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ERic, Rob Wolf and Brent -
James Anderson of Leyland, England wrote an interesting discussion regarding
the use of automobile gas, including a calculation of octane requirements
for aviation piston engines on page 8 of the September issue of Sport
Aviation.
If you recall, the widespread introduction of electronic fuel injection in
automotive engines during the mid-1980's required that auto fuel be 'cleaned
up' so as not to build up contaminates in auto engine injectors, which are
smaller than those on aviation engines.  
In addition to octane requirements, the other major potential problem with
auto gas is vapor pressure. 'Summer' formulation auto gas (Mogas is a
misnomer since fuel is burned in an engine, not a motor) has a Reed vapor
pressure (RVP) of .47 - .7 BAR. This compares with a RVP of .5 - .6 BAR for
100 LL.
Auto gas for aviation engines could easily be drawn from standard stocks,
boosted to 95 octane using currently available non-lead additives and
formulated for vapor pressures comparable to that of 100 LL.
> Besides octane requirements, the other major potential problem with auto
> gas is vapor pressure. 'Summer formulation' auto gas (Mogas is a misnomer
> since this gas is burned in an engine, not a motor) has a Reed vapor
> pressure (RVP) of .47 - .7 BAR. This compares with a RVP of .5 - .6 BAR
> for 100 LL.
Europe has already outlawed 100 LL after 2003. How long after that do you
believe that it will be available in the U.S.?
> Bill Rumburg
> N403WR  (Sonic bOOm)  
>
>
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