rhdudley1(at)bellsouth.ne
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 Posted: Thu Jun 08, 2006 3:16 pm Post subject: Super unleaded in 160hp O-320 Auto Fuel STC's ( fine point |
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Jim,
I am not aquainted with STC s and how they apply to use of auto fuel. You mention purchasing Peterson's STC that you bought. What do you purchase? Is it the right or license to use the process described in the STC, like a software license? In the case of the experimental aircraft is that necessary or did you apply it to your Cheeta? Does that STC apply to an O-320 160 hp Lycoming? One more question. You mention that you applied the fuel system design to your RV. Are there unique details of the fuel system design that differ from the standard Vans design?
Regards,
Richard Dudley
-6A O-320-D1A flying
Jim Sears wrote:
| Quote: | --> RV-List message posted by: "Jim Sears" <jmsears(at)adelphia.net> (jmsears(at)adelphia.net)
| Quote: | | Quote: | If you read carefully in the EAA and Perterson STC's for auto fuel STC's, one notices that all of the STC's are always combined with a airframe and engine pair, Just to say that the Lycoming-ABCD engine is STCed is incorrect when this particular example should be Lycoming-ABCD as installed in a Cessn-1234. Meaning that if the same engine is installed on a Piper=XYZ may NOT be Stc-able for auto fuel. Everyone seems to automatically assume that it's the engine only that determines the STC-ability to use auto fuel, when indeed it's the airframe and engine PAIR that determines the ability to consume autofeuk <<
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This is true if one owns a commercially built aircraft that must adhere to the STC. However, experimentals do not require an STC for auto gas. Therefore, we aren't bound by the restrictions that owners of commercially built airplanes are. My friend owns a 150hp powered Mooney. His engine would run quite nicely on 87 antiknock fuel. His airframe/engine is not included in the STCs; so, he can't use auto gas. The AA-5A Cheetah that I owned before I started flying my RV-6A was listed in Petersen's STC; so, I bought the STC for it and took advantage of the savings.
As owners of experimental aircraft, our biggest concerns are having fuel systems, ignition systems, and compression ratios that allow us to use the fuel. With that, the fine point as indicated was not missed because experimentals don't abide by the same rules as commercially built airplanes. The point of our discussion was what engines might be able to use auto gas safely in our RV airframes. Based on tests in other airframes, some higher compression ratio engines are good candidates for auto gas in our RVs, as well. We just need to use gas with a higher antiknock value.
One of the advantages of building and flying experimentals is that we're supposed to experiment. I did test flights with auto fuel to be sure it works in my RV. It did; so, I use it. Knowing that I can up the compression and still possibly use premium auto gas gives me more options for my next RV. Think of it this way. As we fly more and more hours on auto fuels, the FAA may open the doors more for those who fly commerically built aircraft. Not a bad idea, huh? Our experiences will be quite helpful as 100LL becomes a thing of the past. 
By the way, the only difference I've encountered between having the STCs for my two previous airplanes and my RV is the paperwork. Or, should I say the lack of it on the RV. I have a placard at the fuel cap that indicates 100LL or 87 antiknock fuels. I had to fill out paperwork, put placards at the tanks, and put tags on the engines for the STCs. I also had to pay for the STCs, which were well worth it. I played it somewhat smart when I did the fuel system on my RV. I made it almost identical to the one that was on my AA-5A Cheetah that was allowed the STC. So far, no complaints and much savings.
Jim Sears in KY
RV-6A N198JS (Scooter)
RV-7A #70317 (One of these days)
EAA Tech Counselor
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