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09-25-2012, 01:57 AM
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Join Date: Apr 2006
Location: Martinsville, IN
Posts: 470
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Quote:
Originally Posted by DakotaHawk
I fly with straight Premium Unleaded MoGas 100% of the time (checked to be ethanol free of course). The only time I use AvGas is when I'm away from my home airport. This is in an RV-7 / IO 360 with Lightspeed Electronic Ignition / 180 hp / 8.5 : 1 pistons. I always run 50 LOP at cruise. This results in 6.9 gph at 174 mph.
I have had no issues with vapor lock on a running engine. However, I have had vapor lock issues trying to start a hot engine. Running the electric fuel pump while cranking the engine solves this problem within about 10 seconds of cranking.
I use standard aviation plugs / Magneto in the bottom and auto plugs / Lightspeed on the top.
Current Prices in Washington State:
Premium Unleaded ... $4.30 / gal
AvGas ... $6.19 / gal
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I finally mixed 1/2 and 1/2 in my left tank, keeping the 100LL in the right at all times...for now. I didn't see any difference in cruising. 4.30 moG and 5.90 LL Indianapolis.
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09-25-2012, 07:47 AM
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Join Date: Oct 2005
Posts: 1,516
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Congratulations
You'll be pleasantly surprised by how well your engine runs on mogas
and even more by how clean your plugs look as well as your oil and the rest of the rest of the engine.
__________________
Ernst Freitag
RV-8 finished (sold)
RV-10 Flyer 600 plus hours
Running on E10 mogas
Don't believe everything you know.
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09-25-2012, 08:47 AM
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Join Date: May 2009
Location: Greenfield, IN
Posts: 123
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Todd, I've been thinking of getting one of these. How do you fill it at the gas station. Do you leave it in your vehicle? I'm concerned about static. I've been using 5 gal cans that I put on the ground to fuel. A full 14gal container would be a pretty good lift to my truck bed. I was thinking of using a ground strap attached to the tank with the other end attached to a metal plate that I could stand on? As far as that goes what do people do with the saddle tanks in their trucks? Ground straps or just climb up a start fueling?
Thanks, Gunther
Ethanol free premium at the Co-Op $4.05. 100LL (cash) at GEZ $5.69
My 9A (bought flying) has a shroud around the fuel pump and 2 blast tubes feeding it cold air. So far no vapor lock issues. I have decided that in the heat of summer 90+ I'm going to run mostly 100LL just to be on the safe side.
__________________
Gunther
2002 RV-9A 150hp
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09-25-2012, 06:23 PM
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Join Date: Apr 2006
Location: Martinsville, IN
Posts: 470
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plumbing
Hello. I bought my 9A complete, and is a q/build model. Within this thread (and numerous other areas) there's talk of replumbing additional lines to make sure there is propper, cool fuel flowing. Would my plane already have this, as was built by the plans? If not, how's about a show of hands, with
9A, that are currently running mowgas just as the aircraft is, without rebuilding the plumbing. Thank you. DM
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02-11-2013, 01:36 PM
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Join Date: Apr 2006
Location: Martinsville, IN
Posts: 470
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leaning procedure
Figure as this is my thread and not that old, this would be appropriate to stick this question here. Is leaning with mogas advised? I run one tank with 1/2 1/2 110LL/mogas and one tank m/g. At cruise I have been pulling back mixture till a sputter, then screw in a couple of turns. (as I've done in rentals with 100LL. I see not much cht increase, only some on the egt.
Don't want to be causing unseen damage. I understand the vapor lock issues of the summer heat on the ramp with m/g. Thx for any input. DM
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02-11-2013, 03:03 PM
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Join Date: Oct 2005
Posts: 1,516
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I can't tell you what to do but I lean just as though I was burning avgas
and that is "Green of Peak" most of the time.
After looking at engine monitor data for dozens of flights I cannot detect any difference in the way the numbers look from avgas to mogas.
