984 K Road
Minden, Nebraska 68959
308/832-22OO
LIMITATIONS
With one exception there are no limitations imposed upon the STC's. The FAA
does not allow the use of mogas while carrying paying passengers under Part
135. The airplane may have a mogas STC on it and may use mogas otherwise, but
not when a "paying passenger" is riding in the airplane. Some
governments may impose other restrictions.
A note regarding Lycoming Engines
– There are several STC’s available for increasing 150hp 0-320’s to 160hp. Not all of them give you a new data
plates when the engine is overhauled and the compression and power increased. Therefore
it is possible for a 160 hp 0-320 engine to have a model number indicating 150
hp. When ordering a 150 hp 0-320 STC make certain, by thoroughly examining the
engine logbooks, that the horsepower is indeed 150 and not 160. The 160 hp
0-320 auto fuel STC requires 91 octane minimum. One other note here, the
Lycoming 0-320 H2AD engine has not been detonation tested and is therefore not
approved. My recommendation for anyone owning one of these engines, is to run
it to TBO (if it makes it) and then replace it with
any of the other 160 hp 0-320 engines. Not only will the new engine be more
reliable, but it will be auto fuel capable.
CANADA
In early 1991 Transport Canada accepted U.S. STC's. Please refer to Transport
Canada document TP10737 for complete instructions regarding the use of auto
fuel in Canada. Transport also requires a few placards that are not required by
the FAA. We have these placards available and of course include them in all
orders sent to Canada. In stark contrast to the U.S. FAA, Transport Canada does
not differentiate between paying and non-paying passengers. Auto fuel can
therefore be used in Canada while carrying paying passengers.
CERTIFICATION
All of our engine STC approvals are based on 150 hour ground endurance runs. A
total of 105 hours is conducted at rated sea level power, (full throttle - 100%
power) with the remaining 45 hours conducted at various throttle settings from
60 to 85 % power.
Extensive detonation testing is conducted prior to the endurance testing to establish
the engine's ability to function without damage and to develop rated power.
Airframes are tested against vapor lock by conducting flight tests to a minimum
of 12,500 feet. The first series of tests is conducted on high volatility
winter blend fuel which is heated in the wing to 85 degrees before takeoff and
climb. The second is conducted on winter blend fuel heated to 110 degrees prior
to takeoff and climb. Any loss of power or excessive fuel pressure loss during
these tests results in a failure of the test. Extensive fuel flow tests are
also conducted on airframe fuel systems to insure adequate fuel flow.
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