Willys/Ford Engine Swap? Possible?
Guest
Posts: n/a
Re: ******/Ford Engine Swap? Possible?
Most of your ideas are totally wrong. I don't have my licenses at
hand right now to take a pictures of, they packed deep in the attic
along with a ton of business licenses and other related plaques. Here is
a picture of my Chevron with the yellow pages advertisement eluding to
the fact that one of my licenses was for SMOG:
http://www.----------.com/oscilloscope.jpg and
http://www.----------.com/chevron.jpg
I like your idea to add kerosene, though, I think everyone with a
diesel should do that.
Now would you mind posting a picture of your licenses.
What was the name you used to troll with before May?
God Bless America, ßill O|||||||O
mailto:--------------------
Ted Azito wrote:
>
> Bill is a little dense. That's all I can say, he does not read
> correctly what I wrote and, further, keeps posting the same link to a
> web page that isn't the whole story-it's a very generalized picture
> for school kids.
>
> I have wrenched on both Diesel and Gas Turbine engines and Bill,
> apparently, has not. I know pretty well what you can and can't get
> away with fuelwise because I've seen the disasters.
>
> Diesel fuel in turbines is usually OK, if temps are watched, short
> term. If the environmental freeze and coking points aren't
> exceeded,etc. Helos and small turboprops in the warmer climates, this
> isn't a problem. Avgas in turbines is (generally) bad. Gas turbines
> are to a goodly extent, naturally multifuel engines and aviation fuels
> are more engineered for the environment than the engine itself. Ground
> gas turbines are often "good to go with anything that will burn".
>
> I don't know why anyone would pick 115/145 for jet use if 80/87 or
> 100LL were available, or #1 Diesel, or in Mississippi in summer #2
> Diesel if you kept below FL 200. All aviation gasolines are the same
> except for lead content. The less the better (for turbines).
>
> Kero is OK in diesels as long as lubricity is met (add oil) and
> cetane requirements are something like in bounds. Cetane requirements
> for Diesels differ with different engines, just like octane rating in
> spark engines. Some diesels will eat K-1 straight,some with a little
> oil, some don't like it at all. Almost all diesels are OK with up to
> 20-30% in #2 diesel, because that's how the stations "winterize" it.
> Gasoline is NOT OK in diesel engines, although most will tolerate ten
> or twenty percent unleaded gas (TEL is a cetane killer)in #2 as long
> as it doesn't get out of suspension, "slug" the pump, and tear it up.
> Some diesels will tolerate a lot more-but they're your pump,
> injectors, pistons and valves and not mine. I have NEVER put gasoline
> in a diesel personally, although I know of gensets that were run on
> barrels drained out of a truck where someone had added a bunch of gas
> by mistake, and didn't miss a beat.
>
> Jet fuels-except the JP-7 which went the way of the SR-are _NOT_
> straight kerosene. Your chart is full of ----. They are a wide cut of
> 16-chain hydrocarbons which vary a lot as long as the ASTM
> requirements are met. (JP-4 is 8-chain hydrocarbons, which is why it's
> called a wide cut gasoline and not a kerosene). JP-5/Jet-A is far
> better for diesel use than K-1, and generally fine. I know many people
> that bought old beater diesel cars and run them on nothing but
> drained-out jet fuel. As long as they don't get a batch contaminated
> with Skydrol or avgas they run forever.
>
> Bill, if you tell me any of this is wrong, you're full of ---- and an
> old hard-on talking out his ***. Put up a photo of your A&P license on
> that web page and I'll maybe be more inclined to explain all this.
> I've made it as simple as I can and you seem not to be able to
> understand.
hand right now to take a pictures of, they packed deep in the attic
along with a ton of business licenses and other related plaques. Here is
a picture of my Chevron with the yellow pages advertisement eluding to
the fact that one of my licenses was for SMOG:
http://www.----------.com/oscilloscope.jpg and
http://www.----------.com/chevron.jpg
I like your idea to add kerosene, though, I think everyone with a
diesel should do that.
Now would you mind posting a picture of your licenses.
What was the name you used to troll with before May?
God Bless America, ßill O|||||||O
mailto:--------------------
Ted Azito wrote:
>
> Bill is a little dense. That's all I can say, he does not read
> correctly what I wrote and, further, keeps posting the same link to a
> web page that isn't the whole story-it's a very generalized picture
> for school kids.
>
> I have wrenched on both Diesel and Gas Turbine engines and Bill,
> apparently, has not. I know pretty well what you can and can't get
> away with fuelwise because I've seen the disasters.
>
> Diesel fuel in turbines is usually OK, if temps are watched, short
> term. If the environmental freeze and coking points aren't
> exceeded,etc. Helos and small turboprops in the warmer climates, this
> isn't a problem. Avgas in turbines is (generally) bad. Gas turbines
> are to a goodly extent, naturally multifuel engines and aviation fuels
> are more engineered for the environment than the engine itself. Ground
> gas turbines are often "good to go with anything that will burn".
>
> I don't know why anyone would pick 115/145 for jet use if 80/87 or
> 100LL were available, or #1 Diesel, or in Mississippi in summer #2
> Diesel if you kept below FL 200. All aviation gasolines are the same
> except for lead content. The less the better (for turbines).
