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impractical if you expect a full load
the next morning and don't have
room for full fuel as well, in which
case be prepared to do extensive
sampling from the tanks. Half filled
drums left overnight should not be
used for the same reasons, but, in
remote places (like the Arctic), fuel is
a precious commodity and you think
more than twice before discarding
any (as it happens, drums are scarce
too, and they may get used for all
sorts of things, particularly diesel for
drills, so beware – always smell the
contents first). Full drums are usually
delivered to a remote cache by Twin
Otter or something, and they should
be sealed straight from the
refuellers—as you tend to use any
remainder in a very short time, this
can be minimised somewhat. Look
for a fill date, as fuel over two years
old should be looked at sceptically.
Also look for a large X, which is the
accepted symbol for contamination,
although not everyone has a black
marker with them.
An unofficial, but excellent (if not
better) substitute for water paste or
detectors when using jet fuel is food
colouring, which you can at least get
in the local grocery store, even if
you're in Baffin Island. All you need
is one drop – if there is no water
present, it will disperse evenly over
the surface. If there is water, the
food colouring will go directly to the
water droplets, which will be more
visible anyway from the colour.
Drums should not be stored
vertically for long periods, because
the bungs are not airtight, even
though they might stop fuel from
leaking out (although it is good idea
to stand them vertically for about
half an hour before you use the fuel).
When the contents contract as the
air cools overnight, water inside the
rim and collecting around the bung
can be sucked in as well, so either
store the drums on their sides, with
openings at 3 or 9 o’clock, or stick
something underneath at 12 o’clock
that causes the drum to slant enough
to stop rainwater collecting and
covering the bungs. Other openings
or connections should be protected
with blanks or covers, or at least
have their openings left facing
downwards. Drain plugs, valves,
filter bowls, sumps and filter meshes
should be checked daily for
sediment, slime or corrosion. Always
have spare filters.
The reason why long-term storage is
not good for fuel (up to two years
for drums is the accepted maximum)
is partly because of daily temperature
changes. When it is warm, the fuel
expands and some of the vapour-air
mixture is driven out. When it gets
colder, the fuel contracts and fresh
air is sucked in, to mix with more
vapour. As the cycle repeats itself,
the fuel inside gradually loses its
effectiveness. Humidity will mean
that water vapour will get in, too,
and condense into liquid. The
presence of oxygen will also cause a
gum to form, which is more
apparent when fuel evaporates (the
fuel filter is designed to remove it).
Containers should be filled to 95%,
and sealed tightly, in a place where
the temperature is mostly below
80°F, out of direct sunlight - the 5%
airspace allows room for expansion.
Each day before flying, and when
the fuel is settled, carry out a water
check in aircraft and containers (but
see below, for drums). Collect
Flight Operations 359
samples in a transparent container
and check for sediment, free water
or cloudiness—if there is only one
liquid, ensure it is not all water. The
instructions for using water
detectors are displayed on the
containers. In the Arctic, unless
there is a thaw in Summer, separated
water will be frozen in the bottom of
the drum, and you will only have to
worry about that in suspension.
Water-finding paste, however, will
not detect suspended water, and is as
an additional test, not a replacement
for a proper inspection. Oxidised
fuel will be darker than normal and
have a rancid smell. A smell of
rotten eggs indicates fungal activity.
Above is typical fuelling from
drums.
Naturally, only competent and
authorised personnel should operate
fuelling equipment, who must also
be fully briefed by their Company. In
practice, of course, refuellers know
very well what they're doing, but you
should still be in full communication
with them. In general, the following
precautions should be taken:
· Documentation must reflect the
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Canadian Professional Pilot Studies2(97)
