Just checked the TCDS re deisel for the French Astazou and Artouste engines and the following are approved with associated temperature limits, so they were operating in accordance with the flight manual. All legal.

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

It's a fuel station in the outback of Queensland where road trains would frequent servicing the cattle stations in the area, hence the long hose.


https://cimg8.ibsrv.net/gimg/pprune....3985239333.jpg

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 :cool: :ok:


https://cimg3.ibsrv.net/gimg/pprune....cac933f175.jpg

https://cimg4.ibsrv.net/gimg/pprune....8248a2856e.jpg


https://cimg6.ibsrv.net/gimg/pprune....98a2f1bce8.jpg

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 :p

Diesel not on the FAA or EASA TCDS John, just an Oz thing?

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.

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.

Yes, I have done the same thing. Stopped off at a Nullarbor roadhouse one time and told young Einstein that I wanted some Avgas. " We has auto gas and bottles ob camping gas, but does no 'ave Avgas"!
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.

Thanks John, I wasn't suggesting it wasn't all above board, just wondered if diesel was a local approval. Thanks too wrench for your above post, but I thought the TCDS would have the latest info, the FAA TCDS for the 139 is up to revision 14 and dated .June 21, 2018, perhaps the FAA are catching up with revisions, who knows. The engine TCDS revision 5 dated November 15, 2017 calls for fuel conforming to P&W Spec. CPW 204, which is a wide cut kerosene.

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.

Thanks wrench, sure gets complicated, every day is a learning day. :ok:

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).

Unfortunately it's the only source of information somebody has who doesn't possess a flight manual.

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.





*Great Australian F*** All, there is nuffin' out there.

For starters, the 737 TCDS covers 14 series, the latest variants bearing no resemblance to the original. Bringing it closer to home, the TCDS for the AS-350 (H9EU) encompasses 10 aircraft, including the EC-130 variant. My quick, cursory glance of the B3 type section lists maximum weights, rotor speeds, and T4 limits all of which are different in the RFM. Very little is correct. The system is badly broken.

That's after the sun comes up a bit and you've already scraped the ice off during the pre flight AC. ;)