>
> Kero is OK in diesels as long as lubricity is met (add oil) and
> cetane requirements are something like in bounds. Cetane requirements
> for Diesels differ with different engines, just like octane rating in
> spark engines. Some diesels will eat K-1 straight,some with a little
> oil, some don't like it at all. Almost all diesels are OK with up to
> 20-30% in #2 diesel, because that's how the stations "winterize" it.
> Gasoline is NOT OK in diesel engines, although most will tolerate ten
> or twenty percent unleaded gas (TEL is a cetane killer)in #2 as long
> as it doesn't get out of suspension, "slug" the pump, and tear it up.
> Some diesels will tolerate a lot more-but they're your pump,
> injectors, pistons and valves and not mine. I have NEVER put gasoline
> in a diesel personally, although I know of gensets that were run on
> barrels drained out of a truck where someone had added a bunch of gas
> by mistake, and didn't miss a beat.
>
> Jet fuels-except the JP-7 which went the way of the SR-are _NOT_
> straight kerosene. Your chart is full of ----. They are a wide cut of
> 16-chain hydrocarbons which vary a lot as long as the ASTM
> requirements are met. (JP-4 is 8-chain hydrocarbons, which is why it's
> called a wide cut gasoline and not a kerosene). JP-5/Jet-A is far
> better for diesel use than K-1, and generally fine. I know many people
> that bought old beater diesel cars and run them on nothing but
> drained-out jet fuel. As long as they don't get a batch contaminated
> with Skydrol or avgas they run forever.
>
> Bill, if you tell me any of this is wrong, you're full of ---- and an
> old hard-on talking out his ***. Put up a photo of your A&P license on
> that web page and I'll maybe be more inclined to explain all this.
> I've made it as simple as I can and you seem not to be able to
> understand.
Guest
Posts: n/a
Re: ******/Ford Engine Swap? Possible?
>
> But running used Mac D's used fry oil in a turbine is a whole lot
> different than putting the raw stuff in a diesel engine. What works
> for turbines is completely immaterial to a discussion of diesel
> engines as we know them and comparing mil spec diesels to the civilian
> counterparts is equally unproductive. The damage to a diesel engine
> from trying to run it on straight gasoline (leaded or not) has been
> demonstrated time and again - sometimes intentionally even.
Gasoline will usually tear up the pump before it tears up the
pistons-if the engine will even make enough power to get very hot.
Usually they won't even start on gasoline, but if there's diesel in
the lines and the engine is already hot they'll get out of the parking
lot and the gas slugs'em. On gensets the effects vary-usually on
Detroits we'd just drain the fuel system, check the injectors, do a
compression test, and if everything looked OK fill'em with diesel and
a couple of quarts of SAE 30 oil, and they'd be fine. On Cummins the
rail pump would usually die,a rebuild kit fixed that. Cats had Bosch
style pumps and gasoline damage,if the percentage was high, was Big
$$$-as with everything on Cats.
Unleaded gas with a little oil would be OK on most turbines if they
were trimmed for that fuel-if EGT and TIT (renamed ITT for
politicorrect purposes now!)were in bounds it would be fine.
I have no experience with biofuels (besides alcohols) in gas
turbines, ground or air. I don't think anyone else does either. Maybe
you could apply for a research grant and buy one of Thornton's
T-38s-and a spare runout J-85 for pretest on a stand-and research the
matter. I certainly wouldn't recommend throwing the stuff in and
flying without full testing of all the fuel tank and plumbing
materials-airframe issues,as always, are the big thing. My
guesss,though, if it is flammable and doesn't contain heavy metals
that will attack turbine materials, at operating temperatures, and can
be kept reliably flowing to the can nozzles, the engine won't bitch.
There are STCs to operate recip aircraft and PT-6 King Airs on
ethanol for what it's worth.
> But running used Mac D's used fry oil in a turbine is a whole lot
> different than putting the raw stuff in a diesel engine. What works
> for turbines is completely immaterial to a discussion of diesel
> engines as we know them and comparing mil spec diesels to the civilian
> counterparts is equally unproductive. The damage to a diesel engine
> from trying to run it on straight gasoline (leaded or not) has been
> demonstrated time and again - sometimes intentionally even.
Gasoline will usually tear up the pump before it tears up the
pistons-if the engine will even make enough power to get very hot.
Usually they won't even start on gasoline, but if there's diesel in
the lines and the engine is already hot they'll get out of the parking
lot and the gas slugs'em. On gensets the effects vary-usually on
Detroits we'd just drain the fuel system, check the injectors, do a
compression test, and if everything looked OK fill'em with diesel and
a couple of quarts of SAE 30 oil, and they'd be fine. On Cummins the
rail pump would usually die,a rebuild kit fixed that. Cats had Bosch
style pumps and gasoline damage,if the percentage was high, was Big
$$$-as with everything on Cats.
Unleaded gas with a little oil would be OK on most turbines if they
were trimmed for that fuel-if EGT and TIT (renamed ITT for
politicorrect purposes now!)were in bounds it would be fine.
