QDMQDMQDM
31st Aug 2006, 20:44
Looking at touring in Italy next year and there are a lot of strips with Mogas, very few with avgas. Would be great to get the PA18 approved on Mogas.
Has anyone got experience with Mogas STCs or running Mogas? Vapour lock is my big concern, but the guys over at supercub.org are universally positive and the Petersen's website says:
<<
CERTIFICATION
All of our engine STC approvals are based on 150 hour ground endurance runs. A total of 105 hours is conducted at rated sea level power, (full throttle - 100% power) with the remaining 45 hours conducted at various throttle settings from 60 to 85 % power.
Extensive detonation testing is conducted prior to the endurance testing to establish the engine's ability to function without damage and to develop rated power.
Airframes are tested against vapor lock by conducting flight tests to a minimum of 12,500 feet. The first series of tests is conducted on high volatility winter blend fuel which is heated in the wing to 85 degrees before takeoff and climb. The second is conducted on winter blend fuel heated to 110 degrees prior to takeoff and climb. Any loss of power or excessive fuel pressure loss during these tests results in a failure of the test. Extensive fuel flow tests are also conducted on airframe fuel systems to insure adequate fuel flow.>>
Has anyone got experience with Mogas STCs or running Mogas? Vapour lock is my big concern, but the guys over at supercub.org are universally positive and the Petersen's website says:
<<
CERTIFICATION
All of our engine STC approvals are based on 150 hour ground endurance runs. A total of 105 hours is conducted at rated sea level power, (full throttle - 100% power) with the remaining 45 hours conducted at various throttle settings from 60 to 85 % power.
Extensive detonation testing is conducted prior to the endurance testing to establish the engine's ability to function without damage and to develop rated power.
Airframes are tested against vapor lock by conducting flight tests to a minimum of 12,500 feet. The first series of tests is conducted on high volatility winter blend fuel which is heated in the wing to 85 degrees before takeoff and climb. The second is conducted on winter blend fuel heated to 110 degrees prior to takeoff and climb. Any loss of power or excessive fuel pressure loss during these tests results in a failure of the test. Extensive fuel flow tests are also conducted on airframe fuel systems to insure adequate fuel flow.>>