Today's Message Index:
----------------------
1. 04:26 AM - Re: Swift Fuel (mgw616)
2. 05:00 AM - Re: Swift Fuel (A. Dennis Savarese)
3. 05:14 AM - Re: Swift Fuel (Jay Hodge)
4. 09:38 AM - Re: Swift Fuel and Tach Coverplates (Jill Gernetzke)
5. 11:16 AM - Re: Re: Swift Fuel and Tach Coverplates (Mark Davis)
6. 12:24 PM - Re: Re: Swift Fuel and Tach Coverplates (Jan Mevis)
Message 1
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Unleaded Aviation fuel
https://swiftfuels.com/fuel/
wlannon(at)shaw.ca wrote:
> Does anyone know what BPE's fuel recommendations are for their 7.25/1
> pistons??
>
> Dumb question: what is Swift fuel???
>
> Walt
>
> --
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478879#478879
Message 2
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Swift Fuel is a company named, Swift Fuels.=C2- Swift was one of the pion
eers in developing an alternative to 100LL.=C2- Now Swift is one of two c
ompanies selected for extended testing of the alternative to 100LL, which i
s called "UL94".=C2-=C2- Here's a link to their UL94 page.
https://swiftfuels.com/fuel/unleaded-ul94-avgas/
I think I read recently where a piston powered aircraft completed an "acros
s the pond" flight on Swift UL94 without a hitch.
Dennis
From: Walter Lannon <wlannon@shaw.ca>
To: yak-list@matronics.com
Sent: Monday, March 26, 2018 11:30 PM
Subject: Re: Yak-List: Swift Fuel
Does anyone know what BPE's fuel recommendations are for their 7.25/1
pistons??
Dumb question:=C2- what is Swift fuel???
Walt
-----Original Message-----
From: Jay Hodge
Sent: Monday, March 26, 2018 7:17 PM
Subject: Yak-List: Swift Fuel
Anybody out there using Swift Fuel? Their 94 octane fuel is available here
in Ohio, and the 102 octane should be out sometime this year. I believe a
stock M14p is a 91 octane motor. Don't know what octane BPE high compressio
n
piston engines would need.
Jay
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478876#478876
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Message 3
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A few people I know are now using it, and they like it. All in small, low powered
stuff like Cub's and Champs, but still, they say it works great.
Jay
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478881#478881
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| Subject: | Re: Swift Fuel and Tach Coverplates |
Jay and Group,
Several years ago, we worked with Swift FUels and Rick Volker doing the
testing of their fuel on the M-14P. Carl worked extensively with their
engineers and we also provided the rubber parts in the fuel system for their
testing. Here is Rick's PIREP from two years ago:
"94UL is a base of 91 octane gasoline without alcohol, then proprietary
hydrocarbon compounds are added to boost octane to 94 MON ( it actually
specs out at 95.2). The vapor pressure is the same as 100LL. Covington did a
tear down of a heavily instrumented R-1340 that had run on 94UL on a test
stand and gave it 2 two thumbs up. I then had my Harvard instrumented with
an Insight G9 engine monitor (love it!) and provided independent data for
use at all power levels. The result is that the engine does not run
differently with 94UL than with 100LL. It hot and cold starts the same, and
all temps/pressures stay unaffected when switching back and forth. Without
lead, there are several benefits: Spark plugs stay clean. Oil stays clean
without scavenging lead. Covington feels that valve seat erosion does not
happen as thought, because the real reason for erosion is detonation with
low octane fuel creating a plasma cutter effect at the valve seat. Swift
94UL is legal to buy and use in Experimentals right now, and will likely be
priced the same as premium car gas if high enough quantity is ordered.
Orders can be placed directly through Swift Fuel. I like the stuff and am
using it in my air show routines. It is insured the same as 100LL for
liability concerns. Any certified aircraft with an autogas STC can use it
now. Probably 80% of the GA fleet will use it. You are likely to have until
2018 to keep buying 100LL. After that, all of the 100LL direct replacements
are not as nice to use as 94UL, and M14P powered aircraft will go up In
value! Extras and Pitts will suffer with the fuel choices."
I have the original carburetor here for disassembly and inspection.
We do sell the tach coverplates. HOWEVER, USE EXTREME CAUTION SO THAT YOU
DO NOT PULL THE DRIVE PLATE (under the top plate) AND DRIVE GEAR UP WITH IT.
If you do, you will drop the air distributor timing gear(driven off of the
tach drive hear) and it we slice through the vertical drive shaft and you
will lose all oil pressure.
Jill
M-14P, Inc.
Message 5
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| Subject: | Re: Swift Fuel and Tach Coverplates |
Jill,
Thanks for the update. Good news for the Swift Fuel. Did anyone ever
look into the compatibility of mixing Swift with 100LL on a cross country
for example? Just wondering if there could be phase separation as happens
with ethanol blended fuels?
