Yes, I know that headline is a tad cliche, but it’s true. We need each other… more than ever.
In order to survive we need pilots, aircraft, fuel and airports. To thrive, we must add pilots, produce state-of-the-art aircraft, have a steady supply of fuel, and a healthy network of airports of all sizes.
There’s been much hand-wringing over each of these needs, and lots of ink spilled on the problems and possible solutions.
One area that we’ve given voice to is fuel. While many agree a large percentage of the GA fleet can operate on unleaded, ethanol-free mogas, the national infrastructure isn’t there yet. We need 100LL until a lead-free alternative can safely power the aircraft that need it.
Agree — or not — with the Piston Aviation Fuels Initiative (PAFI), the goal is a lead-free replacement to 100LL avgas. From the PAFI website:
We [FAA] are working with the aircraft and engine manufacturers, fuel producers, the EPA and industry associations to overcome technical and logistical challenges to developing and deploying a new, unleaded fuel.
“The FAA continues to work with EPA to make this a smooth transition and to ensure the supply of aviation gasoline is not interrupted, and that all aircraft can continue to fly.”
That second sentence is interesting.
But did you ever think of Innospec’s perspective of the 100LL replacement dialogue? Who’s Innospec? Oh, just the last maker of tetra-ethyl lead (TEL) on the planet.
Innospec approached me a few months ago with the idea of sharing a document they produced with General Aviation News readers. After some back-and-forth we — both General Aviation News and Innospec — agreed a paid advertisement would be the best option to tell Innospec’s story. That ad appears in our latest print issue and can be read in the digital edition of the July 20 issue.
I’ve never written an editorial that encourages everyone to read an ad, but this is a unique situation, given Innospec’s importance to the industry. From the ad:
Innospec has often been asked by the aviation industry to provide assurance of continued supply of the TEL. In the past, we have always been willing to do this. In reality, as time progresses, we find ourselves facing a potentially awkward situation, where TEL is still needed by the industry, but could be no longer commercially viable, due to TEL production economics.”
While PAFI, the FAA and others are focused on finding the “drop-in replacement,” Innospec is focusing on the “smooth transition” to the next, non-TEL fuel.
We invite the Industry, FAA, PAFI or any other parties to the table to engage in a discussion around a planned transition.”
I should think moving a few chairs around to make room for one more shouldn’t be difficult. After all, we’re all in this together.
We have a lot in common, I’m 77.
we have over 100 years of experience between us. If we can energize more people we can overcome the Washington B.S..
Your involvement with the aviation community is to be proud of.
Fair Winds & Blue Sky’s
Roy
Unfortunately, cost never seems to be a part of the consideration for the “drop in replacement” fuel. No doubt, the newer fuel will cost more than 1000LL, which is already grossly overpriced.
JS
Because the volume of aircraft/pilots flying has decreased do to the 3 class physical, and the limited supply of LS aircraft available, the fuel volume is way down. Switch to the Drivers license parameters
will increase the amount of fuel used, then other refineries will start competing for share of the market, then the price will go down.
I have 55 years in the aviation community have partnered in a Very successful Aviation Charter Co.
I have held titles of Chief Pilot, Aircraft Owner, and operator of SEL, Gas, Turbine, and Jet Aircraft. I have personally operated as PIC & FO around the world. My comments will be short and sweet.
1. Pilots
No matter how fast the flight schools turn out new pilots the whole system is operating on the back side of the power curve. Do away with the 3 CLASS PHYSICAL and you have reactivated the GA numbers.
Instead of limiting operations you have reactivated most of the most popular aircraft and pilots in the USA. Up through the 6 place SEL & MEL that are now taking up residency at most airports would be usable.
2. Fuel
The fuel cost would go down because of the increased volume. The refinery cost per gal. of fuel would go down because of the increased volume of finish product, allowing the run time of the refinery to be spread across a longer time line. If you have to have abbreviate a name (PAFI) you know your not on the right track to solving the problem.
3. Airports
Airport usage would increase proportionally to the elimination of the 3rd class physical. Increase pilots increases aircraft usage. Fore flight updates the steam gauges, what can be simpler to increase utilization.
Thanks
Roy Fassel
1-760-529-5434
Further discussion
While I whole-heartedly agree with everything you have said, however you stop short of addressing the whole issue.
The costs we suffer on aircraft parts, instruments, etc. is absurdly high due to the draconian rules still in effect due to the inefficiency of the FAA.
I fly a 40 year old Grumman that is no longer in production, parts from salvage being virtually my only supply.
I need to replace one of my radios and will be facing a bill for a new one that will be many times what I could spend for a similar radio that meets ASTM but is not TSO’d. ASTM radios and avionics work quite well in Experimental and LS aircraft. Why not in certified(especially older) aircraft. Obviously the FAA does not understand that times change. When pressed they can move as they did with AOA indicators. Why did they take over two years to respond to the AOPA/EAA petition on 3rd class medicals?
