- Откуда
- Украина, Львов
Отвечаю .... проблема была ...СКОРЕЕ всего ...в ЛЕВОМ БЕНЗИНЕ ...Мы отлетали по Украине 18 часов на 95 и всё было ТЬФУ ТЬФУ ТЬФУ ...а ещё 3 МОРАВЫ летают ОНЛИ 95 бензин , тоько берём МАЖЕКЯЙЧЕский
Самолёт Л-200Д Морава.
- Откуда
- Украина, Львов
Мы даже пробовали и снимали параметры залив 80 бензин в один из баков ...Всё параметры были в норме просто движок "не докручивал" 150 оборотов .
Так что причина ОДНОЗНАЧНО в качестве топлива
Так что причина ОДНОЗНАЧНО в качестве топлива
- Откуда
- Украина, Львов
Cпирт связанный водой не выполняет своих функций в топливе ! На это как на ОСНОВНУЮ проблему применения в авиации автомобильного топлива мне указал хозяин концерна HJELMCO OIL
- Откуда
- Украина, Львов
Future Fuels of Aviation
Lennart Persson, Deputy President, AOPA Netherlands
Aviation Gasoline—A Speciality Product
Estimated word-wide production: 1,600,000 tons per year.
In volume: < 0.5% of automotive gasoline, or < 1/4 of automotive gasoline system evaporation.
Aviation gasoline 100 octane low lead—AVGAS 100LL
Typical formula:
Alkylate ~ 70%
Isopentane ~ 15%
Toluene )
Lead )
Dyes ) Additives
Scavenger )
Antioxidant )
AVGAS Producers' Concern: Availability of traditional H/C components:
Lead: One production site
Scavenger agent banned in 1987
Politicians' future of leaded fuels. This is a very important issue
AVGAS Producers' Solutions: Current research in100/130 octane replacement:
Fuels based on:
ethanol (15 - 100%)
ethers (10 - 95%)
amines (1 - 10%)
Example: Replace toluene + partly alkylate with ETBE.
ETBE = Ether made from ethanol—does not mix with water.
ETBE:
High octane number
Low vapor pressure
Good stability and solubility
No deposits.
Introduction of bio material—this is a more expensive fuel:
Opens up for tax incentives from politicians
End product is cleaner and less toxic.
AVGAS Producers' concerns: BUT
Will tax incentives compensate for research & development of new fuels and overall higher production costs? Sweden pays no tax on any type of fuel, and wants to keep untaxed AVGAS.
European Regulation: 25 member States, 25 biofuels regulations (see map).
AVGAS Producers' Solutions:
Lower price to end customer due to tax incentives, increases market and increased volume lowers costs of down-stream operations.
Maintain/increase AVGAS volumes produced—critical to affordable AVGAS prices.
Untaxed AVGAS = keep HC AVGAS (if possible).
Taxed AVGAS = go for bio AVGAS with tax incentives.
AVGAS Producers' Action:
Ask the ASTM DO2 Section J to recognize ETBE as an approved component in AVGAS standard D910 at their June meeting 2006 in Toronto (parallel in time to current IAOPA World Assembly).
Letter from Hjelmco Oil: Request for ballot to approve ETBE as an accepted component in the ASTM D910 specification.
AVGAS Producers' Solution:
ETBE cleared by the US FAA in 1995.
US Department of Transportation memorandum.
Important to stick to current AVGAS standard in order to avoid costly rebuilding and rectification of aircraft and engines.
New Hjelmco AVGAS 91/96 unleaded ETBE.
Superior environmental qualities compared to automotive gasoline Eurosuper 95 RON or AVGAS 100LL.
Free from aromatics.
But more expensive to produce.
Meets current AVGAS standard.
Will be produced if politicians will go ahead with it.
Help Politicians
Classify aviation fuel products based on their environmental qualities with an environmental classification of aviation fuels
Allow tax breaks for environmentally better products with classification and tax break in hand.
Regulators must take responsibility and propose system that will create regional markets.
AVGAS Producers' Solutions:
Again, maintain/increase AVGAS volumes produced = CRITICAL to affordable AVGAS prices and availability.
Best, environmentally sound products will be winners for the benefit of all.
