Message-ID: <001001c043c9$52e37620$1f31143f@oemcomputer>
Reply-To: "dfs" <dfs@gateway.net>
Reply-To: lancair.list@olsusa.com
From: "dfs" <dfs@gateway.net>
To: "Lancair List" <lancair.list@olsusa.com>
Subject: Re: AutoGas in Aircraft
Date: Tue, 31 Oct 2000 22:02:28 -0800
Mime-Version: 1.0

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In response to Brent Sanchez's comments about plug leading - you ought to be
flying behind a Lyc O-235-L2C like I do. This engine was specifically
designed by Lycoming to be super compatible with the then new 100LL fuel.
Can you guess what really happened? Right!  This engine collects lead in the
spark plugs in exportable quantities! The only way to keep plugs firing
properly is to add Tri-Cresyl-Phosphate (commonly known as TCP [otherwise
know as "Tom Cat Pi--]  - and my apologies to the chemists out there on the
spelling). It only takes a small measured amout of the stuff, added when you
gas up - the company provides a measuring device that draws it directly from
the container, making the addition relatively painless. Since I started
using TCP, my spark plug fouling has just about been eliminated. When and if
I do get a rough run-up (which was almost every time pre-TCP) a few seconds
of lean-out at about 2000 RPM clears things right up. Apparently, the TCP
causes the lead deposits to become quite soft and easily dislodged at close
to peak EGT during the lean-out. Whatever, the stuff works for me - give it
a try.

It's available from ACS and many FBO's. Just remember that the first time
you buy a can, you'll need to get the measuring syringe too.

Incidentally, Lycoming recognized their problems with the -L2C version of
their O-235 and that's why they came out later with the -N2c engine. It had
small pockets ground into the cylinder heads adjacent to the valve seats in
the hope the it would cut down on the fouling. I guess it did but it also
lowered the HP rating of the engine too - as the compression went down a
smidge - and this on an engine that produced fairly low HP to begin with!

Dan Schaefer

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