Lycoming Engines will release Service Instruction SI-1070S in the fall, which will add 20 engines to the list of models approved for use on UL 91 unleaded avgas and bringing the total number approved to 55. With the move, Lycoming officials continue to call for UL100 as a fleetwide solution to replacing 100LL.
AVweb is reporting that some California FBOs are imposing a nickel-per-gallon surcharge on 100LL fuel sales to fund a legal defense against an environmental group that’s trying to restrict leaded avgas from the California market. The FBOs, which are part of the California Avgas Coalition, are countersuing the Center for Environmental Health (CEH) and the California Attorney General’s office.
The Aviation Fuel Club will hold the first-ever Unleaded to Oshkosh event — U2OSH — at EAA AirVenture Oshkosh 2012. U2OSH celebrates the 30th anniversary of the FAA’s first approval of lead-free autogas (aka mogas) as an aviation fuel. Any pilot who flies to Oshkosh in an airplane capable of operating on autogas will be recognized at U2OSH headquarters, the booth of club sponsor U-Fuel.
The Aviation Fuel Club has released initial results from a study that shows between 80% and 83% of the current fleet of piston engine aircraft could safely operate on autogas.
The transition to an unleaded aviation fuel is still years away, according to the final report from the FAA’s Unleaded Avgas Transition Aviation Rulemaking Committee (UAT ARC).
Aviation Training Academy (ATA) has launched its new online aircraft fueling certification training program directed at FBOs, corporate flight departments, municipalities, fueling agents, line service technicians, or anyone who fuels aircraft or has a fueling operation.
The U.S. government’s sputtering search for an unleaded fuel for piston-powered general aviation aircraft should focus on Sweden, where the stuff has been made since 1991, says Lars Hjelmberg, founder of Sweden’s Hjelmco Oil. In a report at VenicePatch.com, he contends that more than 90% of the world’s piston aircraft can safely use his unleaded fuel, called 91/96 UL.
A just-released report from the Unleaded Avgas Transition Aviation Rulemaking Committee concludes that a drop-in replacement for leaded 100LL is not available, adding that an additional six years is needed to assess possible replacements.
Last week I was watching TV when I heard a loud clap of thunder and saw a flash. This was followed by the lights going out and the very sickening sound of electronics going bye-bye from the computer desk.
The next morning the lights were back on, but the computer had sacrificed its life to protect a $4 surge protector — and with it all of my files of questions I have received for this column. I am going on my memory as to questions, and we all know that our memories are the second thing to go when we get older. I do not remember the first.
I do remember that several weeks ago I received a question from a couple who operate an FBO. They had a source of 93 R+M/2 premium motor gas that they were selling to LSA and STC’d aircraft. Then their supplier informed them that the octane quality was being reduced to 92, and then some months later, it was reduced to 91. They were wondering what they should do.
The June 2012 issue of the Cessna Pilots Association Magazine featured an article from Jim Cavanagh titled “Get the Lead Out!” The third part in a series, it dealt with alternatives to 100LL. While it includes a good review of efforts to find an unleaded 100-octane replacement, we felt the need to weigh in on the comments regarding autogas. We asked Todd Petersen, owner of Petersen Aviation, for his thoughts: