Crew saw what was happening on NVG and lifted clear - one bemused but alive nozzle operator did get a nasty avtur soaking, I believe.
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If there is a need to close the doors/ramp, get a crewmember on, disconnect the grounding cable, get personnel clear so as not to injure them, then, there is no reason I can think of to not have engine(s) at idle during the refuel.
And, since the people outside may not be able to be on the ICS, engines to operating RPM serves as a good attention getter to alert of somthing not normal happening.
Lastly, one engine or two, I can't see that the time necessary to bring engine(s) to operating RPM is a common save-the-day piece of time.
Hell, It'll take me that long to wake up from my nap!
And, since the people outside may not be able to be on the ICS, engines to operating RPM serves as a good attention getter to alert of somthing not normal happening.
Lastly, one engine or two, I can't see that the time necessary to bring engine(s) to operating RPM is a common save-the-day piece of time.
Hell, It'll take me that long to wake up from my nap!
Guest
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Location of hot refuel to be as far from other aircraft/buildings as practicable/possible.
All pax to be vacated from aircraft or exit route (opposite-side door) to be clear for immediate evecuation, i.e. open, if not possibe (casevac on board).
All switches to be set prior to commencement and no further switching to be made once refuelling operation has commenced.
Position safety observer at front of aircraft with overall view of operation - aircraft, personnel and bowser.
Ideally pilot and groundcrew members directly involved (fueller and safety man) to be on hot mike prior to removal of fuelling cap.
Usual earthing/bonding procedure to be followed - earth to bowser to aircraft to earth.
Groundcrew to inform pilot:
1. When fuel cap removed.
2. When fuelling operation commences.
Pilot to inform groundcrew as required fuel load is approached and finally when to stop refuelling.
Groundcrew to inform pilot:
1. When fuelling operation ceases.
2. When fuel cap refitted - confirm fuel cap fitted and locked.
Earth lead to be disconnected and, along with refuel hose, to be refitted in the bowser's stowage.
Bowser to be removed from area.
Some form of major fire-fighting appliance should be positioned outside the refuelling area and ready for *immediate* use.
As usual, all movement in and out of the rotor disc area by personnel is to be strictly controlled and authorised by pilot.
There is a minimum safe distance from radio sources, be it ground or another aircraft, which should also be observed, but I can't give you specifics.
As this is a very dangerous operation, which may require immediate action on the pilot's part, no other task should be carried out at the same time - route planning, reading the paper, etc.
Arm out the window:
Ref doors and windows, yes the doors and windows on the side of the aircraft that refuelling is taking place should be closed, but doors/windows on the opposite side should be open to facilitate immediate evacuation.
Thud_and_Blunder:
Ref your bowser, shouldn't it have been chocked by the driver prior to refuelling? Bowsers should always be positioned so that, if all else fails, they can only move away from the aircraft (parked perpendicular).
All pax to be vacated from aircraft or exit route (opposite-side door) to be clear for immediate evecuation, i.e. open, if not possibe (casevac on board).
All switches to be set prior to commencement and no further switching to be made once refuelling operation has commenced.
Position safety observer at front of aircraft with overall view of operation - aircraft, personnel and bowser.
Ideally pilot and groundcrew members directly involved (fueller and safety man) to be on hot mike prior to removal of fuelling cap.
Usual earthing/bonding procedure to be followed - earth to bowser to aircraft to earth.
Groundcrew to inform pilot:
1. When fuel cap removed.
2. When fuelling operation commences.
Pilot to inform groundcrew as required fuel load is approached and finally when to stop refuelling.
Groundcrew to inform pilot:
1. When fuelling operation ceases.
2. When fuel cap refitted - confirm fuel cap fitted and locked.
Earth lead to be disconnected and, along with refuel hose, to be refitted in the bowser's stowage.
Bowser to be removed from area.
Some form of major fire-fighting appliance should be positioned outside the refuelling area and ready for *immediate* use.
As usual, all movement in and out of the rotor disc area by personnel is to be strictly controlled and authorised by pilot.
There is a minimum safe distance from radio sources, be it ground or another aircraft, which should also be observed, but I can't give you specifics.
As this is a very dangerous operation, which may require immediate action on the pilot's part, no other task should be carried out at the same time - route planning, reading the paper, etc.
Arm out the window:
Ref doors and windows, yes the doors and windows on the side of the aircraft that refuelling is taking place should be closed, but doors/windows on the opposite side should be open to facilitate immediate evacuation.
Thud_and_Blunder:
Ref your bowser, shouldn't it have been chocked by the driver prior to refuelling? Bowsers should always be positioned so that, if all else fails, they can only move away from the aircraft (parked perpendicular).
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One more thing if using a bowser - make sure there is nil FOD and the cab doors are shut. I once came VERY close to being killed by a careless bowser driver who allowed 12 ft by six ft of camouflage hessian cloth to become entangled in my main rotor. Very spectacular - at least he won't do it again.
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We hot refuelled all the time due to operational necessity (Hughes 500D's). All above are good suggestions. 
Ground & Bond 2 most important words in this operation. Ensure that a/c is grounded and bonded to the fuel source prior to opening the fuel cap. No fumes, no sparks, no fire !!
Make sure fuel source is grounded (either bowser or drums), ground the a/c, bond fuel nozzle to a/c. It is also important to have refuelling hose that is anti-static hose.
