Mailing List flyrotary@lancaironline.net Message #56200
From: Thomas Giddings <tom@midwestaviation.net>
Subject: Re: [FlyRotary] Have you checked your gasoline's RVP lately?
Date: Wed, 10 Aug 2011 10:32:04 -0500
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
I was recently over at the airport to visit Ed and Sam. I got a close up look at Sams bird( before the incident). VERY Nice Install on his engine and build quality on his RV7A. Sam said he had about 60 hrs on it and was relocating the oil cooler to improve oil cooling. I noticed it had a muffler. It struck me at the time to be a Red flag. I know Mistral lost there test bed Piper Arrow with a sudden engine stoppage shortly after takeoff. I am told they had a very expensive inconel primary muffler and a secondary(for more sound deadening). It was the secondary non Inconel muffler that (again I was told) had failed and blocked the the exhaust causing instant power loss.  Sam has flown his airplane under Hot temps in the past with a overheating motor with no vapor problems.FWIIW My guess would be the muffler blockage . The hours on the muffler(approx. 60) seems to be in line with other reported failures. It will be interesting to hear the final story on this. GREAT JOB OF FLYING IN A CRISIS SAM!!!!! I heard the road you landed on was almost not a road.

Tom Giddings
VP Avionics Sales
MIDWEST AVIONICS
200 Hardy Roberts Dr
PO Box 219
West Paducah,KY 42086
877.904.9966 Toll Free
727.858.1772 Mobile
270.744.3466 Fax
tom@midwestaviation.net
Online Store
www.midwest-avionics.com




On Aug 9, 2011, at 2:43 PM, Ed Anderson wrote:

Reid Vapor Pressure (RVP)
 
RVP Low = Poor Cold Weather Starting but good "vapor Lock" resistance
 
RVP High = Good cold weather starting characteristics but poor "vapor Lock" resistance
 
Vapor Pressure / Volatility
 
The Reid Vapor Pressure (RVP) is a number expressed in pounds per square inch (PSI). It represents the fuel's volatility at its initial boiling point.
 
 Any restrictions in fuel lines, pumps, injectors, etc., will lead to an acceleration of fuel velocity and a lowering of its pressure. That’s why engines with fuel pumps and injection systems are more susceptible to vapor lock, however the problem can occur even on naturally aspirated engines if things get too hot or the RVP is too high for the conditions around fuel systems. Simple things like a kink or pinch in a fuel line between the gascolator and a carburetor are sufficient to cause localized phase change of a fluid, bubbles of fuel vapor, and a rough-running engine.
 
While the higher vapor pressure helps the cars to start, it can lead to vapor lock. Gasolines with RVP of 12 to 14 are highly volatile. If the fuel line is routed close to a heat source, like the headers, and if the ambient air conditions are right, the fuel could physically boil in the fuel line. When this happens, vapor, not liquid, makes its way to the fuel pump and the engine dies.

  Most racing fuels have an RVP between 5 and 7 pounds. THe lower the number, the more difficult it is to start a cold engine because it doesn't vaporize as well. In a race car, the ignition is generally hot enough to vaporize the fuel inthe combustion chamber, so starting the engine is not a problem.

:

The other prime requirement is RVP, which controls both cold start volatility (RVP too low is bad) and vapor lock resistance (RVP too high is bad). Those limits are narrower for aircraft (5.5 to 7.0 psi) than they are for automotive use.

I must admit, I had never paid any attention to the RVP of gasoline (mainly because it didn't seem like truly useful information), but it might be time to get an RVP tester {:>)

Ed

 
 

 Edward L. Anderson
Anderson Electronic Enterprises LLC
305 Reefton Road
Weddington, NC 28104
http://www.andersonee.com
http://www.eicommander.com


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