dbhurd(at)att.net
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 Posted: Wed Jul 22, 2009 5:11 am Post subject: 100 LL |
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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(at)aol.com ([email]Craymondw(at)aol.com?subject=Re:%20Re:%20100LL&replyto=d62.3c489a3e.3797afa5(at)aol.com[/email])
Date:
Tue Jul 21 - 4:57 PM | Quote: | | 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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