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1. 09:22 AM - Re: 100 LL vs Mogas (Jim Weston)
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| Subject: | Re: 100 LL vs Mogas |
Can=99t argue with your logic. I know that there are a lot of
variables that could affect the lead buildup situation. For instance, I
don=99t run mine at very high rpm in cruise. I learned years ago
that if I kept the rpm below 5000 in cruise that the engine ran cooler
in the summertime. Have my prop pitched at 14.5 degrees to accomplish
this. Run about 4700 rpm in cruise.
I always buy my fuel at the same gas station (BP) to have some small
degree of constancy in the fuel. Almost all of my 260+ hours are with
mogas.
Jim
From: Andy Fultz
Sent: Friday, October 25, 2013 1:56 AM
Subject: Re: Stratus-List: 100 LL vs Mogas
I'm pushing 400 hours on mine running avgas and have not noticed the
problems you have encountered. Maybe I should run a tank of Mogas once
in a while to "delead" mine so I won't have any problems. I just don't
trust Mogas to be the same stuff every time I get it and I know avgas is
the same every time.
Andy F.
Sent from my iPad
On Oct 24, 2013, at 7:36 PM, Jim Weston <k4cod@bellsouth.net> wrote:
It was at about the 245 hr point when I started using avgas. Now at
263 hr when I had the lead buildup problem. However, the problem that
I've encountered really has nothing to do with total time on the engine.
Jim
Sent from my Verizon Wireless 4G LTE Smartphone
-------- Original message --------
From: Andy Fultz <andynfultz@bellsouth.net>
Date: 10/24/2013 1:51 PM (GMT-05:00)
To: stratus-list@matronics.com
Subject: Re: Stratus-List: 100 LL vs Mogas
Jim,
I'm curious as to how many hours you had on your engine when you
started to have problems?
Andy F
Sent from my iPad
On Oct 24, 2013, at 7:52 AM, "Jim Weston" <k4cod@bellsouth.net> wrote:
Sorry that it's taken me, only, six months to catch up on reading my
Stratus emails. But I do have some recent experience/info on this
subject.
Fortunately, I haven't had problems with the auto gas gumming up the
carbs. But I did switch to avgas (100LL) for about a year; for other
reasons. Recently, my engine ended up with a loss of compression on one
cylinder. Remembering from the past when I've had lower compression
aircraft engines (those designed to run on the old 80 octane avgas) that
the 100LL, even though it's called Low Lead is actually very high in
lead content and will form lead deposits on the valve seats; causing the
valve to not seal well, I decided to run the engine some and see how it
did. I tied the plane down well and ran the engine for a good warmup
and a couple of full power runs. This caused the lead to clear and the
compression came back up. I then proceeded with my plans and took my
grandson for a ride to an airport about 60 miles south of us. All was
uneventful. But when I went to the airport a few days later and pulled
the engine thru to feel the compression, after the engine had cooled
thoroughly, I now had almost no compression on three of the four
cylinders. At this point, I decided that it was time to do two things.
One, get the avgas out of the plane, and go back to car gas. And, two,
do as I used to on one of my previous planes and add some TCP to the
fuel. TCP used to be added to leaded car gas (most advertised by Shell;
remember 'Buy Shell with TCP' was the slogan?) to scavenge out the lead.
(By the way, lead in this situation can build up lead deposits on the
spark plugs and foul out the plugs; saw it several times on my 150hp
Lycoming in my Piper Tri-Pacer years back; that's how I learned about
adding TCP) Anyway, I ran the engine, on the ground, for about 10
minutes with most of the fuel replaced with auto gas (ran out of gas
cans to drain the avgas into) and TCP added. The compression came up
nicely on two of the three low cylinders. The third one was still
pretty mushy feeling. I decided to take it one spin around the pattern
to get the temps up and work it at full power on takeoff. When I
checked the next day, after a good cool down, three of the four
cylinders were nice and snappy on compression, and the fourth one was
almost there; just slightly less than the other three. So, I took it
for a 45 minute flight and I'm very happy to say that all four cylinders
are nice and strong/snappy on compression again. This is the same
scenario that I remember from my past experiences with my Lycoming.
Anyway, sorry for the fairly long writeup. I just wanted to pass
along some experience that I hope might be of some help to someone. The
moral to the story is the avgas will run fine, just be careful about
lead buildup long term in lower compression engines. Maybe this info
will save someone from tearing the engine apart when the compression
drops off for what turns out to be a simple reason.
Jim Weston
CH601HDS w/Stratus, flying it since 1998
-------------------------------------------------------------------------
---
From: owner-stratus-list-server@matronics.com
[mailto:owner-stratus-list-server@matronics.com] On Behalf Of ron hansen
Sent: Friday, April 19, 2013 5:44 PM
To: stratus-list@matronics.com
Subject: Re: Stratus-List: Bing carb body
Gary,
Sorry I don't have a carb body for you, but I can also say auto gas
gummed up my carbs causing lots of delays and expense. Fortunately all
prior to my first flight. I switched to avgas after getting the carbs
cleaned out and I'm not going back. Auto gas starts getting cloudy and
gummy very quickly especially her in California.
Ron Hansen
Los Angeles
On Thu, Apr 18, 2013 at 7:28 AM, gary krysztopik
<pelican640@yahoo.com> wrote:
Hello Stratus owners,
Does anyone have a Bing Model 64 carb or carb body that they could
sell? Auto gas gummed up a jet and it broke off, and I wrecked the carb
body trying to get it out.
I looked on ebay and there are a few old ones for about $120 so
that's my plan right now.
I appreciate any help,
Gary
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