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Aviation History
1962
1962 - 0439.PDF
FLIGHT International, 22 March 1962 LIGHT AVIATION FUEL SERVICING By EDWARDJ*TREES,l[ARAeS* 439 A Piper Super Cub replenishes from modern equipment suitable for servicing aircraft of up to OH Heron size FORWARD thinking on many details connected with fuelling, lubricants and aviation services in general was required by the oil industry in anticipation of the development in private and executive aircraft operations which is now exciting us all. A number of innovations have been put into good effect during the past year, and they will be used by an increasing number of flying clubs and private and commercial owners of light aircraft in the immediate future. These innovations are the more appropriate if one considers that there has been a nine per cent increase in the number of light aircraft engaged in business and private flying in the relatively short period of one year. One development will provide a touch of colour in the scene at a number of minor airfields in different parts of the country this year. Shell-Mex & BP dealers are installing a new type of fuel-dispensing unit which suits the fuelling needs of all kinds of fixed-wing and rotating-wing aircraft. It is a low and neat electrically operated pump which stands on an island, like those in a roadside filling station. The island can be approached by an aircraft without apprehension on the part of the pilot that a dangling fuel-hose may tangle itself up with his machine. There is no dangling hose. At tached to the pump is a cabinet into which the hose reel is automati cally rewound when not in use. First seen at the company stand at the 1961 Farnborough Show, this piece of equipment excited considerable interest in light-air craft circles. We ordered its production because of its time-saving, safety, and clean-handling advantages, and it has been a success at Panshanger airfield, Hertfordshire, where it was initially tried out. Many of the company's other dealers throughout the country will now soon be installing this type of equipment. The introduction of an unleaded 80-octane gasoline occurred as recently as March 1. In the past, the requirement for 80-octane fuel was met by mixing particular proportions of 100 and 73 octanes and was known as 80 Mix. The mixing of fuel in this way, usually at the pumps, was wasteful in terms of time and effort, but, more important, it tended to be a little haphazard if the pilot was unable to state the total of 80 Mix he required to fill his tanks. The demand for 80-octane fuel is now greater than in the past, and developments in refining have now made the production of a gasoline of this rating an economical proposition. Moreover, with the production of an unleaded version of this grade, the users of 73 octane can use the new fuel without any technical worries over bad content. The first day of March also saw the arrival of a further improve ment which was designed, after considerable thought, to assist the growing number of private flyers, club flyers and business aircraft operators. It was the marketing of piston-engine oils for aircraft in * Aviation manager, Shell-Mex & BP Ltd pint and quart cans, not done before on a country-wide basis. The topping-up of an engine with lubricating oil is one of those simple operations which can lead to trouble if an unclean filling can, or the wrong oil, is used. The introduction of a screw-top can fitted with an inner seal—a container specially produced for the company—makes the ingress of dirt or, for that matter, the leakage of the contents, virtually impossible. Any pilot who carries a can or two will be able to top up his engine with the brand he prefers at any point where he lands, in perfect confidence. When this development was carried out the company dove-tailed it with another which was equally important. Some time ago a non- ash dispersanl oil was marketed by Shell. It is a type of oil which gives engine cleanliness of an extremely high order, deposits on oil cooler and filters being considerably reduced when it is used. Starting up is also much easier when this type of oil, AeroShell W80 and W100 is employed. International airlines have been using them to a considerable extent. Now the use of these oils has been extended to the light aircraft engine field, and carries the full approval of the ARB for use in de Havilland, Alvis, Continental and Lycoming engines. In addition to these oils, the dealer will also be offering BP Aero 100, a straight mineral oil, in similar packages. Getting the fuel to the place where the aircraft happen to be is an activity which, while taken for granted, is always one in which new developments are taking place. In the days after the first war the company went to great pains to provide services for air races, rallies, and the events which were the backbone upon which light aviation, as we know it today, was built. We have never relinquished our interest in providing a service for the light-aircraft world. To meet helicopter requirements, and other extra-curricular circumstances in the light-aviation sphere when a machine requires fuelling at places remote from established fuelling centres, the highly specialised Don fuelling vehicle was designed. A seven-ton Bedford which can carry 1,000 gallons of aviation fuel on the public highway, the Don can travel to any previously agreed map reference to fuel a machine. The Don is also ideally suitable to augment supplies of fuel where there is an unusual concentration of light aircraft. For example, it was used with successful effect at the Helicopter Garden Party last year and again at the King's Cup air race. Trade links with Europe are growing stronger, and the flying businessman will want to use his own aircraft in future much more than he does now. The increasing interest in business ex ecutive aircraft is being reflected also in a gathering interest in sport ing aviation events such as rallies and races. All these expanding activities in the private and commercial spheres of light aviation will make our services increasingly valuable as time goes on. When he has filled the wing tank of the Cessna 310 the operator need only give the hose a pull to actuate the electric mechanism which will automatically rewind the hose on to its reel
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