Need a fuel top up?
Helicopters have flight manuals The only reliable answer is to comply with it
Automotive Diesel Oil DCEA/21 C
- VVF 800 DF2 TS.10.003 F54 Not to be used at OAT below -5° C
- VVF 800 DF1 Not to be used at OAT below - 15°C
- VVF 800 DFA F56 Not to be used at OAT below - 15°C
Gasoil O 7120 STM MIL-F-16884 DEF 2402 (47/0 DIESO) F75 Not to be used at OAT below -5°C
Gasoil 20 7120STM DEF 2402 (47/20 DIESO) F76 Not to be used at OAT below 0°C
Illuminating Oil DCEA/11C VV-K211 DEF 2403 F58 Not to be used at OAT below - 15°C
Given the length of the fuel hose I'm thinking their station has been used before as I can't see a need for a fifty foot fuel hose at a normal service station
Here's the Queensland AW139 filling with diesel at Belyando Crossing, west of Moranbah; not all that uncommon given the vast distances in Queensland and the paucity of Jet A1 bowsers
http://www.facebook.com/qldambulance...7522879279425/
When I was flying Allouette IIs and 3s in Nigeria we could drop into almost any oil company pipe yard for a drum of diesel if we were 'caught short' for Jet A1
http://www.facebook.com/qldambulance...7522879279425/
When I was flying Allouette IIs and 3s in Nigeria we could drop into almost any oil company pipe yard for a drum of diesel if we were 'caught short' for Jet A1
Short answer: I don’t know. But if you follow the Facebook link there is an answer to that question
So I would lay a farthing to Threadneedle Street that QG Air have appropriate approval from CASA.
Queensland Government AirCorey Dark Good afternoon Corey!
No this isn’t a PR stunt.😀 One of the great features of the AW139 Aircraft which is operated by QGAir is that they can run on Diesel fuel! This is especially helpful for our long distance Search and Rescue missions in the outback were Jet fuel can be hard to find. Thanks
No this isn’t a PR stunt.😀 One of the great features of the AW139 Aircraft which is operated by QGAir is that they can run on Diesel fuel! This is especially helpful for our long distance Search and Rescue missions in the outback were Jet fuel can be hard to find. Thanks
Avoid imitations
Join Date: Nov 2000
Location: Wandering the FIR and cyberspace often at highly unsociable times
Posts: 14,576
Received 425 Likes
on
224 Posts
The problem with diesel is the possibility of low temperature fuel waxing in the airframe fuel filters; so even though the engine can safely burn it, it might not be approved.
It may be that an aircraft with heated fuel filters is safe, if not not allowed. Certainly the Puma HC1 didn't have heated fuel filters (so no diesel approval and FSII needed for Jet fuel), later Agusta helicopters do and it's allowed by the RFM.
It may be that an aircraft with heated fuel filters is safe, if not not allowed. Certainly the Puma HC1 didn't have heated fuel filters (so no diesel approval and FSII needed for Jet fuel), later Agusta helicopters do and it's allowed by the RFM.
Actually they did and I had to buy a full drum. (wasn't a R22 or R44) The place had an airstrip at the back, but the boss said he did not hear me land. Lucky it was an airstrip as needed a bit of a run at it to get airborne!
FYI: a number of limitations, like fuels/oils, etc., were moved from the TCDS to the RFM or MM on later aircraft/engines. The TCDS is developed by the producer (OEM) and only approved by the FAA/CAA so that also adds to a variance where that required information is found.
So I would lay a farthing to Threadneedle Street that QG Air have appropriate approval from CASA
FWIW: It should but only for the info that was included/required to be on the TCDS initially. Plus a TCDS is not normally revised on a regular basis. In general (FAA), prior to AFM/RFMs becoming a certification requirement the TCDS, and its preceding Specifications, contained a lot more info as it was the "only" approved method to comply with documenting certain type design requirements. Once AFM/RFMs became mandatory the FAA allowed certain limitations to be listed in the AFM/RFM (or other approved source) instead of the TCDS. Add to the fact revising a AFM/RFM is much easier than revising a TCDS as it must go through an ACO process. So while one TCDS might show fuel limitations, another TCDS may not or simply have a note to see the AFM/RFM/MM/SB for the fuel limitations. For example, I believe in a RR 250 C-20 TCDS it refers the fuel limitations to the MM, yet in a Bell 206B TCDS it references the actual fuel specifications. In some cases like P&WC, there are Service Bulletins that provide additional fuel limitations.
The TCDS scheme is archaic, confusing and riddled with errors to the point of uselessness for anybody other than an entrenched bureaucrat. The 737MAX fiasco and it's tortured sheet proves that (A16WE, revision 65).
The problem with diesel is the possibility of low temperature fuel waxing in the airframe fuel filters;
*Great Australian F*** All, there is nuffin' out there.
FWIW: have no clue in using a TCDS on a 737, but have used them on a semi-regular basis over the years on GA rotor/fixed wing aircraft for the issue/reissue of AWC/CoAs, compliance of conformity checks, etc. While I'm about as far away as you can get from an "entrenched bureaucrat," I would hate to see what type of document you would prefer to use for these regular certificate issuances/checks considering a TCDS is but a "sliver" of the aircraft certification documentation process.
Pretty rare to need such things in the middle of the GAFA* where it is mostly darn hot
Last edited by megan; 27th May 2020 at 03:02.