More importantly, according to Braly, after testing the fuel received a certificate of authenticity (COA), which then makes it “commercially available.”

• READ MORE: Long-Term Unleaded Fuel Test Begins in AOPA Baron

With the announcement, Braly and GAMI hope to counter critics that say while the fuel has received FAA approval for use under the STC process, it’s not commercially available. The term is important because of a consent decree taken in California that could force the changeover to an unleaded fuel when an alternative to 100LL becomes commercially available.

• READ MORE: G100UL Unleaded Avgas Flight Trial

Editor’s Note: This article first appeared on Kitplanes.

The post GAMI Says It Has 1 Million Gallons of G100UL appeared first on FLYING Magazine.

In this video, The Aviation Consumer’s Larry Anglisano Zoomed up with Audio Authority founder and CEO Jon Sisk, who recently conducted an exhaustive G100UL flight trial in his Lycoming-equipped Van’s RV-14, White Lightning. Sisk made side-by-side engine data comparisons burning G100UL and 100LL and reported his findings, while offering some advice on how you can add this approved fuel to the aircraft’s published operating limitations.

Editor’s Note: This video was produced by Aviation Consumer magazine.

The post Aviation Consumer Live: G100UL Unleaded Avgas Flight Trial appeared first on FLYING Magazine.

The project launched this week with the introduction of GAMI’s G100UL during initial flights in Ada, Oklahoma. Beginning with a baseline of two freshly overhauled Continental IO-520 engines, the Baron will be operated under AOPA management, with the cooperation of Savvy Maintenance founder and technician guru Mike Busch, using the company’s computerized diagnostic tools to analyze engine data and compare it against the information it has collected from “hundreds of thousands of hours of GA flights,” according to an AOPA release.

• READ MORE: Time to Get Serious About Unleaded Fuel

An AOPA spokesperson told FLYING that the association is staging in Ada right now “since that is where the majority of the fuel is, and it makes sense to use [it] as a geographically appealing hub.” Presumably this will allow AOPA the “best efficiency in demonstrating the fuel to a wide range of people.” GAMI’s fuel obtained a supplemental type certificate, covering a broad range of piston aircraft, from the FAA in September 2022. The initial STC for Lycoming O-320, O-360, and IO-360 engines came in July 2021. 

• READ MORE: GAMI Gaines Avgas STC for Pistons on Unleaded Fuel

AOPA president Mark Baker was at the controls for the demonstration flight to kick off the program on October 31. For one hour, Baker flew with G100UL feeding the left engine and standard 100LL powering the right one.

“We wanted to get some actual experience with a 100-octane unleaded fuel in the kinds of airplanes and engines that our members own and fly,” said Baker. “This fuel has been tested extensively in labs and received an FAA STC. Should the FAA approve additional fuels, we’ll test them, too, so we can see what they’re like to use out on the airways.

• READ MORE: GAMI Now Selling STCs for G100UL

“George Braly and GAMI have done a great deal of pioneering work preparing for general aviation’s unleaded future. We’re staging the AOPA Baron at GAMI’s headquarters in Ada first to try out its G100UL.”

The post Long-Term Unleaded Fuel Test Begins in AOPA Baron appeared first on FLYING Magazine.

Because of the way the U.S. government operates, particularly under the Clean Air Act of 1970, certain processes within the associated agencies, including the FAA, could not begin without the finding.

Now leadership from within the industry’s manufacturers, distributors, associations, and users (that’s us, the pilot community) can act on the commitment to getting the lead out of our avgas—specifically the high octane fuel required by high-performance piston engines currently served by 100LL.

But what happens now? I spoke with Walter Desrosier, vice president of engineering and maintenance for the General Aviation Manufacturers Association, this week about the finding and what it triggers. “We have significant progress,” said Desrosier. “There is a broad, collective community commitment from the entire GA industry in cooperation with the government and the FAA to move to no lead. So the EPA action that came out is part of that transition process. It actually puts into the Clean Air Act process how they will mandate a transition. So this is not something that we continue to talk about, that we hope to find solutions—this is a commitment  from the industry that continues to work towards the best solutions.”

The timeline has officially begun, but it will take a couple of years for the mandate and the associated guidance to come into play. In the meantime, the industry is already working hard toward fielding the solutions.

Fuels in Process

Those solutions include four candidate fuels in the works from different providers in varying states of development, testing, and acceptance. “Part of our transition will also be what’s the best available fuel,” said Desrosier.