For all of us:
With classification, tax-break and regional markets.
Best environmental, sound products will be the winners to the benefit of all.
25 years of unleaded AVGAS in Sweden:
AVGAS 91/96 UL today, 2006
Available at > 70 airports.
Used by ~ 700 aircraft.
Excellent technical history.
Produced by Hjelmco Oil in Sweden.
For all of us:
It is time to think. Why is there, in 2006, no unleaded aviation gasoline to purchase in any other country than Sweden, when such certified and approved products have been on the market for 25 years?
For all of us: It is time to think!
HB-EYS piston engine compared to flight gas turbine - see graph
AVGAS 100LL
Kerosine Jet A1
AVGAS 91/96 UL (unleaded).
General Aviation must observe and adapt to sustainable flying in today's world with limited resources.
For all of us—it is time to think and act or we might be the last generation enjoying general aviation transportation at affordable costs.
полная версия http://www.iaopa.org/info/assembly23/ppts/persson.pdf
Lennart Persson, Deputy President, AOPA Netherlands
Aviation Gasoline—A Speciality Product
Estimated word-wide production: 1,600,000 tons per year.
In volume: < 0.5% of automotive gasoline, or < 1/4 of automotive gasoline system evaporation.
Aviation gasoline 100 octane low lead—AVGAS 100LL
Typical formula:
Alkylate ~ 70%
Isopentane ~ 15%
Toluene )
Lead )
Dyes ) Additives
Scavenger )
Antioxidant )
AVGAS Producers' Concern: Availability of traditional H/C components:
Lead: One production site
Scavenger agent banned in 1987
Politicians' future of leaded fuels. This is a very important issue
AVGAS Producers' Solutions: Current research in100/130 octane replacement:
Fuels based on:
ethanol (15 - 100%)
ethers (10 - 95%)
amines (1 - 10%)
Example: Replace toluene + partly alkylate with ETBE.
ETBE = Ether made from ethanol—does not mix with water.
ETBE:
High octane number
Low vapor pressure
Good stability and solubility
No deposits.
Introduction of bio material—this is a more expensive fuel:
Opens up for tax incentives from politicians
End product is cleaner and less toxic.
AVGAS Producers' concerns: BUT
Will tax incentives compensate for research & development of new fuels and overall higher production costs? Sweden pays no tax on any type of fuel, and wants to keep untaxed AVGAS.
European Regulation: 25 member States, 25 biofuels regulations (see map).
AVGAS Producers' Solutions:
Lower price to end customer due to tax incentives, increases market and increased volume lowers costs of down-stream operations.
Maintain/increase AVGAS volumes produced—critical to affordable AVGAS prices.
Untaxed AVGAS = keep HC AVGAS (if possible).
Taxed AVGAS = go for bio AVGAS with tax incentives.
AVGAS Producers' Action:
Ask the ASTM DO2 Section J to recognize ETBE as an approved component in AVGAS standard D910 at their June meeting 2006 in Toronto (parallel in time to current IAOPA World Assembly).
Letter from Hjelmco Oil: Request for ballot to approve ETBE as an accepted component in the ASTM D910 specification.
AVGAS Producers' Solution:
ETBE cleared by the US FAA in 1995.
US Department of Transportation memorandum.
Important to stick to current AVGAS standard in order to avoid costly rebuilding and rectification of aircraft and engines.
New Hjelmco AVGAS 91/96 unleaded ETBE.
Superior environmental qualities compared to automotive gasoline Eurosuper 95 RON or AVGAS 100LL.
Free from aromatics.
But more expensive to produce.
Meets current AVGAS standard.
Will be produced if politicians will go ahead with it.
Help Politicians
Classify aviation fuel products based on their environmental qualities with an environmental classification of aviation fuels
Allow tax breaks for environmentally better products with classification and tax break in hand.
Regulators must take responsibility and propose system that will create regional markets.
AVGAS Producers' Solutions:
Again, maintain/increase AVGAS volumes produced = CRITICAL to affordable AVGAS prices and availability.
Best, environmentally sound products will be winners for the benefit of all.
For all of us:
With classification, tax-break and regional markets.
