REFLECTOR: High temps

Mon Feb 7 16:39:19 CST 2005

I can't remember the coating that a lot of us used, I think it was something
like JEFFCO and If I remember correctly they said it was used in off shore
racing boat tanks that sometimes used alcohol.

Anyone remember more details??

Jim
--- Jim Sower <canarder at frontiernet.net> wrote:

> I can't speak to your "octane additives".  Perhaps Jim Agnew or Don 
> Royer could speak to that.  I would suspect that it might depend on what 
> you coated the inside of your tanks with.
> 
> I do know that alcohol is REALLY bad for composite tanks.  Actually, 
> alcohol won't hurt them and water won't hurt them, but alcohol and water 
> mixed is very damaging and of course if you have alcohol, it's bound to 
> end up with some water in it.  That's the bad news.  The good news is 
> that it's really easy to test for alcohol.  For the most part, you can 
> plan on finding alcohol in the gas stations in [agricultural] states 
> that mandate it and in and around metropolitan areas that are not 
> meeting EPA air quality standards.  Here in central TN there isn't any.  
> LA would be another matter.  MTBE and ETBE do not damage composites. 
> 
> I have heard of people taking a coupon of a glass sandwich structure, 
> prepped and painted various ways, stored in a jar of Mogas for a 
> substantial period with no discernible damage.  The ones I have heard of 
> are anecdotal tests.  Haven't heard of anything notably scientific.  Has 
> anyone heard of anything systematic research around this issue??  I 
> would hope that the factory would look into the issue seriously.
> 
> Everyone needs to be looking at Unleaded Avgas since it will certainly 
> replace 100LL, and probably sooner rather than later.  For the most 
> part, it promises to be a boon to engine life and reliability but there 
> are bound to be areas where conversion might be problematic.  Composite 
> tanks are potentially one of those areas.
> 
> I am personally confident that it will be a manageable problem ... Jim S.
> 
> John Dibble wrote:
> 
> >Thanks, Jim.  My next question is if the auto gas is compatable with the
> standard velocity tank?  The octane additive in auto gas is an ether which is
> in a chemical family close to alcohols and acetone.
> >
> >John
> >
> >Jim Sower wrote:
> >
> >  
> >
> >><... Has anyone with a Lycoming tried a lower octane fuel ...>
> >>I have used hi-test auto gas (93 pump octane =~ 87 motor octane) and did
> not notice any difference (except on my bank card bills :o).  About 75% of
> flat aviation engines are designed for 80 octane.  Regular mogas is 82
> octane.  There's a lot of interesting reading (about a dozen documents) on
> mogas on the EAA web site - search on auto gas.  Unleaded regular auto gas IS
> the unleaded avgas of the near future.
> >>
> >>Embry Riddle has used nothing else for years ... Jim S.
> >>
> >>John Dibble wrote:
> >>
> >>    
> >>
> >>>I have a Franklin, not a Lycoming and no temp problems.  Has anyone with a
> Lycoming
> >>>tried a lower octane fuel?  My experience with Rotax engines is that using
> a higher
> >>>octane fuel than what the engine requires results in high CHTs (50 F
> higher, enough to
> >>>sieze the engine).  I think 100 LL is higher octane than any normally
> aspirated engine
> >>>should need.  Several Cessnas in my flying club use 50/50 avgas/regular. 
> In a pinch,
> >>>I have topped off my tanks with regular and couldn't see any difference in
> performance
> >>>or other problems.
> >>>
> >>>John
> >>>
> >>>Jim Sower wrote:
> >>>
> >>>
> >>>
> >>>      
> >>>
> >>>>I am running a LIO-360-C1E and even after a lot of work on the baffling
> >>>>have CHTs around 375 - 400 with occasional excursions to 425 which I try
> >>>>to correct for.  From the beginning, my oil temp never ever budged off
> >>>>of 180, but more recently I have had oil temps up to 210 - 220 on
> >>>>occasion.  I think part of this might have to do with the firewall oil
> >>>>cooler which exhausts right into the plenum - the high pressure air for
> >>>>cooling the cylinders.  There can't possibly be much air flow through
> >>>>that cooler, and I regard it as a significant design defect.  At some
> >>>>juncture (after I get the engine running again and the plane annualed) I
> >>>>am going to exhaust it to outside air under the cowl.
> >>>>
> >>>>Glad I'm not the only one with high CHTs ... Jim S.
> >>>>
> >>>>
> >>>>
> >>>>        
> >>>>
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> >>>
> >>>
> >>>      
> >>>
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> >
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=====
James F. Agnew
Jim_Agnew_2 at Yahoo.Com
Tampa, FL
Velocity 173 Elite Aircraft Completed & Flying