By most measures, the furthest along comes from GAMI Inc., whose G100UL has attained supplemental type certification from the FAA. GAMI works with at least one producer, VTOL, to manufacture the fuel in enough quantity to reach those who need to test it and develop its distribution in the field. The STC means the FAA considers the fuel safe for the applications covered in that approval.

While the STC includes broad fixed-wing piston aircraft acceptance, testing continues for rotorcraft with Robinson deep into its program with the fuel. Cirrus Aircraft is also testing the fuel within its fleet.

But any fuel that makes it to market must also demonstrate commercial viability. It must make it from the manufacturer through the distribution channels—pipeline or trucking—to the airport where it goes into a tank, and then into our fuel tanks on aircraft. That means the fuel must be acceptable in each of those steps by the businesses involved, as well as the end user burning it in flight.

“With the GAMI fuel, the path that they chose to take is to do their proprietary STC approval, which is perfectly fine on the safety side with the FAA, but they also chose not to enter into an ASTM consensus specification process,” said Desrosier. “Typically that’s how all the other stakeholders in the community become familiar with a fuel…the content of the fuel, the understanding of the evaluation and the assessments of the fuel, and the understanding of the components, and the understanding of the business risks related to being a stakeholder who might purchase, who might produce, who might distribute, who might dispense, and who might put it into people’s tanks.

“There’s a lot of business decisions in this, and a lot of risk.”

Swift Fuels has already entered the market with a lower octane unleaded fuel, 94UL, with limited distribution now but a growing foothold, especially in states and at airports where there is more pressure to get away from leaded avgas.

Swift is pursuing both an STC and ASTM path with its high octane fuel, 100UL, and it has chosen a clever way to gain market acceptance—and perhaps reach commercial viability—with the new fuel. For its current 94UL, Swift offers a “Forever STC,” through which an operator purchasing the STC for the lower octane fuel is promised that the STC for the 100UL fuel will be  included in that purchase when it’s available.

Swift will be able to deliver the fuel through the existing infrastructure to the existing tanks it has put in place for 94UL. According to Desrosier, Swift has already started the consensus standard and is going through the STC process. Critically, the manufacturer will share the results through the consensus process, and when it obtains FAA approval, it will share that data with all the stakeholders.

Two other fuels are pursuing approval through the PAFI (Piston Aviation Fuels Initiative) program. One already has the ASTM test specification, produced by Afton Chemical/Phillips 66, and it is continuing to share information, according to Desrosier. It has to go through the full ASTM testing process, but it has “the roadmap” to do it.

The other candidate fuel (Lyondell/VP Racing) is close behind. The consortium has entered into the specification process and expects to also share its progress.

More than One?

One big question in my mind: Will we end up with more than one fuel, and will they be intermixable? I asked Desroiser, along with the follow-up question: Is this testing pathway defined or is it wait and see?

No, said Desrosier, the fuels are not allowed to intermix and co-mingle. All of the candidate producers are testing to comingle with 100LL—because that is part of the transition process and very likely to occur in the field.

“In terms of ‘could be,’ it depends on the final composition of the fuels,” he said. “We do know some of the key components,” and some fuels will not be able to mix because they are too different.

In the end, having two fuels make it through the process means that the market will decide—and we will have a backup in case of an unforeseen issue with a producer or fuel. “We think it’s going to have to be a market decision,” said Desrosier. “I’m not expecting a significant market penetration, dividing the market in half” with different fuels regionally available.

“Once you have the acceptance by FAA, ultimately the consumer is the very last in the supply chain,” he concluded. 

With the pilot or owner-operator, it often boils down to price—and that won’t likely change with 100UL.

The post Time to Get Serious About Unleaded Fuel appeared first on FLYING Magazine.

To focus a lens on the issue—and compel critical questioning to the process—the General Aviation Manufacturers Association on Monday hosted a roundtable of stakeholders to the EAGLE (Eliminate Aviation Gasoline Lead Emissions) initiative to give an update on how things stand. The initiative seeks a complete replacement of leaded fuel by no later than 2030, with a sunsetting of the fuel while maintaining a high level of safety in GA operations, which it primarily affects.

The panel was led by the co-chairs of the initiative, Mark Baker, president and CEO of the Aircraft Owners and Pilots Association, and Lirio Liu, executive director, aircraft certification service for the FAA, and supported by leaders from the National Business Aviation Association, National Air Transportation Association, Experimental Aircraft Association, Helicopter Association International, and the National Association of State Aviation Officials.

