To fully understand the issues involved, we’ll need to discuss a bit of petrochemistry.
#Engine vapor lock pdf
(Read the rules about using autogas in an Adobe PDF document on the FAA’s Web site.) The FAA also wrote a letter a few years ago contradicting some of the claims of the engine manufacturers.What’s the real story? In short, for normally-aspirated (non-turbocharged), low-compression engines originally designed for 80 octane aviation gas, autogas is a perfectly viable option that can save considerable money and - despite what the engine manufacturers say - won’t hurt your engine. The FAA - which approves the STCs - mostly seems to agree, though it continues to prohibit the use of autogas for Part 135 operators while carrying passengers for hire. On the other hand, the Experimental Aircraft Association ( EAA) and Petersen Aviation - who issue the necessary STCs - say that it’s perfectly safe. Indeed, Teledyne Continental Motors (TCM) explicitly states that using autogas voids their warranty on new engines and parts. The engine manufacturers are unanimous that auto fuel should not be used in engines originally certificated for avgas. Others - usually pilots who haven’t run autogas - say, “I’ll never run that crap in my engine,” listing a range of potential problems from vapor lock to deteriorating gaskets.Look to the experts, and you’ll find a similar range of opinions. Some - particularly owners who have an autogas supplemental type certificate (STC) - will tell you that it’s perfectly safe, and even better for an aircraft engine than running 100LL. Some good threads here with info to help guide you through the process.Of all the hangar talk one encounters at airports, the subject of using automotive gasoline in airplane engines is among the most contentious. Kept rebuilding the carb and checking for cracks, as I had never seen a pump fail with high pressure Always low pressure. I had a pump on the 350 chevy (functionally identical to the lyc's - both made by AC) in my boat fails this way and kept flooding the carb. If it is accurate and can be trusted, the pegged 8 PSI reading is a good indication of a failing fuel pump. Use a mechanical gauge to confirm accuracy of FP sensor/instrument.
#Engine vapor lock how to
DanH has a post that shows pictures and can give you an idea how to take it apart. If you do this, a tear down of the pump can possibly confirm if it was a culprit. If the fuel pump is old or has a lot of hours, replace it. Run it all through a paper towel in a funnel and check for debris. Pull the inlet line off the fuel pump and run the boost pump to check for a good solid flow volume. Pull the screen filter in the carb to check for debris. At some point someone will need to open them up for a look, even if not a formal IRAN inspection. If you are near the 500 hour mark, send the mags in for inspection.
#Engine vapor lock professional
Some things you can start looking at without professional help.Ĭheck the plugs for lead fouling and resistance.Ĭheck the resistance of each coil (inside the mag) I’ve had no issues with mogas so far, that I’m aware of. Would this sound like vapor lock? Fuel pump dying? Clogged fuel line?ĭefinitely wasn’t 100* today. Still fighting the engine the whole way.ĭuring the descent the engine smoothed out noticeably, almost normal. I was able to kept it running so I initiated a slow climb to give myself some options, gained enough altitude to feel comfortable to continue towards the airport and started that way. I was able to play with the mixture, boost pump, swap tanks, etc but nothing really seemed to help. Rough enough that I was considering where I’d be landing short of the airport. Once I made the turn toward the field, tthe engine began running extremely rough. Quick flight and about 15-20 minutes into the flight, the engine started running a little rough. Fuel pressure gauge “stuck” at 8PSI, boost pump on or off. No bad mag checks, decided to take it up. Went out a couple days ago, ran it up and everything was fine, but I was unable to fly.
Did a mag check on the ground just out of curiosity, and had a rough running mag. Went out a couple days later and had a loss of power on the take-off climb out. Couple months ago, went for a quick flight and had a small loss of power feeling while in the pattern.
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