Been done DB, they can even run diesel engines on the stuff.

https://www.cnet.com/roadshow/news/g...r-leno-ecojet/

Think Otto Diesel's first engine ran on coal dust.

Much confusion, the name is Rudolf Diesel, while it was Nikolaus Otto that ran his internal combustion engine on coal dust.

so, is there any hard facts out there from any maintenance manuals telling us about this particular engine and being run on a different fuel?

I know the general consensus can vary by design and manufacturer, but we have heard about 150hrs allowable, to reduced overhaul times and some say you just get a white deposit on the blades.
Surely two tanks of fuel wouldnt have been more than a handful of hours, yet it sounds like the turbines were literally destroyed in this short time.

So what gives?

It is my understanding (and I might be wrong on that) that only the military manuals provide "alternate fuels" solutions....

Why would it become necessary to refuel a civil helicopter with benzine, or a gas?

Could not think of any situation...

What is the difference between #1 Clear Diesel and Jet Fuel...besides a lot of Tax and a pedigree and perhaps some anti-icing additive that can be mixed manually if need be.

There are many parts of the world that lack infrastructure and services. Paraffin is easy to source, A1 less so.

Hueyracer - agreed about the mil alternate and emergency fuels - ISTR the Puma engine could run on almost anything:)

I also remember the increase in ITT/T4/PTIT was the problem with fuels that the engine wasn't designed to run on, especially gasoline which is what wrecks the turbines.

Our hangar heater ran exclusively on JetA1. The heater just needs the burners/injectors or some such adjusted appropriately.

If boiler engineers are like pilots, you'll never get two to agree on anything.

But not diesel.

The P&W 207C engines in the Agusta 109 can run on anything the Puma HC1's Turmo III C4 could, plus diesel. Any Jet Fuels or Kerosene are authorised fuels.

Up to 150 hours on any grade of AVGAS as an emergency fuel.

What does this particular aircrafts (Eurocopter 135) flight manual say re permissible fuels?

Living in Tasmania we had oil house heating and locals ran their diesels on it because that's what it was - diesel. No tax on heating oil, plenty of tax on diesel at the garage.

Some PT-6 are allowed diesel, limitation being OAT to prevent gumming. Crop dusters often use the stuff.

https://www.casa.gov.au/file/78736/d...token=QoRwuv96

Many years ago I was flying a Bell 206 in some Godforsaken part of the world and parked up at a small strip for refuel and overnight parking. I was filling in the tech log when I looked up to see the refueller pumping fuel out of a barrel marked AVGAS. As I was unsure about the effects and I was flying mostly over primary jungle I spent the night draining it out of the tank using a long screwdriver wedged against the sump drain and a marker cone. Every hour or so I would rouse myself and empty the cone.

When I told the Chief Engineer he laughed and said that I should have got a good nights sleep as it would have been perfectly OK to fly it back using AVGAS.

P&W allow alternate fuels in their engines (one of the reasons QLD rescue insisted in P&W engines in their 135 when they had it) , Turbomeca (Safran) do not , not sure what was in the German 135 but would bet it's a TM engine, ie you are screwed with alternate fuel.

I had a friend of mine that ran his central heating system on A1 for years, he never had a problem. He did mention that it seemed to burn a little hotter but also cleaner.