I have no experience with biofuels (besides alcohols) in gas
turbines, ground or air. I don't think anyone else does either. Maybe
you could apply for a research grant and buy one of Thornton's
T-38s-and a spare runout J-85 for pretest on a stand-and research the
matter. I certainly wouldn't recommend throwing the stuff in and
flying without full testing of all the fuel tank and plumbing
materials-airframe issues,as always, are the big thing. My
guesss,though, if it is flammable and doesn't contain heavy metals
that will attack turbine materials, at operating temperatures, and can
be kept reliably flowing to the can nozzles, the engine won't bitch.
There are STCs to operate recip aircraft and PT-6 King Airs on
ethanol for what it's worth.
Guest
Posts: n/a
Re: ******/Ford Engine Swap? Possible?
>
> But running used Mac D's used fry oil in a turbine is a whole lot
> different than putting the raw stuff in a diesel engine. What works
> for turbines is completely immaterial to a discussion of diesel
> engines as we know them and comparing mil spec diesels to the civilian
> counterparts is equally unproductive. The damage to a diesel engine
> from trying to run it on straight gasoline (leaded or not) has been
> demonstrated time and again - sometimes intentionally even.
Gasoline will usually tear up the pump before it tears up the
pistons-if the engine will even make enough power to get very hot.
Usually they won't even start on gasoline, but if there's diesel in
the lines and the engine is already hot they'll get out of the parking
lot and the gas slugs'em. On gensets the effects vary-usually on
Detroits we'd just drain the fuel system, check the injectors, do a
compression test, and if everything looked OK fill'em with diesel and
a couple of quarts of SAE 30 oil, and they'd be fine. On Cummins the
rail pump would usually die,a rebuild kit fixed that. Cats had Bosch
style pumps and gasoline damage,if the percentage was high, was Big
$$$-as with everything on Cats.
Unleaded gas with a little oil would be OK on most turbines if they
were trimmed for that fuel-if EGT and TIT (renamed ITT for
politicorrect purposes now!)were in bounds it would be fine.
I have no experience with biofuels (besides alcohols) in gas
turbines, ground or air. I don't think anyone else does either. Maybe
you could apply for a research grant and buy one of Thornton's
T-38s-and a spare runout J-85 for pretest on a stand-and research the
matter. I certainly wouldn't recommend throwing the stuff in and
flying without full testing of all the fuel tank and plumbing
materials-airframe issues,as always, are the big thing. My
guesss,though, if it is flammable and doesn't contain heavy metals
that will attack turbine materials, at operating temperatures, and can
be kept reliably flowing to the can nozzles, the engine won't bitch.
There are STCs to operate recip aircraft and PT-6 King Airs on
ethanol for what it's worth.
> But running used Mac D's used fry oil in a turbine is a whole lot
> different than putting the raw stuff in a diesel engine. What works
> for turbines is completely immaterial to a discussion of diesel
> engines as we know them and comparing mil spec diesels to the civilian
> counterparts is equally unproductive. The damage to a diesel engine
> from trying to run it on straight gasoline (leaded or not) has been
> demonstrated time and again - sometimes intentionally even.
Gasoline will usually tear up the pump before it tears up the
pistons-if the engine will even make enough power to get very hot.
Usually they won't even start on gasoline, but if there's diesel in
the lines and the engine is already hot they'll get out of the parking
lot and the gas slugs'em. On gensets the effects vary-usually on
Detroits we'd just drain the fuel system, check the injectors, do a
compression test, and if everything looked OK fill'em with diesel and
a couple of quarts of SAE 30 oil, and they'd be fine. On Cummins the
rail pump would usually die,a rebuild kit fixed that. Cats had Bosch
style pumps and gasoline damage,if the percentage was high, was Big
$$$-as with everything on Cats.
Unleaded gas with a little oil would be OK on most turbines if they
were trimmed for that fuel-if EGT and TIT (renamed ITT for
politicorrect purposes now!)were in bounds it would be fine.
I have no experience with biofuels (besides alcohols) in gas
turbines, ground or air. I don't think anyone else does either. Maybe
you could apply for a research grant and buy one of Thornton's
T-38s-and a spare runout J-85 for pretest on a stand-and research the
matter. I certainly wouldn't recommend throwing the stuff in and
flying without full testing of all the fuel tank and plumbing
materials-airframe issues,as always, are the big thing. My
guesss,though, if it is flammable and doesn't contain heavy metals
that will attack turbine materials, at operating temperatures, and can
be kept reliably flowing to the can nozzles, the engine won't bitch.
There are STCs to operate recip aircraft and PT-6 King Airs on
ethanol for what it's worth.
Guest
Posts: n/a
Re: ******/Ford Engine Swap? Possible?
>
> But running used Mac D's used fry oil in a turbine is a whole lot
> different than putting the raw stuff in a diesel engine. What works
> for turbines is completely immaterial to a discussion of diesel
> engines as we know them and comparing mil spec diesels to the civilian
> counterparts is equally unproductive. The damage to a diesel engine
> from trying to run it on straight gasoline (leaded or not) has been
> demonstrated time and again - sometimes intentionally even.
Gasoline will usually tear up the pump before it tears up the
pistons-if the engine will even make enough power to get very hot.