Perhaps it is time to send the FAA the way of its predecessor the CAB?
Well stated Ben.
Also… Mr. Lawn, you have zeroed in on the real issue, completely failed obsolete, and draconian policies and rules of the FAA, driven by political concerns and lack of understanding of the aviation industry, from Cubs to B787s and A350s to UAVs and F16s.
That is the fundamental issue that is unnecessarily driving up GA costs, and restricting capability of beneficial and lower costs. It applies to completely fouled up NextGen ATS evolution, to the fuels mess, to killing affordable GA innovation, to unnecessarily complicating certification, forcing out safe airmen by unnecessary recency requirements and overspecified medicals, to crushing highly experienced, decades successful CFIs and professional pilot ATPCs who could otherwise be instructing, by imposing utterly useless and largely irrelevant CFI certification and refresher requirements, to blocking beneficial UAV industry expansions that otherwise could entirely safely be incorporated into the airspace system if done properly, to fouling up needed military use of airspace for critically needed training, to forcing installation of useless already obsolete expensive avionics that won’t work to solve the airspace problems we face in GA, for avionics to be installed by completely unnecessary deadlines, to failing to allow for benefits of useful avionics equipment and systems that wouldn’t even have to be mandated if the proper user credits were allowed, to continuing and pushing outrageously expensive and unnecessary obsolete systems like WAAS that we don’t need and can’t afford, while pushing scientifically flawed concepts like “Detect-Sense-and Avoid” for UAVs that typically violate laws of both physics and economics, to foisting airspace wasting angular straight-in frauds like LPV on the airspace system instead of just using the vastly better and less expensive ICAO global standard RNP methods used by airlines, to over-complicating processes for STCs and 337s and logbook signoffs driving up MX costs, to driving absurd requirements into PMAs, to backing up ridiculous manufacturer service bulletins that are largely economically and product liability motivated by ADs, to forcing AC150 series implementation of expensive changes at GA airports that are utter wastes of money for GA, and are only suited or needed for places like KORD and KLAX, …and on and on and on.
So is it any wonder GA is getting crushed by FAA induced exploding “Costs” at this point, while losing pilots, FBOs, mechanics, airports, and aircraft from the fleet??? So who out there plans to buy any one of those new “ASEL wonders” for $500K to $700K, to replace their Cub, Champ, Skyhawk, Mooney, or Skylane built from ’39 to ’85, that do nearly the same thing, and instead cost about $40K to $70K, …at least until that is, the FAA gets their hands on the next round of overspecified SID requirements and ADs, or ridiculous avionics equipage requirements, like FAA’s seriously flawed, overbuilt, and outrageously expensive ADS-B, economically forcing much of our current fleet out of the sky, … perhaps even at the behest of Duluth, Wichita, Olathe, Cedar Rapid’s, or Phoenix’s finest, who still think they’re going to sell us more of this overpriced “modern” nonsense, if the FAA just turns down the screws on us a few more notches.
I have started to draft a response to you comments. I would like to address it to a least a Name.
A quick look through and I see pros and conns. I will try to get it done tomarrow.
Thanks
Roy Fassel
1-7605295434
Lawrence Lawn
I don’t want to sound like a broken record however here goes:
It started to go down hill when around 1980. New aircraft sales tanked, used aircraft sales followed suit.
Repair facilities, avionic and instrument shops closed their door, and those that stayed open started to raise their prices to compensate for the lower volume. New radios & instrument raised their prices, again due to lower volume. We have to get the road blocks out of the way, Its not that I disagree with you and Mary Fast passage of the 3rd class modification would more then double the pilot pool. Utilization of the GA rental fleet, and used aircraft owners groups would stimulate every level in the aviation community. It would revitalize airports that are presently stagnating and being closed do to non-use.
It’s time that the community of aviator get involved. Join the organization such as THE OLD BOLD PILOTS, QUITE BIRDS, ASSN OF NAVEL AVIATORS, CIVIL AIR PATROL, YOUNG EAGLES, EAA and AOPA. Find ways to generate the excitement. How many of us has sat on our pilots cushion watching TV instead of going to a flight safety meeting.
Just to qualify what I’m saying: I own a PA-38 Tomahawk, 1970’s vintage, full IFR (14,500.00),current in Annual. I partner in a hanger spot. Even with doing the annual $850.00, Cert IFR 400.00, Fuel at Oceanside airport at $5.15.. My operating cost average $45.00 per hour.
thanks for you response.
Roy Fassel
7405295434
Roy Fassel
Hmm, just to qualify what I am saying, I own a 70s vintage Grumman AA5A IFR Cheetah currently in annual, am a member of AOPA, EAA, fly Young Eagles as often as I can, have written, emailed and called my Senators and Congressmen numerous times, fly for Pilots and Paws, Lifeline Pilots, and was a member of CAP until my unit disbanded, as well as other civic flying organizations. Granted, I am only in my 70s and realize I must do more to support aviation, but do you think I am not involved?