Leaders from four key manufacturers with a front-row seat to the sunsetting of leaded fuel joined them with their input on the state of affairs:

• John Calcagno, president and CEO, Piper Aircraft
• Ron Draper, president and CEO, Textron Aviation
• Patrick Horgan, president and CEO, CubCrafters
• Shannon Massey, senior vice president, Lycoming Engines

The urgency is real: The Environmental Protection Agency released its proposed finding on leaded aviation fuel in October 2022, setting the stage for a final ruling that industry leaders expect to occur by the end of 2023.

Getting to Approval

At the moment, four candidate fuels are in the process of development and testing. However, they are taking two different pathways to achieve that goal. 

The first is based on the FAA’s long-running Piston Aviation Fuel Initiative (PAFI) program and utilizes consensus standards developed in concert with the American Society of Testing and Materials (ASTM). This was the process completed by Swift Fuels with its UL94 unleaded avgas that came into the market in earnest starting in 2015 and reaching widespread use as of 2021. Two entities have 100-octane fuel in the evaluation process under PAFI: Afton Chemical/Phillips 66 and Lyondell/VP Racing. 

“Currently, the PAFI fuels are completing full-scale engine durability and endurance testing, which is expected to complete by the end of July,” according to Peter Bunce, president and CEO of GAMA. When a fuel passes the next gate of testing, it will proceed onto the next level with airframe OEMs. Completion of the ASTM process will allow entry into the market with a high degree of confidence in its suitability.

The alternate path is through the supplemental type certificate (STC) process, which is proprietary to the fuel manufacturer working directly with the FAA. Two STC fuels are currently using that process for approval—Swift Fuels’ 100R and GAMI’s G100UL. Swift Fuels also plans to go through the ASTM acceptance for its high-octane fuel and, according to GAMA, ASTM already has a task committee set up to evaluate the fuel.

GAMI has received FAA STC approval for use of its fuel in a wide range of powerplants, and owners can purchase the STC for their aircraft now. However, the fuel is not yet available in the market. According to GAMI, the fuel will be available “as fast as production can be ramped up and fuel can be delivered to airports. It has been estimated that 2023 will be a year of logistics with G100UL avgas appearing more widely in 2024. The first customers for the fuel are likely to be flight schools.” 

Cirrus is currently testing the GAMI G100UL in its fleet, and other OEMs stand ready to do so, but the process is more incremental—and less transparent as a result of its proprietary nature.

Octane Is Only One Metric

Lycoming’s Shannon Massey delivered her comments, representing the more than 100,000 powerplants that the aviation engine OEM has shipped in its 95-year history—with more than 650 type certificates for the various models in the field. These are in addition to the engines powering experimental aircraft.

More than half require high octane fuel, according to Massey. “(They are) the workhorses of the fleet. They are ferrying supplies to remote locations. They’re patrolling borders. They’re supporting military operations….The loss of the ability of these airframes to serve society would definitely be impactful, which is why we, as an OEM [and] engine provider, are looking to make sure that we know—under unleaded fuels and the development that’s taking place in those—what are those key characteristics?”

Massey called for greater involvement in the process, regardless of which fuel was making its way through the gates—and which pathway to approval was pursued. “We need to ensure that whether it’s through industry/government—the PAFI authorization process—or be it the supplemental type certificate (STC) process, that we have a good understanding and knowledge of the specific tests, and which models of engines are evaluated. So that way we can stand behind that portion of it.”

However, getting a fuel to a required octane level is only one of the metrics needed in bringing it to the market successfully—and safely. Massey outlined seven elements that Lycoming seeks answers on, which were echoed by other stakeholders on the panel.

Toxicity

In the quest for a higher-performance fuel, aromatics—chemical compounds (hydrocarbons) that increase octane—replace the tetraethyl lead (TEL) present in 100LL. However, many are known to also be carcinogenic, such as benzene and toluene, and their use is limited in gasoline in many countries. “So we don’t want to replace one fuel for another one that’s going to be harmful, whether it be to the environment or the public,” said Massey.

“We need the transparency of the chemical composition of each fuel to be evaluated by some government entity to give the industry a thumbs-up or -down that what is put into the atmosphere when the fuel is burned is not likely to be a significant concern now or in the future to be harmful,” said Bunce in a follow-up with FLYING. “This is why we encouraged the FAA to have either EPA or some other government entity assess the components of all new fuels to give the industry their expert judgment and green light to move forward. If the EPA won’t do it, then I think the FAA’s choice of the National Academy of Sciences to pull together an expert panel is a good alternative.” There is concern that one or more of those compounds may be in a candidate fuel—but this cannot be confirmed without transparency to the makeup of that fuel.