Usually they won't even start on gasoline, but if there's diesel in
the lines and the engine is already hot they'll get out of the parking
lot and the gas slugs'em. On gensets the effects vary-usually on
Detroits we'd just drain the fuel system, check the injectors, do a
compression test, and if everything looked OK fill'em with diesel and
a couple of quarts of SAE 30 oil, and they'd be fine. On Cummins the
rail pump would usually die,a rebuild kit fixed that. Cats had Bosch
style pumps and gasoline damage,if the percentage was high, was Big
$$$-as with everything on Cats.
Unleaded gas with a little oil would be OK on most turbines if they
were trimmed for that fuel-if EGT and TIT (renamed ITT for
politicorrect purposes now!)were in bounds it would be fine.
I have no experience with biofuels (besides alcohols) in gas
turbines, ground or air. I don't think anyone else does either. Maybe
you could apply for a research grant and buy one of Thornton's
T-38s-and a spare runout J-85 for pretest on a stand-and research the
matter. I certainly wouldn't recommend throwing the stuff in and
flying without full testing of all the fuel tank and plumbing
materials-airframe issues,as always, are the big thing. My
guesss,though, if it is flammable and doesn't contain heavy metals
that will attack turbine materials, at operating temperatures, and can
be kept reliably flowing to the can nozzles, the engine won't bitch.
There are STCs to operate recip aircraft and PT-6 King Airs on
ethanol for what it's worth.
> But running used Mac D's used fry oil in a turbine is a whole lot
> different than putting the raw stuff in a diesel engine. What works
> for turbines is completely immaterial to a discussion of diesel
> engines as we know them and comparing mil spec diesels to the civilian
> counterparts is equally unproductive. The damage to a diesel engine
> from trying to run it on straight gasoline (leaded or not) has been
> demonstrated time and again - sometimes intentionally even.
Gasoline will usually tear up the pump before it tears up the
pistons-if the engine will even make enough power to get very hot.
Usually they won't even start on gasoline, but if there's diesel in
the lines and the engine is already hot they'll get out of the parking
lot and the gas slugs'em. On gensets the effects vary-usually on
Detroits we'd just drain the fuel system, check the injectors, do a
compression test, and if everything looked OK fill'em with diesel and
a couple of quarts of SAE 30 oil, and they'd be fine. On Cummins the
rail pump would usually die,a rebuild kit fixed that. Cats had Bosch
style pumps and gasoline damage,if the percentage was high, was Big
$$$-as with everything on Cats.
Unleaded gas with a little oil would be OK on most turbines if they
were trimmed for that fuel-if EGT and TIT (renamed ITT for
politicorrect purposes now!)were in bounds it would be fine.
I have no experience with biofuels (besides alcohols) in gas
turbines, ground or air. I don't think anyone else does either. Maybe
you could apply for a research grant and buy one of Thornton's
T-38s-and a spare runout J-85 for pretest on a stand-and research the
matter. I certainly wouldn't recommend throwing the stuff in and
flying without full testing of all the fuel tank and plumbing
materials-airframe issues,as always, are the big thing. My
guesss,though, if it is flammable and doesn't contain heavy metals
that will attack turbine materials, at operating temperatures, and can
be kept reliably flowing to the can nozzles, the engine won't bitch.
There are STCs to operate recip aircraft and PT-6 King Airs on
ethanol for what it's worth.
Guest
Posts: n/a
Re: ******/Ford Engine Swap? Possible?
>
> But running used Mac D's used fry oil in a turbine is a whole lot
> different than putting the raw stuff in a diesel engine. What works
> for turbines is completely immaterial to a discussion of diesel
> engines as we know them and comparing mil spec diesels to the civilian
> counterparts is equally unproductive. The damage to a diesel engine
> from trying to run it on straight gasoline (leaded or not) has been
> demonstrated time and again - sometimes intentionally even.
Gasoline will usually tear up the pump before it tears up the
pistons-if the engine will even make enough power to get very hot.
Usually they won't even start on gasoline, but if there's diesel in
the lines and the engine is already hot they'll get out of the parking
lot and the gas slugs'em. On gensets the effects vary-usually on
Detroits we'd just drain the fuel system, check the injectors, do a
compression test, and if everything looked OK fill'em with diesel and
a couple of quarts of SAE 30 oil, and they'd be fine. On Cummins the
rail pump would usually die,a rebuild kit fixed that. Cats had Bosch
style pumps and gasoline damage,if the percentage was high, was Big
$$$-as with everything on Cats.
Unleaded gas with a little oil would be OK on most turbines if they
were trimmed for that fuel-if EGT and TIT (renamed ITT for
politicorrect purposes now!)were in bounds it would be fine.
I have no experience with biofuels (besides alcohols) in gas
turbines, ground or air. I don't think anyone else does either. Maybe
you could apply for a research grant and buy one of Thornton's
T-38s-and a spare runout J-85 for pretest on a stand-and research the
matter. I certainly wouldn't recommend throwing the stuff in and
flying without full testing of all the fuel tank and plumbing
materials-airframe issues,as always, are the big thing. My
guesss,though, if it is flammable and doesn't contain heavy metals
that will attack turbine materials, at operating temperatures, and can
be kept reliably flowing to the can nozzles, the engine won't bitch.
There are STCs to operate recip aircraft and PT-6 King Airs on
ethanol for what it's worth.