With the number of a/c we operated, and the number of times we re-fuelled we never had a problem. We did it in temps ranging from -40 up to + 35 C, and all humidity conditions. Only time we wouldn't hot refuel was when electrical storm activity was within 10 mi.
Cheers
Randy_g
Ground & Bond 2 most important words in this operation. Ensure that a/c is grounded and bonded to the fuel source prior to opening the fuel cap. No fumes, no sparks, no fire !! Make sure fuel source is grounded (either bowser or drums), ground the a/c, bond fuel nozzle to a/c. It is also important to have refuelling hose that is anti-static hose.
With the number of a/c we operated, and the number of times we re-fuelled we never had a problem. We did it in temps ranging from -40 up to + 35 C, and all humidity conditions. Only time we wouldn't hot refuel was when electrical storm activity was within 10 mi.
Cheers
Randy_g
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GH,
Not my bowser I'm delighted to say, and I'm afraid I don't know what happened in this particular occasion to allow the vehicle to move. You're absolutely right about the need to immobilise the vehicle.
Something else I forgot to add: NO radio transmissions, and all autonomous emitters (radalt, IFF, DME/TACAN etc) off before bonding. HF radio should also be off, as even receiving messages causes a significant current through aerials.
Not my bowser I'm delighted to say, and I'm afraid I don't know what happened in this particular occasion to allow the vehicle to move. You're absolutely right about the need to immobilise the vehicle.
Something else I forgot to add: NO radio transmissions, and all autonomous emitters (radalt, IFF, DME/TACAN etc) off before bonding. HF radio should also be off, as even receiving messages causes a significant current through aerials.
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During ag ops we land on the truck with no static line, the hose is grounded we also ensured that nozzle is touching the side of the filler so as not to create spark from the nozzle to the edge of filler hole. There is a picture of a helo on a truck in the pictures section of www.justhelicopters.com
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Choppercop,
Try this
http://www.casa.gov.au/download/orders/Cao20/2010.pdf
It is one example and it was developed to cover mainly helo mustering of livestock (ie, if you take too long to refuel, they run away and you have to start again!!)
In terms of your presentation, hot refuelling should never be considered as a normal operation - there are significant risks and there has to be an acceptable operational need to take the risk. Importantly, it is not something that should be conducted without regular practice by all of the players. I presume that you are involved in urban policing - if so, hot refuelling would seem to warranted in cases of hot pursuit or in rescue missions where there is clear and present danger to life.
Convenience never makes it on my list, yet is often the only reason!
------------------
Stay Alive,
[email protected]
Try this
http://www.casa.gov.au/download/orders/Cao20/2010.pdf
It is one example and it was developed to cover mainly helo mustering of livestock (ie, if you take too long to refuel, they run away and you have to start again!!)
In terms of your presentation, hot refuelling should never be considered as a normal operation - there are significant risks and there has to be an acceptable operational need to take the risk. Importantly, it is not something that should be conducted without regular practice by all of the players. I presume that you are involved in urban policing - if so, hot refuelling would seem to warranted in cases of hot pursuit or in rescue missions where there is clear and present danger to life.
Convenience never makes it on my list, yet is often the only reason!
------------------
Stay Alive,
[email protected]
Guest
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Just what are those SIGNIFICANT RISKS using open port splash refueling?
How many civilian refueling accidents can you list for fact? Show me some numbers here. I've done a quick check of the NTSB site and found only one that even envolves re-fueling.
http://www.ntsb.gov/NTSB/brief.asp?e...08X05836&key=1
Are you talking about av-gas into a Bell 47 or Jet A into a 500D?
There are many jobs that are done faster and more efficiently using hot refueling, not to mention the saving of start cycles.
How many civilian refueling accidents can you list for fact? Show me some numbers here. I've done a quick check of the NTSB site and found only one that even envolves re-fueling.
http://www.ntsb.gov/NTSB/brief.asp?e...08X05836&key=1
Are you talking about av-gas into a Bell 47 or Jet A into a 500D?
There are many jobs that are done faster and more efficiently using hot refueling, not to mention the saving of start cycles.
Guest
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I think I must agree to the post by LB above. There are certainly some risks to hot refuelling, but with elementary precautions, these risks are miniscule.
I have used hot-fuel during my entire career, virtually every type of commercial turbine helicopter type and operation, worldwide. I have never seen an accident during this task, nor have any Operator or aircraft I have worked for experienced any problems.
I personally know of two hot-fuel incidents, both in Canada, both involving electric pumps, barrels and Jet-B. I have read of several other accidents, but compare them as minute in relation to the overall number of refuels.
Our machines hot-fuel 95% of the time, we never shut down for refuels. In all my experience I do not consider it a hazardous activity (any more than fuelling whilst shut-down).
I have used hot-fuel during my entire career, virtually every type of commercial turbine helicopter type and operation, worldwide. I have never seen an accident during this task, nor have any Operator or aircraft I have worked for experienced any problems.
I personally know of two hot-fuel incidents, both in Canada, both involving electric pumps, barrels and Jet-B. I have read of several other accidents, but compare them as minute in relation to the overall number of refuels.
Our machines hot-fuel 95% of the time, we never shut down for refuels. In all my experience I do not consider it a hazardous activity (any more than fuelling whilst shut-down).
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rotorhead4, if you're indicating the 206 picture shown alongside the caption "Talk about a fuel extender" there's one slight problem... see if you can spot it:
http://www.justhelicopters.com/206truck.jpg
http://www.justhelicopters.com/206truck.jpg