Materials Compatibility

An engine doesn’t stand alone—and it too is made up of a myriad of parts and components. Of particular concern to Lycoming, as well as airframe OEMs, are the effects that a new fuel will have on other materials used within the powerplant—such as O-rings and seals—as well as the fuel system and other accessories within the airframe tying the tanks to the engine and sending the byproducts out through the exhaust. 

Original testing of early unleaded fuels bears out this concern. Ron Draper of Textron Aviation said in the briefing, “We have tested fuels in the past that have a similar but different recipe, and we had some results that were…I guess, less than desired. In the past, some of those fuels did have wear and tear on soft materials in the airplane—O-rings, gaskets, hoses, bladders, sealants—and we’re unsure of these new fuels, what (they’re) going to do to the engine, what it’s going to do to the airplane.”

Stability

In order to survive production, storage, transportation, tankering, and extended time within FBO and aircraft tanks, a fuel must be stable. It cannot degrade quickly or harm the containers in which it is kept, to a certain extent. Corrosive properties may impact the metal or other materials in the engine or airframe as fuel sits within them over time. The octane may also degrade over long periods.

Vaporization

The distillation curve is another concern. “Fuel’s ability to vaporize at any given temperature—that’s key if we’re looking for ‘startability,’ ‘runability,’ and [addressing] vapor lock concerns,” said Massey. These are not engines or aircraft that can work 99 percent of the time, as was pointed out by John Calcagno of Piper Aircraft.

Density

Another aspect of a new fuel most may not have considered is a difference in density affects a number of things, including the fuel’s overall weight. Aromatics used in unleaded fuel tend to be denser, potentially increasing the fuel weight. Remember the rule of thumb to use 6 pounds per gallon of 100LL in weight and balance calculations? That may change with the new fuels. It may also affect center of gravity, seeing as how most fuel tanks are positioned near the aircraft’s CG—but not all are.

Fuel Controls

A sixth aspect to take into account is any change in the fuel’s volume and how that might affect the metering. “Fuels with increased density will exhibit higher mass flow rates,” said Massey, “and thus higher fuel-to-air ratios.” So, fuel controls would have to be adjusted to accommodate a denser fuel—and keep operations predictable and safe.

Repeatability

The final key noted by the panel is the ability to repeat the fuel recipe by way of a mature production specification. Massey concluded: “These are all considerations that without us having the knowledge base and being able to characterize and/or standardize the testing methods, what does that mean and how does that impact our current (engines) that are out there?”

What’s Next?

FBOs stand ready to accept the fuel—whatever reaches the market first—once accepted and approved. But the market seems to think high-octane fuel should already be out there. Curt Castagna of NATA reported, “Historically, aviation fuels sold as a commodity [are produced] and delivered to the airports and FBOs through the fuel distribution network, where those entities are relying on today the four major fuel suppliers that are delivering that fuel, to bring them a fuel that has, for the last many decades, met an ASTM standard.”

A mature production specification is needed, then, to get unleaded avgas into the market in real quantities—but the perception is running ahead of reality. Castagna said, “There [are] expectations by the users that are buying fuel today—FBOs and airports are hearing from both their user constituents and then their ‘outside-the-fence’ community interests” that are looking to see lead removed.

“All of us here today in the industry are unified in removing that lead—it’s how do we get there?” Castagna concluded. 

While the next stage of EPA’s endangerment finding looms on the horizon, the passing of that milestone won’t stop 100LL sales immediately. But the pressure will be real from those who would use that as an incentive to push forward on that tack.

As Bunce concludes, “The EPA cannot regulate aviation; that is the FAA’s preview. The formal endangerment finding ruling expected by the end of this year will not allow entities to close airports immediately and will not ban leaded avgas immediately. What it will do is kick off the FAA rulemaking process, which is a multiyear journey—which hopefully aligns with our EAGLE timeline of no later than the end of 2030, but sooner if a commercially viable unleaded fuel emerges. 

“The danger to the industry would be for communities to ban 100LL prematurely using the EPA ruling, which is just the start of the regulatory process, before we have the commercially viable replacement. This emphasizes the importance of EAGLE and having a methodical and transparent transition plan.”

The post Update Triggers Questions on Unleaded Avgas Progress appeared first on FLYING Magazine.

Answer: You won’t find a reference in the federal aviation regulations (FARs) that says fuel gauges are only required to read accurately when the tank is empty. That statement “only when empty” is a myth that has been handed down through the decades. 

• READ MORE: Can You Ask to Review Logbooks for Rental Aircraft?