> But running used Mac D's used fry oil in a turbine is a whole lot
> different than putting the raw stuff in a diesel engine. What works
> for turbines is completely immaterial to a discussion of diesel
> engines as we know them and comparing mil spec diesels to the civilian
> counterparts is equally unproductive. The damage to a diesel engine
> from trying to run it on straight gasoline (leaded or not) has been
> demonstrated time and again - sometimes intentionally even.
Gasoline will usually tear up the pump before it tears up the
pistons-if the engine will even make enough power to get very hot.
Usually they won't even start on gasoline, but if there's diesel in
the lines and the engine is already hot they'll get out of the parking
lot and the gas slugs'em. On gensets the effects vary-usually on
Detroits we'd just drain the fuel system, check the injectors, do a
compression test, and if everything looked OK fill'em with diesel and
a couple of quarts of SAE 30 oil, and they'd be fine. On Cummins the
rail pump would usually die,a rebuild kit fixed that. Cats had Bosch
style pumps and gasoline damage,if the percentage was high, was Big
$$$-as with everything on Cats.
Unleaded gas with a little oil would be OK on most turbines if they
were trimmed for that fuel-if EGT and TIT (renamed ITT for
politicorrect purposes now!)were in bounds it would be fine.
I have no experience with biofuels (besides alcohols) in gas
turbines, ground or air. I don't think anyone else does either. Maybe
you could apply for a research grant and buy one of Thornton's
T-38s-and a spare runout J-85 for pretest on a stand-and research the
matter. I certainly wouldn't recommend throwing the stuff in and
flying without full testing of all the fuel tank and plumbing
materials-airframe issues,as always, are the big thing. My
guesss,though, if it is flammable and doesn't contain heavy metals
that will attack turbine materials, at operating temperatures, and can
be kept reliably flowing to the can nozzles, the engine won't bitch.
There are STCs to operate recip aircraft and PT-6 King Airs on
ethanol for what it's worth.
Guest
Posts: n/a
Re: ******/Ford Engine Swap? Possible?
L.W.(ßill) ------ III <----------@***.net> wrote in message news:<40E48F98.6330FDA1@***.net>...
> Most of your ideas are totally wrong. I don't have my licenses at
> hand right now to take a pictures of, they packed deep in the attic
> along with a ton of business licenses and other related plaques. Here is
> a picture of my Chevron with the yellow pages advertisement eluding to
> the fact that one of my licenses was for SMOG:
> http://www.----------.com/oscilloscope.jpg and
> http://www.----------.com/chevron.jpg
> I like your idea to add kerosene, though, I think everyone with a
> diesel should do that.
You have absolutely no turbine or aircraft experience of any kind and
very little with diesels. You just have a hard-on for diesels.
Gasoline engines are toys and diesels are the real thing as far as I
am concerned.
Every time you buy "Winterized #2" diesel, they already added
kerosene.
I don't have a Web site, and there's no way I'm putting my A&P number
on the Web, even though I haven't signed a logbook since 1988. It's
the same as my SSN and I'd get it changed, but since I don't practice,
why bother?
> Most of your ideas are totally wrong. I don't have my licenses at
> hand right now to take a pictures of, they packed deep in the attic
> along with a ton of business licenses and other related plaques. Here is
> a picture of my Chevron with the yellow pages advertisement eluding to
> the fact that one of my licenses was for SMOG:
> http://www.----------.com/oscilloscope.jpg and
> http://www.----------.com/chevron.jpg
> I like your idea to add kerosene, though, I think everyone with a
> diesel should do that.
You have absolutely no turbine or aircraft experience of any kind and
very little with diesels. You just have a hard-on for diesels.
Gasoline engines are toys and diesels are the real thing as far as I
am concerned.
Every time you buy "Winterized #2" diesel, they already added
kerosene.
I don't have a Web site, and there's no way I'm putting my A&P number
on the Web, even though I haven't signed a logbook since 1988. It's
the same as my SSN and I'd get it changed, but since I don't practice,
why bother?
Guest
Posts: n/a
Re: ******/Ford Engine Swap? Possible?
L.W.(ßill) ------ III <----------@***.net> wrote in message news:<40E48F98.6330FDA1@***.net>...
> Most of your ideas are totally wrong. I don't have my licenses at
> hand right now to take a pictures of, they packed deep in the attic
> along with a ton of business licenses and other related plaques. Here is
> a picture of my Chevron with the yellow pages advertisement eluding to
> the fact that one of my licenses was for SMOG:
> http://www.----------.com/oscilloscope.jpg and
> http://www.----------.com/chevron.jpg
> I like your idea to add kerosene, though, I think everyone with a
> diesel should do that.
You have absolutely no turbine or aircraft experience of any kind and
very little with diesels. You just have a hard-on for diesels.
Gasoline engines are toys and diesels are the real thing as far as I
am concerned.
Every time you buy "Winterized #2" diesel, they already added
kerosene.
I don't have a Web site, and there's no way I'm putting my A&P number
on the Web, even though I haven't signed a logbook since 1988. It's
the same as my SSN and I'd get it changed, but since I don't practice,
why bother?
> Most of your ideas are totally wrong. I don't have my licenses at
> hand right now to take a pictures of, they packed deep in the attic
> along with a ton of business licenses and other related plaques. Here is
> a picture of my Chevron with the yellow pages advertisement eluding to
> the fact that one of my licenses was for SMOG:
> http://www.----------.com/oscilloscope.jpg and
> http://www.----------.com/chevron.jpg
> I like your idea to add kerosene, though, I think everyone with a
> diesel should do that.