Best environmental, sound products will be the winners to the benefit of all.
25 years of unleaded AVGAS in Sweden:
AVGAS 91/96 UL today, 2006
Available at > 70 airports.
Used by ~ 700 aircraft.
Excellent technical history.
Produced by Hjelmco Oil in Sweden.
For all of us:
It is time to think. Why is there, in 2006, no unleaded aviation gasoline to purchase in any other country than Sweden, when such certified and approved products have been on the market for 25 years?
For all of us: It is time to think!
HB-EYS piston engine compared to flight gas turbine - see graph
AVGAS 100LL
Kerosine Jet A1
AVGAS 91/96 UL (unleaded).
General Aviation must observe and adapt to sustainable flying in today's world with limited resources.
For all of us—it is time to think and act or we might be the last generation enjoying general aviation transportation at affordable costs.
полная версия http://www.iaopa.org/info/assembly23/ppts/persson.pdf
Jan
RIP
Гена, вопрос к тебе, как к старейшему пользователю Моравы... А что за резину ты пользуешь и диски? Полоса короткая, нет-нет, да приходится тормозами пользоваться... Результат, думаю, тебе хорошо известен. Дошло до того, что на дальние перелеты приходится таскать с собой запасное колесо в сборе... Хочется раз и навсегда избавиться от этой проблемы. Тут мне фирму отрекомендовали... вот думаю, стоит ли заморачиваться? http://www.beringer.fr/ - посмотри раздел "Aircraft". Там, правда, колеса 5 и 6". "Родные" вроде бы побольше?
Jan
RIP
Невнятные слухи, связанные с тем, что мороки со свечами на М-337 можно избежать подбором нужной резьбы на свечах от Ротакса и использованием проводов от него же получили подтверждение. Двигатель стал заводиться сразу, без проворачивания винта перед.
И, кстати, на ранних модификациях Моравы установлены для старта ручные насосы топлива в крыльях. Самостоятельно запустить двигатели у такой модификации не очень легко - приходится качать, проворачивать, затем лезть в кабину и запускаться.. В более новых моделях установлены подкачивающие электрические насосы (именно на запуск). Кто-нить подскажет, что можно поставить в качестве этих самых "подкачивающих стартовых" насосов (мутно поясняли про насосы от Як-52, но не понял)?
И, кстати, на ранних модификациях Моравы установлены для старта ручные насосы топлива в крыльях. Самостоятельно запустить двигатели у такой модификации не очень легко - приходится качать, проворачивать, затем лезть в кабину и запускаться.. В более новых моделях установлены подкачивающие электрические насосы (именно на запуск). Кто-нить подскажет, что можно поставить в качестве этих самых "подкачивающих стартовых" насосов (мутно поясняли про насосы от Як-52, но не понял)?
Andriy Gnashuk
Я люблю строить самолеты!
- Откуда
- Киев
Любой насос от инжекторного автомобиля.
- Откуда
- Украина, Львов
И наконец то есть НОВЫЙ повод оживить эту ветку! 
Вот такая птичка появилась у нас в клубе во Львове)
Вот такая птичка появилась у нас в клубе во Львове)
Вложения
- Откуда
- Украина, Львов
Сорри за качество, торопился и фотал телефоном
Вложения
- Откуда
- Украина, Львов
ещё пару кадров ... :
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- Откуда
- Украина, Львов
Вид на двигатель
Вложения
- Откуда
- Украина, Львов
...
Вложения
- Откуда
- Украина, Львов
Регистрация самолёта ... Скромно ,но согласно традиции - СО ВКУСОМ! ;D
Вложения
- Откуда
- Украина, Львов
Вид на внутренности кабины
Вложения
- Откуда
- Украина, Львов
Вид на аккумуляторный отсек
Вложения
Tango
Я люблю гидросамолеты!<br<br />/>
- Откуда
- Киев, Украина
Ну шо можна сказать? Поздравляю тебя, дружище! :~)
- Откуда
- Украина, Львов
А шо а? шо? а шо ? :ТОЧНО?)))) Тада- ПАСИБА!!! :IMHO
ТОЧНО?)))) Тада- ПАСИБА!!! :IMHO