I recently received an email from Gordon Bowers concerning smoke oil for aerobatic aircraft. He was wondering what kind of oil to use and where to get it.
In my column in the March 23 issue, “”And then there were 10: As oil refineries stop producing avgas, what’s the future hold for us?””, I expressed my opinion of the future of aviation gasoline, noting “”there is concern that once the government starts imposing new regulations, it will go after anything that even sounds bad.””
James Missler of Bellevue, Ohio, is in the process of breaking in a Jabiru 2200 engine in his Kitfox. But he has a problem.
As oil refineries stopproducing avgas, what’sthe future hold for us?
In my last column, “”Multi-grade vs. single-grade oils: The debate continues”” (Feb. 16 issue), I recommend single-grade engine oil over multi-grade oils for use in large radial engines (over 1,800 cubic inches displacement). I am hoping that you all did not read that and conclude that if multi-grades are not as good in large radials, they probably won’t work in a 152 either. This is not the case.
n recent months I have had several conversations with the people at Precision Engines in Everett, Wash., about the use of multi-grade oils in large radial engines.
I received a note from Gerd Wengler who flies a Turbo Skylane with a Lycoming TIO-540 engine. He and his wife plan to fly up to the Arctic this summer and were concerned about the fuel supply.
There is another alternative for long-term engine storage.
How important is it to bring up oil temperature before takeoff? So asks Larry Lowenkron, who uses a multi-viscosity oil.
I recently received a note from a gentleman who read my column on how to dispose of fuel that was a mixture of 100LL and auto fuel containing ethanol (What if my plane is filled with the wrong fuel? Nov. 3 issue). His suggestion was to “”just use it in your leaf blower or any other two-cycle-powered yard equipment.””