You have absolutely no turbine or aircraft experience of any kind and
very little with diesels. You just have a hard-on for diesels.
Gasoline engines are toys and diesels are the real thing as far as I
am concerned.
Every time you buy "Winterized #2" diesel, they already added
kerosene.
I don't have a Web site, and there's no way I'm putting my A&P number
on the Web, even though I haven't signed a logbook since 1988. It's
the same as my SSN and I'd get it changed, but since I don't practice,
why bother?
Guest
Posts: n/a
Re: ******/Ford Engine Swap? Possible?
L.W.(ßill) ------ III <----------@***.net> wrote in message news:<40E48F98.6330FDA1@***.net>...
> Most of your ideas are totally wrong. I don't have my licenses at
> hand right now to take a pictures of, they packed deep in the attic
> along with a ton of business licenses and other related plaques. Here is
> a picture of my Chevron with the yellow pages advertisement eluding to
> the fact that one of my licenses was for SMOG:
> http://www.----------.com/oscilloscope.jpg and
> http://www.----------.com/chevron.jpg
> I like your idea to add kerosene, though, I think everyone with a
> diesel should do that.
You have absolutely no turbine or aircraft experience of any kind and
very little with diesels. You just have a hard-on for diesels.
Gasoline engines are toys and diesels are the real thing as far as I
am concerned.
Every time you buy "Winterized #2" diesel, they already added
kerosene.
I don't have a Web site, and there's no way I'm putting my A&P number
on the Web, even though I haven't signed a logbook since 1988. It's
the same as my SSN and I'd get it changed, but since I don't practice,
why bother?
> Most of your ideas are totally wrong. I don't have my licenses at
> hand right now to take a pictures of, they packed deep in the attic
> along with a ton of business licenses and other related plaques. Here is
> a picture of my Chevron with the yellow pages advertisement eluding to
> the fact that one of my licenses was for SMOG:
> http://www.----------.com/oscilloscope.jpg and
> http://www.----------.com/chevron.jpg
> I like your idea to add kerosene, though, I think everyone with a
> diesel should do that.
You have absolutely no turbine or aircraft experience of any kind and
very little with diesels. You just have a hard-on for diesels.
Gasoline engines are toys and diesels are the real thing as far as I
am concerned.
Every time you buy "Winterized #2" diesel, they already added
kerosene.
I don't have a Web site, and there's no way I'm putting my A&P number
on the Web, even though I haven't signed a logbook since 1988. It's
the same as my SSN and I'd get it changed, but since I don't practice,
why bother?
Guest
Posts: n/a
Re: ******/Ford Engine Swap? Possible?
L.W.(ßill) ------ III <----------@***.net> wrote in message news:<40E48F98.6330FDA1@***.net>...
> Most of your ideas are totally wrong. I don't have my licenses at
> hand right now to take a pictures of, they packed deep in the attic
> along with a ton of business licenses and other related plaques. Here is
> a picture of my Chevron with the yellow pages advertisement eluding to
> the fact that one of my licenses was for SMOG:
> http://www.----------.com/oscilloscope.jpg and
> http://www.----------.com/chevron.jpg
> I like your idea to add kerosene, though, I think everyone with a
> diesel should do that.
You have absolutely no turbine or aircraft experience of any kind and
very little with diesels. You just have a hard-on for diesels.
Gasoline engines are toys and diesels are the real thing as far as I
am concerned.
Every time you buy "Winterized #2" diesel, they already added
kerosene.
I don't have a Web site, and there's no way I'm putting my A&P number
on the Web, even though I haven't signed a logbook since 1988. It's
the same as my SSN and I'd get it changed, but since I don't practice,
why bother?
> Most of your ideas are totally wrong. I don't have my licenses at
> hand right now to take a pictures of, they packed deep in the attic
> along with a ton of business licenses and other related plaques. Here is
> a picture of my Chevron with the yellow pages advertisement eluding to
> the fact that one of my licenses was for SMOG:
> http://www.----------.com/oscilloscope.jpg and
> http://www.----------.com/chevron.jpg
> I like your idea to add kerosene, though, I think everyone with a
> diesel should do that.
You have absolutely no turbine or aircraft experience of any kind and
very little with diesels. You just have a hard-on for diesels.
Gasoline engines are toys and diesels are the real thing as far as I
am concerned.
Every time you buy "Winterized #2" diesel, they already added
kerosene.
I don't have a Web site, and there's no way I'm putting my A&P number
on the Web, even though I haven't signed a logbook since 1988. It's
the same as my SSN and I'd get it changed, but since I don't practice,
why bother?
Guest
Posts: n/a
Diesel Alternate Fuels-OT (Until Jeeps Dieselized,I.E.Soon)
"Will Honea" <hwj25(remove this)@qwest.net> wrote in message news:<JxX2tWiP5BNp-pn2-p0hbxsmufixm@anon.none.net>...
> Different story entirely - I was just commenting on the jet turbine
> part. That's basically a blow torch - spray fuel out the nozzle and
> light it. If it burns and sustains the flame, you're in business.
