Autogas STC Paperwork

It goes on the pushrod tube. Its main function is to add 0.05 to the weight of
the aircraft without having any other use other than to prove that you spent a
dollar a horsepower to buy it..

Jim


(Bob Martin)
shared these priceless pearls of wisdom:

- For a 172 it's only paper whipping. However to be legal you need the
- 337 filled out and sent in, the logbook entry, the clamp, and the
- placards at the fuel fillers.
-
-Where does the clamp go, and what does it do? Just curious

Jim Weir (A&P/IA, CFI, & other good alphabet soup)
VP Eng RST Pres. Cyberchapter EAA Tech. Counselor
http://www.rst-engr.com

Jim Weir wrote in message . ..
It goes on the pushrod tube. Its main function is to add 0.05 to the weight of
the aircraft without having any other use other than to prove that you spent a
dollar a horsepower to buy it..

Pushrod tube? As in the throttle linkage or something? I have no
idea what a "normal" carb looks like; we have one of those Ellison
TBI's. Sorry to be kind of dense here, but some of the things the FAA
restricts (as far as equipment and certification) seem absolutely
ridiculous.

Jim Weir wrote in message . ..
It goes on the pushrod tube. Its main function is to add 0.05 to the weight of
the aircraft without having any other use other than to prove that you spent a
dollar a horsepower to buy it..


On my old 172 (O-300) the clamp went on the giant oil filler tube.
Worked great until the oil filler tube fell off in flight :-(

John Galban=====N4BQ (PA28-180)

If Alice can save me up to $50 each time I fill up, I say more power to her.

And, for the original post, get the 337 file from Ok City FAA for your aircraft.
You may uncover some OTHER additional "stuff" you didn't know about your
airplane. If you go to Oshkosh, the Feds *generally* have a table set up and
little gift certificates where you get the file on microfiche or CDROM for free.

Jim



"Dan Thompson"
shared these priceless pearls of wisdom:

-
-These autofuel STCs that are nothing more than an Adel clamp and a placard
-have an "Alice in Wonderland" feel to me.

Jim Weir (A&P/IA, CFI, & other good alphabet soup)
VP Eng RST Pres. Cyberchapter EAA Tech. Counselor
http://www.rst-engr.com

Dan Thompson wrote:

Personally, I'd say the placard is all you need, but only if you are sure
the STC for a plane like yours is just a paper whipping excercise.

Even if the STC for your aircraft is just a "paper-whipping" exercise, beware that
the STC on many of these aircraft specifies a minimum operational rpm level. It may
be OK to dump mogas in a Cessna 150 (to pick an example) without actually springing
for the SCT, and it may not. Unfortunately, I no longer remember the rpm level for
that plane, but my A&P had to adjust the carb a tad when I bought the STC.

George Patterson
This marriage is off to a shaky start. The groom just asked the band to
play "Your cheatin' heart", and the bride just requested "Don't come home
a'drinkin' with lovin' on your mind".

"G.R. Patterson III" wrote in message ...
Even if the STC for your aircraft is just a "paper-whipping" exercise, beware that
the STC on many of these aircraft specifies a minimum operational rpm level. It may
be OK to dump mogas in a Cessna 150 (to pick an example) without actually springing
for the SCT, and it may not. Unfortunately, I no longer remember the rpm level for
that plane, but my A&P had to adjust the carb a tad when I bought the STC.


I had the Petersen STC which also required a check for the presence
of composite floats in the carb. The previous owner skipped that
check and the floats sunk after a few months of autogas use. Ended up
with a giant puddle of fuel around the airplane.

John Galban=====N4BQ (PA28-180)