KR> Swift fuel

[Dan Heath]

Now you can put in less fuel and still go the same distance.  Seems that
there is always something to complain about.

See N64KR at http://KRBuilder.org - Then click on the pics 
See you at the 2010 - KR Gathering in Richmond, Ky - I39
There is a time for building and a time for FLYING and the time for Flying
has begun.
Daniel R. Heath - Lexington, SC


-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Pete
Sent: Wednesday, September 15, 2010 9:30 AM
To: KRnet
Subject: Re: KR> Swift fuel

  Wow, that's quite a lot.
To put that into perspective, that would be an extra 20 pounds of useful 
load out of my gross for a full fuel load.
Pete.
Ballina, Australia.


On 15/09/2010 10:59, joe.kr2s.buil...@juno.com wrote:
> The fuel weights 1 pound more than Av gas per gallon





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KR> Swift fuel

[Pete]

  Wow, that's quite a lot.
To put that into perspective, that would be an extra 20 pounds of useful 
load out of my gross for a full fuel load.
Pete.
Ballina, Australia.


On 15/09/2010 10:59, joe.kr2s.buil...@juno.com wrote:
> The fuel weights 1 pound more than Av gas per gallon

KR> Swift fuel

[joe.kr2s.buil...@juno.com]

Hey Guys,
Last nite a representative from swift fuel did a presentation at our flying 
club meeting. I wanted to get this out but left my notes at work so I will give 
some of the basics of things that I didn't know before.
The fuel can be bought right now but the price would be about $20/gal
The fuel weights 1 pound more than Av gas per gallon
The recent report states that it is hard to start in smaller engines, i.e. 
0200's
 The timing will most likely have to be changed and POH books updated
still 2 to 3 years away from wide spread use And then their prediction is that 
the EPA will mandate a termination of the 100ll in some timely manor after that.
They will eventually have several higher grades than the original 100SF which 
is 102 octane
Still claim 13% power increase
Some carberation changes may have to happen on some engines but nothing suspect 
at the moment
nearly all their resources are being funneled onto the 100SF to bring it to 
market before moving on to other products
It will not have to be separated from other products in the distribution chain 
like low lead does currently (pipe lines, tanks, trucks)
Does not show any signs of accelerated engine wear
Does not show any signs of gasket degradation
price is vague,and a bit coy, They say their price will continue to come down 
until they are fully ramped up and remain constant after that while they argue 
that the price of 100ll would continue to rise. He certainly did not quote a 
target price and the original figures of 2 to 3 dollars a gallon that were 
banted around a couple years ago are not mentioned any more. Who knows.
He also said that if the FAA tries to make them do 10 or more STC's they would 
walk away from the market, In their minds they fully believe that the product 
will perform for the entire small aircraft fleet with few to no modifications 
and the FAA may be afraid to say that it would work and give them the 
certification.
They have several manufacturing facilities lined up and one major supplier for 
distribution

I'll check my notes tomorrow and see if there is anything that I missed 
or miss represented and correct m yself. It was also a pretty good refresher in 
chemistry and over all a good presentation.
Thanks,
Joe Horton,
Coopersburg, Pa.

Moms Asked to Return to School
Grant Funding May Be Available to Those That Qualify.
http://thirdpartyoffers.juno.com/TGL3141/4c901aca4d681bc9113st01duc

KR> Swift Fuel

[Lee Parker]

I see Embry Riddle University is changing 40 or more of its Cessna 172s over to 
Swift Fuel.  Read about it at AOPA aviation brief.

KR> Swift Fuel

[Dann Johnson]

 
 
The Swift Fuel Web FAQ page ( apparently written about 18 months ago ), stated 
that their goal was  to have Swift Fuel for sale at airplane gas pumps in 
Spring 2010.  Maybe they will be able to make it in time for Oshkosh
 
http://www.swiftenterprises.net/FAQ.html
 
Dann Johnson
Thompson, Iowa

--- On Tue, 2/9/10, krnet-requ...@mylist.net  wrote:


http://www.swiftenterprises.net/Swift%20Fuel.html

KR> Swift Fuel

[erickelshei...@att.net]

    This was taken from the FAQ on the Swift website. For
anyone who is interested in this. They also have a video or two you can
watch. I hope it makes it myself only time will tell.    Eric Von Kelsheimer  




FAQ


  Q: Is there any ethanol in the SwiftFuel?

A: No! The SwiftFuel contains no ethanol.  We 
can use the output stream of a modified ethanol plant to produce SwiftFuel; 
however, there is no ethanol itself in our fuel.



  Q: Is SwiftFuel petroleum-based?

A: No, one major goal of the SwiftFuel project 
was to develop a 100% renewable substitute for petroleum-based fuel.



  Q: Does SwiftFuel come from bio-renewable products?

A: Yes, all components of SwiftFuel can, and 
will, be derived from renewable, natural materials.



  Q: Does SwiftFuel meet the specifications for ASTM D910, grade 100LL?

A: Yes, SwiftFuel
meets the specifications for ASTM D910, grade 100LL, and will soon be
in the process of independent verification and approval by the FAA.



  Q:  Is there any alcohol in the SwiftFuel?

A: No, there are no alcohols of any kind in our 
fuel.



  Q: When can I buy the SwiftFuel to use in my airplane?

A: Our goal is to have our fuel at the pump for pilots to buy in 18
months.  Our deadline is Spring 2010, when 100LL is hinted to be banned
for use in the US.



  Q: What is the MON (motor octane number) of SwiftFuel?

A: The MON of SwiftFuel is 104.1, as compared 
to 100LL, whose minimum is 99.5.



  Q: How much testing has been done on the SwiftFuel?

A: We have done lab testing and static engine testing ourselves, and
have also sent several samples for independent verification through
ASTM laboratories.



  Q: Is there a problem with gumming in SwiftFuel?

A: No.  The potential gum number, as provided by independent
laboratories, is between 0.6 ? 1.8 mg/100mL, which is substantially
lower than the specification of < 6.0 mg/100mL per ASTM D910.



  Q: How does SwiftFuel compare to 100LL with regards to emissions?

A: SwiftFuel actually produces less harmful emissions - NOx, 
CO, and SO2.


   Q: What planes will be able to run on SwiftFuel, and what modifications will 
need to be made beforehand?


A: Any aircraft that is certified to run on 100LL will be able to run 
on 
SwiftFuel
without any STC?s (Supplemental Type Certificates) or modifications of
any kind.  A pilot can taxi their plane to the pump as is and fill up
with SwiftFuel once distribution begins.
Q: Is SwiftFuel produced using the Fischer-Tropsch Method?

A: No, the Fischer-Tropsch Method is not used in our production
process, as we have come up with a practical production process in
order to keep manufacturing costs down.
Q: What is the projected cost of SwiftFuel?

A: The ideal price for SwiftFuel
should be less than half of the cost of current 100LL AvGas; most
importantly, the price will remain stable due to its origin.
Q: Is SwiftFuel compatible with all existing engine parts with which it 
will come into contact?

A: SwiftFuel
is expected to be 100% compatible with all existing engine parts,
gaskets, seals, etc.  To this date we have not seen a problem, but we,
and the FAA, are evaluating all elastomeric seals that are known to be
used in GA.
Q: Is SwiftFuel hydrophilic (does it hold water)?

A: Unlike ethanol, SwiftFuel
does not hold water, which means that the fuel will not freeze at
altitude.  Also, this means the use of biocides, as is done in Jet A,
is not necessary because the lack of water prevents microorganisms from
growing in the fuel.