> The USAF manuals I still have around for several models all specify
> what will work in an emergency situation and what usable substitutes
> are available. We had to keep a copy of the list because almost no
> civilian field had JP4 and we were always winding up in some podunk
> strip when Gulf coast weather caught us. The goal was to find
> someplace with some sort of jet fuel but a lot of guys wound up at
> some private strip or a crop duster operation - the jet I flew at the
> time required about 4000' of runway and I put one down on a 1500' dirt
> strip, so we could use about anyplace when home plate socked in. Now
> that I think about it, I did come home on 115/145 avgas from that one.
> They poured walnut shells thru the engine to clean it, then pulled
> the turbine to inspect the blades for cracks (avgas burns hotter in
> that case) and deposits. I got to fly the test flights before the
> bird was released for unrestricted flight after that.
>
> I would NOT play those games with a diesel engine - I've spent too
> many hours tearing tractor engines and fuel systems apart to clean out
> what was supposed to be "good" diesel to begin with. Even minor
> contamination will kill a standard diesel - I'm sure Bill can tell all
> sorts of stories about trucks and a dirty fuel load.
>
> There is a world of difference between an otto cycle diesel and a
> turbine engine - they work on entirely different thermal principles -
> so what works for one will not necessarily (or even probably) work for
> the other. I'm mainly pulling Bill's chain since he seemed to group
> diesels and turbines as a fuel class.
>
> On Wed, 30 Jun 2004 14:57:26 UTC Mike Romain <romainm@sympatico.ca>
> wrote:
>
> > So will just any old kind of 'fuel' work in a Jeep diesel then?
> >
> > Mike
> >
> > Will Honea wrote:
> > >
> > > Actually, Mike, he is correct in one respect - a jet turbine will run
> > > on about anything that can be pumped thru the fuel system andl ignite.
Diesel engines have some similar requirements and some different ones
from gas turbines. Diesel Cycle (Otto Cycle means spark ignition,
throttled air and fuel) piston engines require fuel that eassily
ignites when ejaculated into the incandescent combustion chamber
whereas turbines have a continuous flame once lit. This ability to
ignite is called "cetane rating" because it is a measure of the fuel's
ignitability as compared to pure cetane. (Octane rating, in spark
ignition fuels,is the fuel's _resistance_ to spontaneous ignition,and
is the comparison of the fuel to iso-octane).
Because cetane rating and octane rating are nearly
reciprocal,although not in any fixed relationship,it's very difficult
to make a fuel that will run in both spark and compression ignition
engines. SI engines like high octane gasolines, ethanol, methanol, and
gaseous fuels like propane and methane-provided their fuel systems can
meter them in the right amounts. (Yes, a gasoline engine will run on
Bacardi 151-if the fuel-air mixture can be set rich enough.) CI
engines burn combustible oils-sixteen chain hydrocarbons, coal oils,
and certain vegetable oils. Turbines are by their nature pretty
omnivorous-as long as they are a liquid through the fuel controller
(or a gas if you have a gaseous fuel system)they will burn,the T-wheel
turns, the compressor sucks in the air, and things are good. Unless
lead, sulphur, or something else attacks the hot exotic metal parts.
The fuel controllers and injection apparatus for Diesels and turbines
are very different, but they have some similar requirements. They do
not tolerate particles, water, oils incompatible with their seals, or
fuels with no lubricity. Diesel pumps are more particular, in general,
than turbine controllers. The Bosch inline pump used in MBZ,Isuzu,Cat,
Mack, and other engines is particularly needful of clean dry (that
means no water) lubricious fuel. A two cycle Detroit will eat about
anything-until the pistons or liners fail.
It's worth noting here that onroad Diesel fuel is a lot less
lubricious (low sulfur) than it used to be, and adding K-1 could push
it over the edge a lot easier today than in past years. I would always
add oil if you have to add kero or Jet A to thin out gelled #2 in the
winter. Not two stroke oil-which contains octane boosters (cetane
killers)-SAE 30 or 20 nondetergent motor oil. ULSD diesel is going to
be even "drier" and will necessitate, in my opinion, refit or
continuous use of lube additives on (some) vintage diesels.
Bill oIIIIIo is a _car mechanic_. He has never had to think in
engineering terms, which is why people in the genset business won't
hire car mechanics. They can turn wrenches great but they can't think
in engineering terms, and when you get into peak shaving,
cogeneration, or process combustion/compound cycle applications (we
had sets burning sewer gas, palm oil, and a couple of other things we
are under NDA on) they are lost. We had everything from 20 hp Isuzu
and Lister-Petter engines to converted rail power packages-Fairbanks
Morse and EMD railroad engine/generators rescued from junked or
derailed locos rewound for telco 48V DC service. I also had a 240D
Benz that I ran several thousand gallons of legally unusable Jet
A-with my employer's permission and encouragement as long as I agreed
not to say anything if the engine failed-through. I always added Grade
80 Aeroshell nondetergent oil-paid for at the parts couunter-or Power
Service and had zero problems. Your mileage, literally, could be very
different-I am not saying, and Bill knows I never did, "do this."
Boy, am I glad Daimler bought Chrysler. Those guys are _engineers_!
> Different story entirely - I was just commenting on the jet turbine
> part. That's basically a blow torch - spray fuel out the nozzle and
> light it. If it burns and sustains the flame, you're in business.
