Autogas Tips and Tricks

As mentioned, the ethanol thing is a problem. Cessna Pilot's
Association recommends using a 50/50 mixture of 100LL and auto fuel in
your O300. It more closely matches the 80 your O300 was designed for
than anything else out there. I did until I moved to an ethanol state.
After moving and having to burn state 100LL I discovered the joy of
stuck valves. Now I add MMO or TCP to the expense of 100LL.

There is an advisory for the O300 about vapor lock and the CPA
recommends flying only on one tank anytime above 5000' so you can easily
clear the lock.

I got the EAA STC. It was $145 for my O300 C172F. No work to it other
than the paperwork and sticker application.

You'll find a lot more advice on this on the CPA forum: www.cessna.org
Calling the CPA tech guys is also a good thing.

Oh yeah, MoGas also voids the warranties on cylinder overhauls and such.
Of course the MMO alternative voids that and potentially your
insurance as well. You just have to decide if you'd rather have a
warranty or a working engine.

Helen

PS. There's good reading about MoGas STCs on the EAA page.


Al wrote:
With 100LL now creeping toward the $5 mark (or more), it's time to
take advantage of the Peterson autogas STC in our 172E. What are the
tips and tricks for operating with mogas. Different run-up
techniques? Taxiing, hi temperatures, vapor lock avoidance, winter
ops. You name it. Inquiring minds want to know.

Thanks in advance.

Al
1964 172E
KSFF

On Apr 26, 7:47 pm, Helen wrote:
As mentioned, the ethanol thing is a problem. Cessna Pilot's
Association recommends using a 50/50 mixture of 100LL and auto fuel in
your O300. It more closely matches the 80 your O300 was designed for
than anything else out there.

50/50 mixture will give you closer to 91/96 Avgas. 25% 100LL/75%
autofuel mixture is closer to 80/87 in terms of TEL level.

There is an advisory for the O300 about vapor lock and the CPA
recommends flying only on one tank anytime above 5000' so you can easily
clear the lock.

I run straight autofuel in a low wing Grumman all the way up to 12,500
feet and I didn't have any vapor lock problem.

The situation most prone to vapor lock is a short turn-around stop on
a hot day. You shut down, fuel up or loading/unloading, and fire up
again. The fuel line in the engine compartment can get very hot. The
way around this problem is to open up your cowling to let the heat out
during those quick turn stops.

It more closely matches the 80 your O300 was designed for

Only in octane perhaps. It still has more than twice the lead.

There is an advisory for the O300 about vapor lock and the CPA
recommends flying only on one tank anytime above 5000' so you can easily
clear the lock.

That recommendation comes from Cessna itself, and has nothing to do with
auto fuel.

On Fri, 27 Apr 2007 06:51:11 -0400, Ron Natalie
wrote:

There is an advisory for the O300 about vapor lock and the CPA
recommends flying only on one tank anytime above 5000' so you can easily
clear the lock.

That recommendation comes from Cessna itself, and has nothing to do with
auto fuel.

And AAUI only applies to the older Cessnas without dual venting caps.
New Cessna aircraft don't have the instruction, and IIRC even the
older ones don't have to if they've installed the newer style venting
caps on both tanks. Wasn't there an AD or something to do just that a
number of years ago?

Peter Clark wrote:
On Fri, 27 Apr 2007 06:51:11 -0400, Ron Natalie
wrote:

There is an advisory for the O300 about vapor lock and the CPA
recommends flying only on one tank anytime above 5000' so you can easily
clear the lock.
That recommendation comes from Cessna itself, and has nothing to do with
auto fuel.

And AAUI only applies to the older Cessnas without dual venting caps.

It's up to and including the K model. But it's not the caps, it's a
vent line. The cap issue is a different AD.

On Fri, 27 Apr 2007 11:28:20 -0400, Ron Natalie
wrote:

Peter Clark wrote:
On Fri, 27 Apr 2007 06:51:11 -0400, Ron Natalie
wrote:

There is an advisory for the O300 about vapor lock and the CPA
recommends flying only on one tank anytime above 5000' so you can easily
clear the lock.
That recommendation comes from Cessna itself, and has nothing to do with
auto fuel.

And AAUI only applies to the older Cessnas without dual venting caps.

It's up to and including the K model. But it's not the caps, it's a
vent line. The cap issue is a different AD.

Ah, I stand corrected. Thanks.

"Ron Natalie" wrote in message m...
: It more closely matches the 80 your O300 was designed for
:
: Only in octane perhaps. It still has more than twice the lead.
:
: There is an advisory for the O300 about vapor lock and the CPA
: recommends flying only on one tank anytime above 5000' so you can easily
: clear the lock.
:
: That recommendation comes from Cessna itself, and has nothing to do with
: auto fuel.

I thought it was an AD. My 172A fuel selector is placarded to do this.

Blueskies wrote:

I thought it was an AD. My 172A fuel selector is placarded to do this.

You're correct. It was an AD (not a recommendation from Cessna) and the
placard was required on affected models.

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

--
Message posted via http://www.aviationkb.com

In article ,
Al wrote:

With 100LL now creeping toward the $5 mark (or more), it's time to
take advantage of the Peterson autogas STC in our 172E. What are the
tips and tricks for operating with mogas. Different run-up
techniques? Taxiing, hi temperatures, vapor lock avoidance, winter
ops. You name it. Inquiring minds want to know.

Thanks in advance.

Al
1964 172E
KSFF

In my plane, if I have been flying, then let it sit on a hot ramp, I
have to apply the boost pump to get the overcome vapor pressure.

Everything is fine for flight -- as long as there is air flowing through
the engine compartment.

Al wrote:
With 100LL now creeping toward the $5 mark (or more), it's time to
take advantage of the Peterson autogas STC in our 172E. What are the
tips and tricks for operating with mogas. Different run-up
techniques? Taxiing, hi temperatures, vapor lock avoidance, winter
ops. You name it. Inquiring minds want to know.

Thanks in advance.

Al
1964 172E
KSFF

Find someplace where the autogas mixture is not prohibited by the FAA.

-robert