What you will find in Part 23 (which covers the certification of aircraft) under FAR 23.1337(b) powerplant instrument installation is “Fuel quantity indication. There must be a means to indicate to the flight crew members the quantity of usable fuel in each tank during flight.” The reg continues: “Each fuel quantity indicator must be calibrated to read zero during level flight when the quantity of fuel remaining in the tank is equal to the unusable fuel supply.”

Unusable fuel is what’s left in the bottom of the tank or the fuel lines that can’t reach the engine for operation. It is like the mustard in the bottom of a jar that you can’t get to. This unusable fuel is not going to help you keep the engine running anymore than the mustard you cannot reach can go on the sandwich.

One could surmise that if the tank has run down to “unusable fuel,” the pilot will figure it out when the engine sputters then quits due to fuel exhaustion. So perhaps that is where the fuel gauge myth began.

• READ MORE: READ MORE: Do I Need Renter’s Insurance?

Do you have a question about aviation that’s been bugging you? Ask us anything you’ve ever wanted to know about aviation. Our experts in general aviation, flight training, aircraft, avionics, and more may attempt to answer your question in a future article.

The post What Are Those Fuel Gauges Telling You? appeared first on FLYING Magazine.

The coalition is made up of seven aviation stakeholder organizations, and includes the Aircraft Owners and Pilots Association (AOPA), the Experimental Aircraft Association (EAA), the General Aviation Manufacturers Association (GAMA), the Helicopter Association International (HAI), the National Air Transportation Association (NATA), the National Business Aviation Association (NBAA) and the American Petroleum Institute (API).

In their comments, the coalition emphasized that the elimination of lead from avgas is in the public interest, as it will reduce lead air pollution and applauded the industry’s continued work on an unleaded replacement that will meet both safety performance needs of the U.S. fleet of piston aircraft, as well as FAA regulatory requirements.

Developing Alternatives to 100LL

At the present time there are four high-octane unleaded fuels currently in development and approval by the FAA.

“Each of these fuels attempts to address the critical safety need for high-octane aviation fuel using differing chemical approaches,” the coalition said. “Aircraft and aircraft engines are type certificated by FAA as meeting all the applicable safety requirements for design, airworthiness, and operation. Each type certificated aircraft and engine, by make/model, must be FAA approved to operate on any new or replacement fuel to ensure their continued operational safety.”

• READ MORE: GAMI Gains Avgas STC for Pistons on Unleaded Fuel

The two paths available to obtain FAA approval for new fuel are the traditional FAA aircraft type certification process, such as supplemental type certificates (STC), and the FAA aviation fuel fleet authorization process established by Congress in sec. 565 of the FAA Reauthorization Act of 201813.

The coalition noted that approval of the replacement fuel is the first step, the second is creating a commercial pathway for the production and distribution of the unleaded fuel to the airports.

Two fuel developers, General Aviation Modifications Inc. and Swift Fuels Inc. are pursuing STCs. On September 1, 2022, the FAA issued an approved model list supplemental type certificate (AML-STC) to GAMI for G100UL unleaded avgas. According to its website, GAMI anticipates that the production and delivery of G100UL will ramp up this year, with the unleaded avgas becoming more readily available by 2024.

In the meantime, Swift Fuels Inc. delivers a 94-octane unleaded aviation fuel to a limited but growing number of airports for those aircraft that can safely use a lower octane fuel. Swift holds an AML-STC FAA approval for UL94 fuel, which each owner-operator can purchase and install on their individual eligible aircraft and engines allowing them to use UL94.

• READ MORE: Avgas Coalition on Aviation Fuel Pushes for 100LL Bridge

Swift is also developing a high-octane unleaded fuel and is working with the FAA toward certification by the end of 2024.

The emphasis, as outlined in the Eliminate Aviation Gasoline Lead Emissions (EAGLE) initiative, is the successful transition to lead-free avgas for piston aircraft by the end of 2030 without compromising the safe and efficient operation of the general aviation fleet.

Over the past two years there have been high profile studies down around airports, particularly those in California that attribute lead pollution to local airports. In particular, one in Santa Clara County focused on Reid-Hillview (KRHV) in San Jose.

• READ MORE: Santa Clara County Responds to FAA Informal Investigation

Critics of the study have noted that many of the buildings in the neighborhoods surrounding the airport were constructed in the 1920s and 1930s when lead pipes and lead-based paint were used extensively, and over the decades have been oxidizing. Therefore, it is impossible to conclusively determine the source of lead exposure.

