I think it was Don at Aoirflow Performance who told me fuel boils at 130F at
sea level. at 100F at 10,000 ft., and if pulled throuogh a filter to the pump,
at 80F.

Terrence,

 

Are you sure those weren't degrees Centigrade?

 

The area behind my engine, the dead space betwixt the top cowl and the air exiting the bottom of the engine cylinder head cooling fins, often reaches 70C (158F), especially during a slower flight regime (airport traffic pattern) on a hot day (30C+) at 1500 MSL.  The fuel does not demonstrate "boiling" or vaporization at such temperatures.  However, idling at slow taxi on a 30C+ (86F+) for a long time (20+minutes), where the air temp behind the engine reaches 90C+ (194F+), there is a vaporization problem that requires the boost pump (also sitting the 90C temp) to help the engine pump (at God knows what heat soaked temp) raise the fuel pressure high enough to force it back into enough of a liquid state so that the engine pump could also push it thru the fuel system as a liquid at the proper pressure.

 

140 kts+ climb or flight speed reduces the cowl temperatures enough so that the fuel, under the proper pressure, reaches the injectors and thence to the induction system for ultimate use by each and every cylinder's advanced ignition system to be ignited so that my air pump actually produces enough torque to be transferred to a rotor device finally instigating sufficient rearward thrust that further relies on Newtonian concepts to force the fuel laden wings passing thru non-violent air to provide sufficient lift to overcome the instantaneous effects of gravity (another Newtonian concept) so that my machine remains airborne successfully once again.

 

Oh well, all I can do is operate in the future by what I have observed in the past.