The most interesting and least understood part of a fuel’s properties is the octane quality or number.
Some readers, including Noel Dennis, were confused when I made the statement in a recent column that 100LL is actually 100/130 (The definition of insanity: Finding a solution for 100LL requires looking at the facts, Sept. 7 issue).
In my last column I berated the author of a letter to the editor about a simple solution to the unleaded fuel crisis (The definition of insanity, Sept. 7 issue).
In the Aug. 10 issue of GANews there was a letter to the editor in response to my article on unleaded avgas and the insanity of developing a marketable product (Unleaded avgas: You’d have to be insane to try to develop it, June 6 issue). The letter stated “”What’s to develop? Leave out the lead and 100LL automatically becomes 95UL. Since virtually the entire GA fleet is already technically capable of running on 93-octane car gas, why would that be insane?”"
Dan Mooney, who has several round engine aircraft and a Skybolt with a Lycoming IO360A1B engine, has a question: Can he use oil from a drum of Phillips 25W-60 that he has for his round engines in his Skybolt? He concludes with, “”It gets pretty hot around Tulsa, Okla., in the summer.”"
In my last column, Unleaded avgas: You’d have to be insane to try to develop it (June 22 issue), I discussed the downside to the proposed lead phase out for aircraft piston engine fuels. But, like most things in life, there’s also a positive side to the issue.
I received numerous comments about my recent article on the bonehead editorial in another magazine that called for the removal of brain-dumbing lead from avgas (Misguided public opinion could end avgas, April 20 issue). One of the notes was from a Dr. Lyons concerning the futility of trying to replace leaded avgas. He also pointed out that the EPA is considering reintroducing lead in auto gas.
Jerry Quint of California, part owner of an aircraft with a Jabiru engine, wonders how to go about finding auto fuel that does not contain alcohol. He also wonders how to be sure that the fuel is alcohol free.
I recently received an e-mail from a gentleman who has an O-235 Lycoming and was experiencing a slight miss under some load conditions. He went on to describe all of the work he had done on the engine and yet the engine continued to miss under the same conditions. I gave the owner some suggestions on what to check, then sent the note to my good friend Paul McBride to get his expert opinion.