The post We’re Getting the Lead Out, Aviation Groups Say appeared first on FLYING Magazine.

Over a decade in the making and countless hours of research, testing, and design bring us to this point in history. After a prolonged silence, the FAA finally issued the decree. Change has come at last.

Rising Demand

GA has never been more popular. During the pandemic, as people disappeared from major international airports, small aircraft owners felt safe and confident in their own space and continued to fly. 

The expanded use of homebuilt, experimental, and light sport aircraft may strain the avgas supply chain even more, though how that increased activity weighs against historic records mitigates the concern somewhat. However, according to Fortune Business Insights in its report on avgas, the “rising demand for small planes and the growing popularity of sporting activities are likely to boost the aviation gasoline market growth.”

The recently increased activity—coupled with the potential restriction of current leaded fuel in an industry with a massive barrier to entry—could create the perfect storm for grounding aircraft. 

Before we begin, refresh yourself with this guide from the FAA entitled Leaded Aviation Fuel and the Environment, and establish a jumping-off point. Although the page is quite dated, it does contain some helpful information concerning the background of lead in aviation fuel. They mention the pathway of supplemental type certificates (STCs) “for specific piston engine and aircraft models to operate with new, unleaded aviation gasoline formulations.”

Today marks the third of my articles on the eventual sunsetting of 100LL. The first iteration came out when reports came in of certain California airports banning avgas sales. The second highlighted an approved unleaded alternative with an STC, but only on limited applications.

And suddenly, when the announcement shook the general aviation world, FLYING was there. Julie Boatman’s coverage made the announcement: A milestone in the search for an unleaded fuel replacement for 100LL avgas had been unlocked.

On September 1, 2022, General Aviation Modifications, Inc. (GAMI) received the approved expansion of the July 2021 STC. Some helicopter airframes still lack full approval; however, the engines are good to go. 

Great! We have mass approval. Now, what comes next? When will they start pumping G100UL?

Ramping Up Production

At this point, there are still more questions than answers. Instead of engaging in speculation, I went straight to the source and talked with GAMI president Tim Roehl, co-founder George Braly, and chief sidekick, their dog Moses. (OK, I didn’t specifically speak with Moses per se, but I am sure he was in the room.)

When I asked how things were going, Roehl offered, “GAMI received the FAA’s fleetwide certification, and we stand at the ready to provide the GA industry with a high octane, unleaded fuel. G100UL will offer tremendous advantages in engine maintenance and higher reliability.”

• READ MORE: GAMI Gains Avgas STC for Pistons on Unleaded Fuel

Roehl also mentioned that GAMI set up a website to try and quell the storm and answer questions owners, operators, and maintainers may have. The Q and A is in PDF format, so you can download it, share it, or post it on the wall in your hangar.

GAMI named Avfuel as their distribution partner. Together they are currently ramping up manufacturing. When they start pumping, it is critical to the industry that Avfuel maintains a continuous supply. Roehl mentioned, “One of the biggest challenges we face is forecasting volumes.”

I spoke with Marci Ammerman, vice president of marketing for Avfuel, and asked about the company’s collaboration with GAMI and their continued partnership moving forward. Ammerman replied, “Avfuel Corporation, through its sustainability products company, Avfuel Technology Initiatives Corporation (ATIC), has been working with GAMI since 2012 and other industry innovators. ATIC’s mission is to further industry sustainability product advancements, including bringing unleaded avgas to market.”

Now that the stage is set, when and where will the main event occur? The plan is to start in California, a fairly big stage and the number one state in volume. The decision by some California airports to ban 100LL is also a prominent factor in rolling out in California first. As this may occur at other airports in the Golden State, something must be ready to fill the void.  

When I inquired about the speed of delivery, Roehl advised me to expect a slow start at first, then allow the domino effect to start pumping in other regions. He assured me this evolution would not be like “Black Friday” at Best Buy.

100LL is challenging to produce and distribute; it is a boutique fuel in terms of volume, hence why there is a limited number of producers. Avfuel, Epic, Titan, and others commonly swap stock to meet the ebb and flow of their stock levels. 

Aviation fuel innovation is not widespread, and it is no wonder only a limited number of entities even attempt it. No new producers are on the horizon. Fear of negative press and the EPA keep them at bay. Some reports of an endangerment finding and pushing the 100LL ban out to 2030 have been making the rounds. Even now, as GAMI has approval, a total replacement of 100LL by 2030 would “be a challenge.”

