Vapor lock question????

Have a cessna 150 with 150 HP conversion. I burn regular mogas for
the most part. My bird can tanker up to 60 gallons so I have very
long range capability.

The plane runs fine on the mogas not to mention the SAVINGS! Avgas
here is running as much as 5 bucks a gallon! car gas runs about $
2.45 gal

Since the airplane is gravity feed ( the engine has a engine driven
fuel pump) could I have a problem with vapor lock?? What would be
the indications of the lock? at what point could i expect vapor
lock?? start up? takeoff!!! ???

Thanks!!

By the way the 150/150 is AWSOME it kicks ass and takes names on
takeoff and cruise

with the long range can stay in the air almost 10 hours sipping the
MOGAS with regular cessna 150 100 HP cruise power ( 95 KTS ) or
6 hrs with pushing the power up till 120 KTS
9.5 gal hr

I Have the E/ I electronic flow meter coupled with the KLN 90 GPS and
I can set the fuel flow right on the nut!!!

wise purchaser wrote:
Have a cessna 150 with 150 HP conversion. I burn regular mogas for
the most part. My bird can tanker up to 60 gallons so I have very
long range capability.

Wow, even with mogas you double the value of the aircraft by filling
up :-)


The plane runs fine on the mogas not to mention the SAVINGS! Avgas
here is running as much as 5 bucks a gallon! car gas runs about $
2.45 gal

It actually runs better on mogas. 100LL is not particularly low in
lead compared to anything other than the 100/130 it replaced. It's
got 4 times the lead that the old 80 grade did.

Since the airplane is gravity feed ( the engine has a engine driven
fuel pump) could I have a problem with vapor lock?? What would be
the indications of the lock? at what point could i expect vapor
lock?? start up? takeoff!!! ???

You're not likely to see it. One of the criteria for getting that
STC is to flight test for the conditions condusive to vapor locking.
Most commonly they are high ambient temperatures and very low fuel
flow rates, low pressures. In my plane (not approved for avgas) the
worst case
is a hot day, shutting down for 30minutes and letting the fuel
boil inside the lines not moving and then try to restart.

Can't vouch for 150/152's but the 172 does have a small locking
problem which was responsible for the suggestion at high altitudes
that you use LEFT or RIGHT rather than both to increase the fuel
flow rate.

Ron Natalie wrote:
You're not likely to see it. One of the criteria for getting that
STC is to flight test for the conditions condusive to vapor locking.
Most commonly they are high ambient temperatures and very low fuel
flow rates, low pressures. In my plane (not approved for avgas) the
^^^^^^^^^^^^^^^^^^^^^^

Ah, er, don't you have a typo there, Ron?

I thought you had converted your Navion to some flavor of 550. To the
the best that I know, all such engines are approved for avgas. If anything
I would say that they are not approved for autofuel.

--
Frank Stutzman
Bonanza N494B "Hula Girl"
Hood River, OR (soon to be Boise, ID)

Frank Stutzman wrote:
Ron Natalie wrote:
You're not likely to see it. One of the criteria for getting that
STC is to flight test for the conditions condusive to vapor locking.
Most commonly they are high ambient temperatures and very low fuel
flow rates, low pressures. In my plane (not approved for avgas) the
^^^^^^^^^^^^^^^^^^^^^^

Ah, er, don't you have a typo there, Ron?

I thought you had converted your Navion to some flavor of 550. To the
the best that I know, all such engines are approved for avgas. If anything
I would say that they are not approved for autofuel.

There are two STC's required for running on mogas - one for the engine,
one for the airframe. No Navion is STC'd to run on mogas.

Rip

Frank Stutzman wrote:
Ron Natalie wrote:
You're not likely to see it. One of the criteria for getting that
STC is to flight test for the conditions condusive to vapor locking.
Most commonly they are high ambient temperatures and very low fuel
flow rates, low pressures. In my plane (not approved for avgas) the
^^^^^^^^^^^^^^^^^^^^^^

Ah, er, don't you have a typo there, Ron?

I thought you had converted your Navion to some flavor of 550. To the
the best that I know, all such engines are approved for avgas. If anything
I would say that they are not approved for autofuel.


Ooops...that should say not approved for mogas. I don't know if their
are *ANY* planes not approved for MOGAS.

There are no Navions, regardless of engine, that are approved for AVGAS.
The EAA doesn't get into anything other than 4-cyl I believe. Petersen
at one point test flew a Navion and it failed the tests. They couldn't
tell me what engine or fuel system (the Navion has probably over a dozen
different combinations AS IT CAME FROM THE FACTORY, not withstanding
those put on by STC) was the one tested and failed.

Yes the IO-550 is right out anyway.

Ron Natalie wrote:

Ooops...that should say not approved for mogas. I don't know if their
are *ANY* planes not approved for MOGAS.

ARGH! that should say AVGAS.

My brain is turning to cottage cheese, large curd.

"Ron Natalie" wrote in message ...
: Ron Natalie wrote:
:
: Ooops...that should say not approved for mogas. I don't know if their
: are *ANY* planes not approved for MOGAS.
:
: ARGH! that should say AVGAS.
:
: My brain is turning to cottage cheese, large curd.

Low fat...or regular?

;-)