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So what happens when 100LL is gone anyway?
ISTR there's only one company that still makes TEL (I think it's in the
UK?) When they decide the cost isn't worth it, what then? Sure, the lower HP Lyc's and Cont's can probably run mogas without issue, but the higher HP turbo'd engines won't be so happy without lead. The FADEC mod being developed by Aerosance might be a solution for some engines by computerized ignition retarding, but that's not a cheap fix. Anyone read anything more about the coming end of avgas? |
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wrote in message oups.com... ISTR there's only one company that still makes TEL (I think it's in the UK?) When they decide the cost isn't worth it, what then? Sure, the lower HP Lyc's and Cont's can probably run mogas without issue, but the higher HP turbo'd engines won't be so happy without lead. The FADEC mod being developed by Aerosance might be a solution for some engines by computerized ignition retarding, but that's not a cheap fix. Anyone read anything more about the coming end of avgas? Don't know about the small airplane folks, but the warbird guys are going to be mad as hell. We have the power back on a P51 now to 45 inches on takeoff because of the fuel restriction. Any lower and the damn airplane will be taking off at cruise power!! :-) Dudley henriques |
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Interesting.. a month or so ago at the Corsairs over Connecticut
weekend at Sikorsky Airport I spoke to the owner of one of the F4Us about just that. With 115/130 being long gone they're limited to 50in on takeoff to keep the engine from making bad sounds. |
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- Diesel/Jet-A as made by Thielert
- Small turbines as made by Innodyn - Ignition systems as made by Gami (Prism) -- Thomas Borchert (EDDH) |
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That's fine for new production & some retrofits, but what about all the
Navajos/Twin Cessnas/Barons/etc. where re-engining would cost more than the aircraft? |
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That's fine for new production & some retrofits, but what about all the
Navajos/Twin Cessnas/Barons/etc. where re-engining would cost more than the aircraft? |
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wrote:
ISTR there's only one company that still makes TEL (I think it's in the UK?) When they decide the cost isn't worth it, what then? Don't see a problem there. Anything we must have, we will pay for, until the price becomes so high.... Think addictive illegal drugs and sex from better than your usual skank entrepreneur. I suspect the profits of the UK company on this are enormous. It's one company because of a low volume product and for whatever reason competitors anywhere can't or don't wish to come in. It's UK (or could be anywhere else) because of our EPA rules here, but not their similar rules on exports of such products. The main problem is the EPA keeps pushing for the big players to come up with a plan. Like a low-cost way to modify/recertify existing engines. Fred F. |
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wrote in message oups.com... ISTR there's only one company that still makes TEL (I think it's in the UK?) When they decide the cost isn't worth it, what then? Sure, the lower HP Lyc's and Cont's can probably run mogas without issue, but the higher HP turbo'd engines won't be so happy without lead. The FADEC mod being developed by Aerosance might be a solution for some engines by computerized ignition retarding, but that's not a cheap fix. http://www.avweb.com/news/columns/189994-1.html Motor Head 7: Are We Making It Harder Than It Needs To Be? June 19, 2005 By Marc Cook, .... "I have carefully studied the Aerosance-produced FADEC for the Continental engines -- but, in the interests of full disclosure, have not flown it yet (more on why later) -- and I believe I have a good understanding of how the system works. It does a couple of things that I would not do to my own engine. For one, it strives to set the mixture for best power on takeoff and climb. That's fine for performance, and I would expect the airplanes powered by the new FADEC to have slightly better takeoff and initial climb performance; not by a lot, but it would be noticeable. The trouble with best-power mixture at high power settings is that it puts the engine right near the point of highest cylinder pressure and, therefore, will create very high CHTs. The whole point of running extra fuel during takeoff -- and why so many savvy owners of big-bore Continental engines insist that the redline-gauge fuel flow is a minimum not a maximum value -- is to slow down the combustion process and reduce cylinder pressures. The result is moderated CHTs. Well, shouldn't the computer take care of that? Sure, it does; but my reading of the specs (confirmed by the published reports) is that the FADEC doesn't start to respond until one of the cylinders has reached 435 ºF, when it then starts adding fuel and/or retarding ignition timing. Unless that installation is dramatically well cooled for takeoff and initial climb -- thus making it way over-cooled for cruise and descent -- I'm fairly sure one or more of the cylinders will reach that threshold in the initial climb and the computer will have to respond. " Anyone read anything more about the coming end of avgas? http://www.avweb.com/news/columns/182149-1.html ---------------- Lead in the Hogwash April 27, 2002 By John Deakin Tetraethyl lead has been gone from automobile gasoline for two decades, and it's only a matter of time before leaded avgas goes away as well. Despite a huge amount of industry research, nobody yet has a suitable replacement fuel, and nobody's yet quite sure what will happen to today's piston-powered fleet when the supply of 100LL dries up. AVweb's John Deakin dispels a bunch of myths about TEL, explains what it does and why it's so indispensable in high-performance recips, and talks about one solution to the coming unleaded-avgas crisis that actually works --------- Hopefully this: http://www.gami.com/prism.html Unfortunately, the page is 3 1/2 years old and still no STC. A year and a half ago they said they were HOPING for 2nd half of 2005. -- Matt --------------------- Matthew W. Barrow Site-Fill Homes, LLC. Montrose, CO |
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