Additionally, Europe is on the brink of banning tetraethyl lead (TEL), the chemical which adds lead to 100LL fuel. Distributors can still import blended 100LL fuel but at a very high price. At press time, the European Union Aviation Safety Agency (EASA) is evaluating the G100UL STC.

G100UL has no toxic chemicals nor organometallic additives (like TEL in 100LL). Scavenging agents, such as the ethylene dibromide required to try to scavenge the deposits formed by the TEL in 100LL, are also not found in GAMI’s product. Another thing missing is MMT (methylcyclopentadienyl manganese tricarbonyl), another organometallic additive with both engine deposits, as well as health and environmental concerns. 

When the transition occurs, converting to G100UL will be seamless. Operators will not worry about separate tanks nor exhausting their supply of 100LL; the new unleaded fuel can store in the same tanks as legacy avgas.

G100UL offers additional benefits. The result of going unleaded is a cleaner fuel burn, no deposits forming in the combustion chamber, and no fouled plugs. All of the above spells reduced maintenance. Trust me; you will appreciate the reduction when you see my maintenance labor total on your next shop bill.

Preparing for Launch

Although they are not pumping G100UL yet, they are ramping up and preparing for launch. Early estimates show a March or April initial rollout focused on a limited number of airports in California. GAMI intends to utilize the existing distribution network.

Avfuel and GAMI will issue a license to produce G100UL. Production and distribution will be in multiple locations based on demand. G100UL does not need a refinery

My colleague Jonathan Welsh continues to follow the avgas saga, including the $10 million funding for an unleaded alternative to 100LL. Eliminate Aviation Gasoline Lead Emissions (EAGLE) hopes to eliminate leaded avgas by the close of 2030.

The future is now, and the industry has never been closer to a sustainable unleaded alternative to 100LL avgas than it is today. That said, it will be logistically impossible to convert significant numbers of aircraft quickly. 

The feds continue highlighting their avgas initiative, including the sub-section, “Getting the Lead Out.” Although they do not mention GAMI or G100UL by name, like the page on lead in aviation fuel, the statement references the STC process.

STCs for the G100UL are now available at G100UL.com, and GAMI encourages early adopters to help us fund the initial production streams. Signing on early will provide much-needed capital and assist with production costs and logistical issues.

September 1, 2022. The beginning of a new era. Remember that date; it could end up on someone’s #OTD one day.

The post G100UL Avgas Replacement Set to Soon Hit Pumps appeared first on FLYING Magazine.

This NOTAM can cause a pilot to adjust their flight plan quicker than a building thunderstorm. It can also activate the rumor mill, resulting in waves of social media posts which may or may not be based in fact. This is particularly true when it involves jet-A and the impact that the lack of it can have on Part 121 commercial operations.

Over the weekend, thick fog in the Gulf Coast delayed the sailing of a tanker that was bringing jet fuel to the Orlando International Airport (KMCO). The Twittersphere erupted with concerns about flights being canceled over the lack of fuel.

“We are not out of fuel. We have not seen a major impact,” stated Carolyn Fennell, senior director of public affairs and community relations at Orlando International Airport. “The trucks are moving and delivering fuel now. The delay in fuel delivery is related to maintaining the reserve supply and at this time has had no major impact on flight cancellations or airport operations.”

Ops Update: Weather issues along the Gulf Coast had prevented reserve supply delivery of jet fuel at MCO. The weather has lifted and ships have departed. If flight disruptions occur, airline contingency plans are currently in place. Thank you for your patience.

— Orlando International Airport (@MCO) December 11, 2022

Fennell noted that the concerns over flight delays and cancellations may have been triggered because of the amount of traffic that MCO handles, “more than 1,000 aircraft operations daily,” she said.

“Due to this volume, the amount of jet fuel needed daily at MCO is greater than other airports in the state,” Fennell said. “Both the delay in fuel for reserves and the volume of flights have impacted the reserve supply. The airport has taken proactive steps to offset a bigger deficit in its reserves, including trucking in fuel for the past few days. 

“Additionally, the Orlando International Airport Fuel Consortium, which oversees and manages the aviation fuel for the airport, on Friday requested all airlines to have additional fuel on flights coming to Orlando to minimize the amount needed on return flights,” she added. “Some airlines may opt to make stops to fuel. Each airline makes its own decision depending on individual schedules and crews with safety and efficient operations as priorities.”

Airline Contingency Plans

United Airlines is one carrier that heeded the airport’s warning.

“Because of a shortage of fuel in Orlando that impacted multiple airlines, we added planned fuel stops on Sunday and Monday for a few flights from Orlando,” a United spokesperson told FLYING. “We expect to operate our full schedule to get our customers to their destinations as planned.”

