On Dec. 17, 2007, the United States Air Force flew a C-17 Globemaster III from McChord Air Force Base in Washington to McGuire Air Force Base in New Jersey on a 50/50 blend of synthetic fuel and JP-8, a traditional hydrocarbon jet fuel.
I have been asked many times at air shows if I was the original developer of Aeroshell W oils.
In my Nov. 23 column, “”What effect does ethanol have on airplanes?””, I tried to answer the question of what to do if you end up accidentally getting some auto gas that contains ethanol in your airplane. I had intended this to be information for people who tried to use non-ethanol containing auto gas, but unintentionally got fuel with ethanol.
I believe it was Mark Twain who once said that nothing is safe when the legislature is in session.
“”What is the effect of having mixed 10% ethanol with avgas and/or ethanol-free mogas on two or three occasions?”” asks reader Ken Rice. “”The place where I bought ethanol-free mogas lied to us about the change to 10% ethanol. I only found out about it when I asked the tanker driver.””
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?””