How Long Is 100LL Fuel Good For?

[User546]

I have a friend who currently owns a Cessna 182RG, and its sat dormant in his hangar for over a year now.

He now wants me to go up with him to test out the airplane and make sure everything is still in good working order.

I inquired to him if the gas tanks were full, and he said they were. So I confirmed with him that the gas in the tanks had been there for the past year, and he said yes.

My question is this, do you think its safe to take the airplane up with having year old fuel in the tanks, or should we drain the tanks and add in "fresh" fuel.

We're in the midwest where we get lots of cold weather, warm weather, and lots of humidity. I would think a lot of condensation water would've found its way into the tanks over the past year.

Anyone?

 

[LongBoarder]

make sure that it has a current annual inspection done.... and I would drain and replace the fuel... as Gasoline can go sour. Jet fuel actually grows bugs.


You have a CFI and the Fed might come after you as you should know better.

LB

 

[Sctt@NJA]

I have an aeronca champ that doesn't fly nearly enough. Engines don't like sitting unused.

When I fly it after long periods of sitting I always go by myself. Let the engine warm up for a good long time. Do a full power static run up, make sure its developing good power. Pay extra special attention to being able to glide to a landing in the event of an engine problem.

Lots of things can happen to a sitting airplane. Rats nests ect...

And like said above make sure it has current inspection.

 

[NuGuy]

Yuk, messy deal...

I would have all the fuel drained. Long term quite a bit of water can collect as well as other crap. This can clog ports, lines, filters, everything.

I would have an A&P drain everything, not just the wings (NOT via the quick drains, either), but the sump and fuel filter as well. I'm not sure if the 182RG has bladders or not, but Cessnas with bladders can trap an incredible amount of water in tank wrinkles, so make sure they shake the wings, too.

Ditto on the annual inspection. Any A&P who signs off on this will insist on the above.

Have fun, but be safe...

Nu

 

[Lead Sled]

Good question about the fuel. I honestly don't know the answer. There are several other serious concerns that I'd have though...

First of all, is the airplane in annual?

I've alway believed that lack of use was worse than abuse. If the airplane has been sitting for a year without being "exercised", I would have to worry about the engine. It doesn't take a lot to get some rust working in the cylinders. Also, hydraulic seals tend to develop problems with lack of use. It's definately not going to be a simple matter of "refreshing" the fuel and blasting off. In most light aircraft manuals, there is a section on storing the aircraft. I'll betcha a nickle that they didn't follow those precautions.

Those are a few of the questions that I'd want answered before I even started to think about the status of the fuel. I'm sure that I'd have a few more once I started to really think about it. A thorough annual from a competent AI would go a long ways toward easing my concerns. However, I'm not too sure that I would trust their opinion on stale fuel.

As far as that goes, I think that I'd sit down and have a talk with one of the FSDO guys. Spend a little time talking to them about the situation, you'll find that they will bend over backwards to get you accurate information. It will also show them that you're a "proactive" kind of pilot and that's a good thing.

Lead Sled

 

[User546]

Thanks guys for all your responses and suggestions so far.

A little more info for you...

The aircraft had an annual inspection done on it in June, and it was done by the A&P mechanic on the field. The engine and propeller was replaced about 2-3 years ago, and doesn't have a whole lot of time on it since the replacement.

As for the storage of the aircraft, its kept in its own private hangar (the tin-metal sided variety).

What are your guys suggestions as to what I should make this guy have done to his airplane to have it checked out before we take it up on a flight (asides from the before mentioned).

I am a very big, firm believer in safety and not taking any uneccesary chances, so I want to have a good feeling about everything before we go flying.

 

[erj-145mech]

Av-gas is very stable, unlike automotive fuel. Auto gas is blended regionally for the regional conditions. There is only one blend for av-gas. Av-gas will not form varnishes like mo-gas either. I think this may be addressed in the Aeroshell website. Water will not become entrained in gasoline like jet fuel. Sump the tanks and the gascolator well and observe for H2O and contaminates. On the pre-flight, look for bird and rodent nests, grass and stuff in the aileron, flap, elevator and rudder wells, especially at lightning hole openings. You may also want to remove the upper cowling and look for bird nests on top of the engine/oil cooler. Depending on the year model, the fuel tanks can either be a wet wing or bladder type. I beleive that most of the 182RG's are wet wing.

Personally, I've flown (ferried) aircraft that have set idle for 30 months with no adverse affects. The largest was a B-25, and it took me 3 days to perform the pre-flight inspection.

 

[Uncle Sparky]

I fly out of a hangar that stores it's own fuel (Avgas and JET). We haven't had a piston aircraft based at the hangar in over three years. The Avgas tank still contains a couple hundred gallons of gas and the line-guys run it in some of their equipment without problems. I've even run it in my motorcycle on occasion(shut up Frank!). Avgas doesn't seem to "varnish" like autogas. Less additives I suppose.? So the good news is that the fuel is probably just fine. The bad news, however, is that it's in an airplane. I would run that stuff in my car "til' the cows come home." I wouldn't fly the airplane with that stuff until you drain the gas(all of the gas, as mentioned already), just on general principle. A tank of gas is cheaper(all though not MUCH cheaper these days)than a wadded up aircraft or your life.

It doesn't take a lot to get some rust working in the cylinders.

Very true but the same rust is scraped off by the rings and oil very quickly. If there is damage when the cylinders "clear out", it will show in a loss of compression or metal in the oil. I agree with the previous posts. Have an A&P perform an inspection and oil and filter change. I would run the aircraft at static high power, re-check compression and change and inspect the oil and filter again. Finally, I would plan on another oil change and inspection WELL before the required interval.

Oil is cheap, engines aren't!

 

[DAS at 10/250]

1967 182 has bladders in the wings. They also have a tendancy to "warp" and cause ridges throught the wing collecting water in several spots. If bladdered, rock the wings up and down several times and wait 40 minutes for any water to collect at the sump. Also be aware that the jugs may be rusted on the inside.

Early 182's also want to collect H2O in the tail.

Good luck.

 

[Traumahawk]

Great points stated abaove as I have been in your shoes with idle aircraft. If clean, the fuel is fine as far as being usable. The engine would be more of a concern to me. Change the oil even if it is new from annual. Sitting since june without being at operating temp for a good while to burn out all the corrosive crap (from idleness or combustion) can be bad news for an engine...


Now, for the REAL concern....WASPS!!! Friggin B@stard wasps flying out at you just as u break ground. Thats what I'd be concerned about...
T-Hawk