I received a note, recently, from a gentleman who is completing an experimental aircraft with a Lycoming engine. He’s planning to use auto gas and wonders what precautions he should take.
I recently received a number of notes from people who asked the same two questions: Could aircraft engine manufacturers build engines that operate safely on autogas and autogas containing ethanol and, if so, why don’t they?
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).
Own an antique engine?