REFLECTOR: High temps

Mon Feb 7 21:07:41 CST 2005

Jim,

See
http://63.215.254.24/Jeffco/Systems/mp_entries/sp9700-FCR/viewCustomers_html?key=sp9700-FCR
for details on the Jeffco 9700 Epoxy tank coating.

Keith Hallsten

----- Original Message ----- 
From: "Jim Agnew" <jim_agnew_2 at yahoo.com>
To: "Velocity Aircraft Owners and Builders list" <reflector at tvbf.org>
Sent: Monday, February 07, 2005 2:39 PM
Subject: Re: REFLECTOR: High temps

> 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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>
> =====
> James F. Agnew
> Jim_Agnew_2 at Yahoo.Com
> Tampa, FL
> Velocity 173 Elite Aircraft Completed & Flying
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