The air carrier noted the fuel stops are made after departure from MCO.

Meanwhile Alaska Airlines, which has flights to Orlando departing daily from Seattle, Portland, Oregon, San Francisco, and San Diego, told FLYING: “We’re carefully monitoring fuel supply and have contingency plans in place should we need to add planned fuel stops for flights returning to the West Coast.”

Delta Airlines replied “While Delta continues to work measures in concert with aviation stakeholders and authorities, we do not expect any operational impact related to jet fuel availability at Orlando International Airport.

As service consideration for our customers who may prefer to move existing booked travel to a later date without facing a difference in fare, we are allowing that per the terms and conditions noted on delta.com.”

Fuel Shortages at the GA Level

General aviation is not immune to weather-delay fuel shipments. All it takes is a freeway blocked by snow and ice, or a mudslide to delay a fuel truck, a power outage at an airport or an equipment malfunction to temporarily shut down fueling operations.

Airport managers and operations staff are in charge of making sure NOTAMs are issued advising the flying public of the temporary lack of fuel. The fuel pumps are also coned off, INOP (inoperative) placards are placed, and, depending on the length of the shut down and sophistication of the airport, emails may be sent to airport tenants notifying them of the situation.

Once the fuel truck arrives and unloads, it may take a few hours before the fuel is accessible, as the fuel put into the tanks needs time to settle. For example, for every foot of 100LL added to a fuel tank you need to wait 15 minutes before putting that fuel into an airplane.

Use Your Smartphone to Find Fuel

Finding fuel used to mean making lots of telephone calls. These days there are multiple apps available that allow a pilot to access information about FBOs and airports—and fuel services provided, along with pricing, are a big part of that.

If an app is not your thing, airnav.com provides information about airports including fuel, with telephone numbers for more information.

The post Potential Jet Fuel Shortage Triggers Airline Planning appeared first on FLYING Magazine.

Answer:

Knowing how to refuel an aircraft is an important skill for any pilot to have, so much so that it is included in the syllabus under the heading of “servicing aircraft.” Self-serve fuel has been around for decades, but if you have been flying in a place that uses line service, it is not surprising that you haven’t had the opportunity to learn how to do it.

There are steps to take in a particular order when self-fueling an aircraft.

1. Bring the aircraft to the fuel pump; be careful about wingtips colliding with poles or the pump frame. It’s often a good idea to walk the airplane using a tow bar.

2. Make sure you are using the correct fuel. There are placards on the fuel pumps, and there should be on the aircraft as well.

3. Attach the grounding cable to an unpainted surface of the airplane. Usually the grounding is made with an alligator-style clip. This is done to dissipate any static charge. Make sure the cable is not so taut that it could detach during the operation.

4. If you are refueling a high-wing airplane, use a ladder placed next to the wing rather than the strut steps because hauling the fuel hose up the wing can throw you off balance.

Pro-tip: before you start refueling, use the pipette to determine how many gallons of fuel remain in each tank. Unlike automobile fuel stations, some aircraft fuel stations do not have an automatic shut off feature. Also, it’s less expensive to put in a set amount for fuel required when you use a credit card; for example, 16 gallons—8 on each side—as opposed to the “Fill up” option, as this can automatically ding your card for prepayment in the neighborhood of several hundred dollars.

5. Take the fuel hose out of the holster and walk to the side of the aircraft that is the farthest from the pump. Do not put the nozzle on the ground if it can be avoided, to prevent the transfer of dirt into the fuel tank.

6.  Go to the credit card kiosk and follow the prompts to get the fuel flowing. When you get the “Pump Ready” message, go back to the pump, flip the lever, and begin the operation. 

Pro-tip: don’t allow the fuel hose or nozzle to bang against the airplane as you refuel.

7. When fueling is complete, be sure to re-attach the fuel caps, then repeat the process for the other tank(s), if applicable.

8. At the end of the fueling process, shut off the fuel pump, carefully replace the hose, put the ladder back if you used it, remove and replace the static line, then go to the kiosk and get your receipt.

9. Since most fuel contamination happens during the refueling process, if you are heading back out, gently rock the wings to allow any contamination to move to the lowest point of the tank (where the sump is), give it a few minutes to settle, and then sump the fuel just like you do during preflight.

• READ MORE: Ask FLYING: How Can I Get a Special VFR?

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The post Ask <i>FLYING</i>: Do I Need To Learn How To Refuel My Airplane? appeared first on FLYING Magazine.