> The USAF manuals I still have around for several models all specify
> what will work in an emergency situation and what usable substitutes
> are available. We had to keep a copy of the list because almost no
> civilian field had JP4 and we were always winding up in some podunk
> strip when Gulf coast weather caught us. The goal was to find
> someplace with some sort of jet fuel but a lot of guys wound up at
> some private strip or a crop duster operation - the jet I flew at the
> time required about 4000' of runway and I put one down on a 1500' dirt
> strip, so we could use about anyplace when home plate socked in. Now
> that I think about it, I did come home on 115/145 avgas from that one.
> They poured walnut shells thru the engine to clean it, then pulled
> the turbine to inspect the blades for cracks (avgas burns hotter in
> that case) and deposits. I got to fly the test flights before the
> bird was released for unrestricted flight after that.
>
> I would NOT play those games with a diesel engine - I've spent too
> many hours tearing tractor engines and fuel systems apart to clean out
> what was supposed to be "good" diesel to begin with. Even minor
> contamination will kill a standard diesel - I'm sure Bill can tell all
> sorts of stories about trucks and a dirty fuel load.
>
> There is a world of difference between an otto cycle diesel and a
> turbine engine - they work on entirely different thermal principles -
> so what works for one will not necessarily (or even probably) work for
> the other. I'm mainly pulling Bill's chain since he seemed to group
> diesels and turbines as a fuel class.
>
> On Wed, 30 Jun 2004 14:57:26 UTC Mike Romain <romainm@sympatico.ca>
> wrote:
>
> > So will just any old kind of 'fuel' work in a Jeep diesel then?
> >
> > Mike
> >
> > Will Honea wrote:
> > >
> > > Actually, Mike, he is correct in one respect - a jet turbine will run
> > > on about anything that can be pumped thru the fuel system andl ignite.
Diesel engines have some similar requirements and some different ones
from gas turbines. Diesel Cycle (Otto Cycle means spark ignition,
throttled air and fuel) piston engines require fuel that eassily
ignites when ejaculated into the incandescent combustion chamber
whereas turbines have a continuous flame once lit. This ability to
ignite is called "cetane rating" because it is a measure of the fuel's
ignitability as compared to pure cetane. (Octane rating, in spark
ignition fuels,is the fuel's _resistance_ to spontaneous ignition,and
is the comparison of the fuel to iso-octane).
Because cetane rating and octane rating are nearly
reciprocal,although not in any fixed relationship,it's very difficult
to make a fuel that will run in both spark and compression ignition
engines. SI engines like high octane gasolines, ethanol, methanol, and
gaseous fuels like propane and methane-provided their fuel systems can
meter them in the right amounts. (Yes, a gasoline engine will run on
Bacardi 151-if the fuel-air mixture can be set rich enough.) CI
engines burn combustible oils-sixteen chain hydrocarbons, coal oils,
and certain vegetable oils. Turbines are by their nature pretty
omnivorous-as long as they are a liquid through the fuel controller
(or a gas if you have a gaseous fuel system)they will burn,the T-wheel
turns, the compressor sucks in the air, and things are good. Unless
lead, sulphur, or something else attacks the hot exotic metal parts.
The fuel controllers and injection apparatus for Diesels and turbines
are very different, but they have some similar requirements. They do
not tolerate particles, water, oils incompatible with their seals, or
fuels with no lubricity. Diesel pumps are more particular, in general,
than turbine controllers. The Bosch inline pump used in MBZ,Isuzu,Cat,
Mack, and other engines is particularly needful of clean dry (that
means no water) lubricious fuel. A two cycle Detroit will eat about
anything-until the pistons or liners fail.
It's worth noting here that onroad Diesel fuel is a lot less
lubricious (low sulfur) than it used to be, and adding K-1 could push
it over the edge a lot easier today than in past years. I would always
add oil if you have to add kero or Jet A to thin out gelled #2 in the
winter. Not two stroke oil-which contains octane boosters (cetane
killers)-SAE 30 or 20 nondetergent motor oil. ULSD diesel is going to
be even "drier" and will necessitate, in my opinion, refit or
continuous use of lube additives on (some) vintage diesels.
Bill oIIIIIo is a _car mechanic_. He has never had to think in
engineering terms, which is why people in the genset business won't
hire car mechanics. They can turn wrenches great but they can't think
in engineering terms, and when you get into peak shaving,
cogeneration, or process combustion/compound cycle applications (we
had sets burning sewer gas, palm oil, and a couple of other things we
are under NDA on) they are lost. We had everything from 20 hp Isuzu
and Lister-Petter engines to converted rail power packages-Fairbanks
Morse and EMD railroad engine/generators rescued from junked or
derailed locos rewound for telco 48V DC service. I also had a 240D
Benz that I ran several thousand gallons of legally unusable Jet
A-with my employer's permission and encouragement as long as I agreed
not to say anything if the engine failed-through. I always added Grade
80 Aeroshell nondetergent oil-paid for at the parts couunter-or Power
Service and had zero problems. Your mileage, literally, could be very
different-I am not saying, and Bill knows I never did, "do this."
Boy, am I glad Daimler bought Chrysler. Those guys are _engineers_!