AVGAS 80 & MOGAS

"Ron Natalie" wrote in message
m...
Morgans wrote:


Also, it is VERY important to have dividers in a large tanker, so when
you are putzing about with a third of a load, that you don't have the
whole load shift to the front at one time, or back, or whatever.

The tanks will have baffles in ADDITION to the tank segregation. Even
2000 gallons is more than you want to slosh around uncontrolled.

Of course. Baffles will still let all of the liquid flow to one part of the
tank, or the other. It does let it flow much more slowly, and predictably,
so it is not as much of a problem, though.
--
Jim in NC

Back in the 1980's when I still had my 1941 T-Craft (which had an A-65
and ran fine on the leaded regular mogas which was still available at
a few stations then), I looked at the type certificate and all it said
was "73 octane minimum". Never was clear whether that meant mogas was
legal even without an STC.

-Dana

--
--
If replying by email, please make the obvious changes.
-------------------------------------------------------------------------------
Southern DOS: Y'all reckon? (Yep/Nope)

Dana M. Hague d(dash)m(dash)hague(at)comcast(dot)net wrote in
:

Back in the 1980's when I still had my 1941 T-Craft (which had an A-65
and ran fine on the leaded regular mogas which was still available at
a few stations then), I looked at the type certificate and all it said
was "73 octane minimum". Never was clear whether that meant mogas was
legal even without an STC.


Well, kinda. Avgas was only relatively new when tha airplane was made. Most
antiquers today shy away from avgas if at all possible (I'm talking about
guys running early Wrights and Kinners and so on now) My LeBlond specifies
a minimum of 60 octane, which is basically carrot juice and doesn't like
lead at all..There was an Avgas, before my time, that was a levle below 80.
90 was still available, though scare, when I started and I have seen
115/145 not all that long ago in places that DC7s and what not were still
frequenting and any place the US Navy was still operating P-2 s in earnest
like Keflavik.
IIRC the 115/145 was purple, the 90/98 was blue and the 70ish octane stuff
was brownish yellow, but never having seen it I only knew that from
whatever books or lists still carried that info.
But the little pre-war designed flat fours were widely run on mogas after
80 started getting scarce, STC or no STC. The FAA doesn't seem to be too
bothered about it.



Bertie

Go to:

http://books.google.com/books?id=QhE...eKUVPA#PPP1,M1

Checked this URL and works for me from this posting.

Good info on aircraft fuels from 30's on.

Big John

********************************************


On Thu, 8 Nov 2007 03:51:48 +0000 (UTC), Bertie the Bunyip
wrote:

Dana M. Hague d(dash)m(dash)hague(at)comcast(dot)net wrote in
:

Back in the 1980's when I still had my 1941 T-Craft (which had an A-65
and ran fine on the leaded regular mogas which was still available at
a few stations then), I looked at the type certificate and all it said
was "73 octane minimum". Never was clear whether that meant mogas was
legal even without an STC.


Well, kinda. Avgas was only relatively new when tha airplane was made. Most
antiquers today shy away from avgas if at all possible (I'm talking about
guys running early Wrights and Kinners and so on now) My LeBlond specifies
a minimum of 60 octane, which is basically carrot juice and doesn't like
lead at all..There was an Avgas, before my time, that was a levle below 80.
90 was still available, though scare, when I started and I have seen
115/145 not all that long ago in places that DC7s and what not were still
frequenting and any place the US Navy was still operating P-2 s in earnest
like Keflavik.
IIRC the 115/145 was purple, the 90/98 was blue and the 70ish octane stuff
was brownish yellow, but never having seen it I only knew that from
whatever books or lists still carried that info.
But the little pre-war designed flat fours were widely run on mogas after
80 started getting scarce, STC or no STC. The FAA doesn't seem to be too
bothered about it.



Bertie

Bertie the Bunyip wrote:
IIRC the 115/145 was purple, the 90/98 was blue and the 70ish octane stuff
was brownish yellow, but never having seen it I only knew that from
whatever books or lists still carried that info.

Hey, you left out 100/130 green gas. I actually found an FBO in Montana
selling this stuff a few years ago. They said they carried it mostly for
supplying old, turbocharged radials on the firebombers in the summertime.

Whenever I'd tell the desk to top me off with avgas, they'd ask, "Blue or
green?".

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

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

"JGalban via AviationKB.com" u32749@uwe wrote in
news:7aed1bb2bf956@uwe:

Bertie the Bunyip wrote:
IIRC the 115/145 was purple, the 90/98 was blue and the 70ish octane
stuff was brownish yellow, but never having seen it I only knew that
from whatever books or lists still carried that info.

Hey, you left out 100/130 green gas. I actually found an FBO in
Montana
selling this stuff a few years ago. They said they carried it mostly
for supplying old, turbocharged radials on the firebombers in the
summertime.

Whenever I'd tell the desk to top me off with avgas, they'd ask,
"Blue or
green?".


Yeah, that's right. The blue 100LL didn;t come around until the late 70s.
The early atches had some serious problems with hygroscopy and I nearly met
my end from this as did a friend of mine.
Also it smells like hell.



Bertie