Mark Davis
N44YK
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Jill Gernetzke
Sent: Tuesday, March 27, 2018 10:35 AM
Subject: Yak-List: Re: Swift Fuel and Tach Coverplates
Jay and Group,
Several years ago, we worked with Swift FUels and Rick Volker doing the
testing of their fuel on the M-14P. Carl worked extensively with their
engineers and we also provided the rubber parts in the fuel system for their
testing. Here is Rick's PIREP from two years ago:
"94UL is a base of 91 octane gasoline without alcohol, then proprietary
hydrocarbon compounds are added to boost octane to 94 MON ( it actually
specs out at 95.2). The vapor pressure is the same as 100LL. Covington did a
tear down of a heavily instrumented R-1340 that had run on 94UL on a test
stand and gave it 2 two thumbs up. I then had my Harvard instrumented with
an Insight G9 engine monitor (love it!) and provided independent data for
use at all power levels. The result is that the engine does not run
differently with 94UL than with 100LL. It hot and cold starts the same, and
all temps/pressures stay unaffected when switching back and forth. Without
lead, there are several benefits: Spark plugs stay clean. Oil stays clean
without scavenging lead. Covington feels that valve seat erosion does not
happen as thought, because the real reason for erosion is detonation with
low octane fuel creating a plasma cutter effect at the valve seat. Swift
94UL is legal to buy and use in Experimentals right now, and will likely be
priced the same as premium car gas if high enough quantity is ordered.
Orders can be placed directly through Swift Fuel. I like the stuff and am
using it in my air show routines. It is insured the same as 100LL for
liability concerns. Any certified aircraft with an autogas STC can use it
now. Probably 80% of the GA fleet will use it. You are likely to have until
2018 to keep buying 100LL. After that, all of the 100LL direct replacements
are not as nice to use as 94UL, and M14P powered aircraft will go up In
value! Extras and Pitts will suffer with the fuel choices."
I have the original carburetor here for disassembly and inspection.
We do sell the tach coverplates. HOWEVER, USE EXTREME CAUTION SO THAT YOU
DO NOT PULL THE DRIVE PLATE (under the top plate) AND DRIVE GEAR UP WITH IT.
If you do, you will drop the air distributor timing gear(driven off of the
tach drive hear) and it we slice through the vertical drive shaft and you
will lose all oil pressure.
Jill
M-14P, Inc.
Message 6
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| Subject: | Re: Swift Fuel and Tach Coverplates |
Jill, thanks for the update!!!
Jan
On 27/03/2018, 18:34, "Jill Gernetzke"
<owner-yak-list-server@matronics.com on behalf of jill@m-14p.com> wrote:
>
>
>Jay and Group,
>
>Several years ago, we worked with Swift FUels and Rick Volker doing the
>testing of their fuel on the M-14P. Carl worked extensively with their
>engineers and we also provided the rubber parts in the fuel system for
>their
>testing. Here is Rick's PIREP from two years ago:
>
>
>"94UL is a base of 91 octane gasoline without alcohol, then proprietary
>hydrocarbon compounds are added to boost octane to 94 MON ( it actually
>specs out at 95.2). The vapor pressure is the same as 100LL. Covington
>did a
>tear down of a heavily instrumented R-1340 that had run on 94UL on a test
>stand and gave it 2 two thumbs up. I then had my Harvard instrumented with
>an Insight G9 engine monitor (love it!) and provided independent data for
>use at all power levels. The result is that the engine does not run
>differently with 94UL than with 100LL. It hot and cold starts the same,
>and
>all temps/pressures stay unaffected when switching back and forth. Without
>lead, there are several benefits: Spark plugs stay clean. Oil stays clean
>without scavenging lead. Covington feels that valve seat erosion does not
>happen as thought, because the real reason for erosion is detonation with
>low octane fuel creating a plasma cutter effect at the valve seat. Swift
>94UL is legal to buy and use in Experimentals right now, and will likely
>be
>priced the same as premium car gas if high enough quantity is ordered.
>Orders can be placed directly through Swift Fuel. I like the stuff and am
>using it in my air show routines. It is insured the same as 100LL for
>liability concerns. Any certified aircraft with an autogas STC can use it
>now. Probably 80% of the GA fleet will use it. You are likely to have
>until
>2018 to keep buying 100LL. After that, all of the 100LL direct
>replacements
>are not as nice to use as 94UL, and M14P powered aircraft will go up In
>value! Extras and Pitts will suffer with the fuel choices."
>
>I have the original carburetor here for disassembly and inspection.
>
>We do sell the tach coverplates. HOWEVER, USE EXTREME CAUTION SO THAT YOU
>DO NOT PULL THE DRIVE PLATE (under the top plate) AND DRIVE GEAR UP WITH
>IT.
>If you do, you will drop the air distributor timing gear(driven off of the
>tach drive hear) and it we slice through the vertical drive shaft and you
>will lose all oil pressure.
>
>Jill
>M-14P, Inc.
>
>
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