As all pilots know, you go to Oshkosh to find out what is new in aviation. But if you want to know what’s new in aviation fuels, you go to an ASTM meeting.

ASTM is the organization that is in charge of the specifications for just about everything. If you buy a gallon of Jet A almost anywhere in the world, it will be certified to meet the ASTM D-1655 specification requirements. Likewise, if you buy a gallon of 100LL, the list of tests and the limits that the fuel must meet are defined by the ASTM D-910 specification.

The other part of this is if you have an aircraft that is certified on 100LL specification fuel, you must use only fuel that meets this specification, or use a fuel that has been STC’d for your aircraft.

This means that if a new unleaded fuel is introduced, an ASTM specification must be created to “define” what the new fuel is and what specifications it must meet.

So what is the industry working on?

No surprise, it is working on a specification for a 94 minimum lean rating fuel that looks a lot like the present 100LL fuel, only without the lead.

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Lately, I’ve received a lot of e-mails from readers asking about the environment and the effect of internal combustion engine exhaust on our climate.

One factor is the effect of CO2 on the environment. My understanding is that CO2 is relatively harmless and naturally occurring.

To try to better understand the latest concern about CO2, I contacted a couple of “experts” who work in the environmental area. I found the answers fascinating and wanted to share them, but when I asked permission to quote them, the answer was absolutely NOT. When I asked why, they answered that they are in the research business and do not want to risk losing a grant from either side of the problem.

In other words, “what answer do you want?” has replaced “what is the correct answer?” as the guide for doing research.

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I received an e-mail from a gentleman who is a “small investor” in Swift Fuels, a group associated with Purdue University working to produce an unleaded, high-octane aviation fuel that can be made from almost any sugar-containing plant matter.

He asked that I update people on Swift’s progress, as well as took me to task for my past statements questioning some of their figures and conclusions.

First, an update. Swift Fuels has continued to test its product in engines at its facility, at the FAA test lab and at the manufacturers. It also has begun flight evaluations. As I understand it, the fuel has met all of the octane requirements and has performed well in all tests to date. I applaud their efforts and feel that they are doing an excellent job and wish them the best.

I do however have a few problems with the program.

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Frugal flying may be some sort of oxymoron, but there are a number of things pilots can do to minimize expenses.

The first and foremost is to maintain your engine and keep it on spec. A fouled spark plug or retarded mag timing can increase your fuel consumption significantly.

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I received a note, recently, from a gentleman who is completing an experimental aircraft with a Lycoming engine. He’s planning to use auto gas and wonders what precautions he should take.

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I recently received a number of notes from people who asked the same two questions: Could aircraft engine manufacturers build engines that operate safely on autogas and autogas containing ethanol and, if so, why don’t they?

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On Dec. 17, 2007, the United States Air Force flew a C-17 Globemaster III from McChord Air Force Base in Washington to McGuire Air Force Base in New Jersey on a 50/50 blend of synthetic fuel and JP-8, a traditional hydrocarbon jet fuel.

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I have been asked many times at air shows if I was the original developer of Aeroshell W oils.

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