As you noticed, perhaps a tiny increase in EGTs.
For clarity I run pure mogas 91E10 on one tank and avgas in the other.
After testing for over a year in different hot and cold environments, I am confident I wouldn't ever need avgas anymore.
__________________
Ernst Freitag
RV-8 finished (sold)
RV-10 Flyer 600 plus hours
Running on E10 mogas
Don't believe everything you know.
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02-11-2013, 03:54 PM
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Join Date: Jan 2005
Location: Arkansas
Posts: 1,505
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I have an O320 150 HP RV9A and run mid grade ethanol free gas mixed with some 100LL. I have a 50 gallon tank in my pickup and put 10 gallons 100 LL and 40 gallons 91 octane gas. I did the same with my old Cessna 172 and never had a problem of any kind. Much less problems with plugs leading up.
__________________
Jim Wright
RV-9A N9JW 90919 SoldArkansas
http://www.jimsairplanes.com
_______________________
"It's a brutal struggle for the biscuit."
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02-11-2013, 07:19 PM
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Join Date: Apr 2006
Location: Martinsville, IN
Posts: 470
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Quote:
Originally Posted by N427EF
I can't tell you what to do but I lean just as though I was burning avgas
and that is "Green of Peak" most of the time.
After looking at engine monitor data for dozens of flights I cannot detect any difference in the way the numbers look from avgas to mogas.
As you noticed, perhaps a tiny increase in EGTs.
For clarity I run pure mogas 91E10 on one tank and avgas in the other.
After testing for over a year in different hot and cold environments, I am confident I wouldn't ever need avgas anymore.
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Was/is yours a 150 or 160 hp? Mine is 160 and data plate states 91/96 oct.
I have cht anaolog on all 4. I only noticed egt inc/dec. CHT's all stayed relatively low...320 ish. Could you go into explaining green of peak? Will I be able to work this, with my analog gages? Thx for listening. DM
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02-11-2013, 08:26 PM
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Join Date: Oct 2005
Posts: 1,516
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Green of peak?
As in Lean of Peak, meaning less gas and less polluting than rich of peak. (EGT)
While you may not care about the polluting aspect, running on the lean side will also leave more green in your pocket.
If you didn't care about either of the two, running Green of Peak on mogas will definitely leave your spark plugs and other parts of the engine cleaner than polluting it with lead deposits.
Mine is a 8:1 compression IO 540, and yours is probably the same in a 160 HP version.
You want to pay attention to your Cylinder head temps but it sounds like your keeping them in a comfortable range.
Quote:
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CHT's all stayed relatively low...320 ish.
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Quote:
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Will I be able to work this, with my analog gages?
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I don't see why not especially when you are running fairly low CHTs.
There is quite a lot of info on leaning techniques and one current thread right here http://www.vansairforce.com/communit...Proper+leaning
__________________
Ernst Freitag
RV-8 finished (sold)
RV-10 Flyer 600 plus hours
Running on E10 mogas
Don't believe everything you know.
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02-11-2013, 09:46 PM
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Join Date: Apr 2006
Location: Martinsville, IN
Posts: 470
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Quote:
Originally Posted by N427EF
As in Lean of Peak, meaning less gas and less polluting than rich of peak. (EGT)
While you may not care about the polluting aspect, running on the lean side will also leave more green in your pocket.
If you didn't care about either of the two, running Green of Peak on mogas will definitely leave your spark plugs and other parts of the engine cleaner than polluting it with lead deposits.
Mine is a 8:1 compression IO 540, and yours is probably the same in a 160 HP version.
You want to pay attention to your Cylinder head temps but it sounds like your keeping them in a comfortable range.
I don't see why not especially when you are running fairly low CHTs.
There is quite a lot of info on leaning techniques and one current thread right here http://www.vansairforce.com/communit...Proper+leaning
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Thanks, i'll tinker around with it and do some more reading. DM
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