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1. 06:11 AM - Re:100 LL (Dave & Becky Hurd)
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Chuck,
Can't speak to the Continental or Franklin brands, but Lycoming Service
Instruction (1070M) discusses Original Fuel Grades, what those are now,
and
what foreign fuel grades are found in certain countries.
It goes on to say what fuel was used for the original certification for
the
engine. For example the Glasair II-S standard engine IO-360B (180 HP -
8.5:1
compression ratio) was originally certificated for use with 91/96 avgas
and
could run on 91/96 UL. The 200 HP IO-360 A or C (8.7:1 compression
ratio)
was originally certificated to run on 100/130 (now 100LL), and could NOT
be
run on the 91/96 UL.
For the normally aspirated engines, it appears the compression ratio is
the
key. 8.5:1 or less seems to be OK with the 91/96 UL, higher than that
will
require the replacement for 100LL.
There was originally some concern about the need for TEL to provide
lubrication, but I believe that has been addressed.
The other issue is the ethanol being introduced into mogas. EAA is
adamant
that the use of ethanol in any quantity violates the STC they hold for
mogas
use. That seems to be the big problem for those who would like to use
premium mogas in their 8.5:1 (or less) compression ratio engines.
Dave Hurd
II-S FT
(still building, after all these years)
Subject:
Re: Re: 100LL
From:
Craymondw@aol.com
<mailto:Craymondw@aol.com?subject=Re:%20Re:%20100LL&replyto=d62.3c489
a3e.379
7afa5@aol.com>
Date:
Tue Jul 21 - 4:57 PM
The AOPA article said that general aviation will definitely be running
on
unleaded mogas with a few extra additives and that unless an engine is
turbo charged, it only needs 91 octane. I would like to see data from
people
flying 200/300 hp engines. I only know one Franklin dealer that says
uses
it
in his 200hp aircraft and claims he has had no problems.
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