"Dan Youngquist" wrote

That's what I've always heard too, but I've never been able to get anyone
to back it up with info about SPECIFIC parts that are in danger. In
particular, I'd really like to know what SPECIFIC parts I have to change
in my IO-360-A1A's fuel system so I don't have to worry about alcohol.
(It's in an experimental, so legality isn't an issue.)

Well, let's think about it.

I'm not an A&P, and have never torn an airplane carb or injector or fuel
pump, or ..... apart. Nevertheless, we can take some very educated guess,
and hopefully, some others with specific knowledge can jump in with some
specifics of the systems.

Let's look at the fuel system, from tank, all of the way until it goes
"bang." (the gas in the fuel system, that is!)

Fuel tank. Not a bladder, in an experimental, I would guess. Is it sloshed
sealed? Some sloshes will definitely NOT hold up to alcohol. Some will.
Is it sealed with other seam sealers? Again, some will hold up to alcohol,
and some will not. What did you use, if you did use them?

How about the seals or O-rings from the tank to fuel line fitting? What did
you use there? My suggestion for this, and most all of the other
replaceable parts, is to get an exact replacement and soak it in some E- 85.
If that does not cause the part to do strange things, 10% gasohol should not
cause a problem.

Fuel line, and flexible transitions, if used? Again, test what you used, or
find the manufacturer's recommendations, based on tests.

Fuel Valve. Lots of O-rings, there. Will they test alright?

Oh, back up. Fuel level indication sender, or sight glass and connections.
Test them.

Fuel pump, both electric auxiliary, and engine driven fuel pump. Use
manufacturer's recommendations, as there are so many variables, possibly
more in an electric. The engine driven pump recommendations will probably
not allow gasohol, but you, or someone who knows how could tear one down,
and soak test all of the non metal parts.

Gasolater and other filters. Test, to verify they will hold up.

Injector controls, spiders, and O-rings in all of these should be verified.
All of the non metal parts if it is a carburetor, for some people.

Then the injectors themselves will need a manufacturer's recommendation, or
a test.

Does that cover it all? What did I miss?

How about everyone, and you, Dan? Do you think this kind of step by step
investigation would uncover all of the weak parts, and prove them OK, or
vulerenable?

Is it all worth it? That would be a question you would have to answer.

Perhaps another valid approach would be to contact groups that have flown
gasohol, or pure ethanol airplanes. The EAA has done it; are there other
groups that have? Would they be willing to share what they have learned?

I await everyone's opinions. I agree with the premise that I think Dan has;
that it should be possible, and practical to develop a gasohol safe
airplane. "Some will no doubt shout, you will crash and burn!"

This could be an interesting discussion.
--
Jim in NC