Avionics News July 2022 - 40

A 2030 DEADLINE TO REPLACE 100LL
Continued from page 39
" Dr Pritchett led a study at the National Science
Foundation that triggered the whole EAGLE program, "
Lawrence said during a video conference media briefing
after the two-day EAGLE meeting.
In its conclusions, the National Academies report
stated, " While a lead-free, high-octane (100-plus) avgas
to fully replace leaded avgas for the entire fleet without
requiring changes to aircraft or their engines would be
ideal, it faces many challenges that more than 25 years
of research into hundreds of fuel formulations has not
yet been able to address. While several fuel suppliers
are actively trying to develop such a fuel, their prospects
for success could not be assessed directly in this study
because the fuel formulations and testing results are
proprietary. It is uncertain when such a fuel can be
developed, tested, and accepted, and the costs associated
with its adoption and use are not known, nor are the
challenges of deploying it at airports across the country. "
In an email, Pritchett, who is a licensed pilot in
airplanes and sailplanes, noted the study she chaired
included mitigation actions that should be taken at
airports to protect the workforce from lead exposure. She
wrote, " Growing up, I was taught that 100LL was a great
solvent for cleaning parts, and I have splashed (a lot
of) fuel on myself refueling and working at airports. It
turns out that is not a good thing, and the fuel on clothes,
taken home and washed in the family laundry, actually
spreads to them, too. So some of our recommendations
are for shops. The more we learn about lead, the more
we know you don't want the liquid on your skin, to get
the fumes on your clothes or in the family laundry, and
not to be breathing in the dust on spark plugs and inside
cylinders when working on an engine. "
AOPA's Baker, who was at the press briefing after
the two-day EAGLE event, said, " I've often said that if
this was an easy thing to do, it would have been done
already. " Lawrence noted the switchover to sustainable
fuel for jets was easy by comparison because of the
similarity to the petroleum derived fuel it was designed
to replace.
Baker said aviation stakeholders need to
communicate more effectively with the public on the
safety implications and complexities involved in the
changeover, even though there is now a sense of urgency.
In an effort separate from EAGLE, AOPA and GAMA
are organizing the avgas coalition. It already has more
than 100 members including the Experimental Aircraft
Association, National Business Aviation Association,
40 avionics news * july 2022
Cirrus Owners and Pilots Association, the American
Bonanza Society, and the American Petroleum Institute
- to name a few. It is modeled after what AOPA did with
the BasicMed and ATC privatization issues and will keep
parties informed of the latest developments in EAGLE.
One indication of how complicated it will be to
get fleetwide approval of unleaded 100-octane fuel
is a comment at the EAGLE meeting by a propeller
manufacturer. Lawrence said the specialist pointed out
how the vibration levels in a propeller may be affected
by new fuel that would change the longevity of the
prop. After all, the engines and propellers have all
been optimized to run on leaded fuel. This is the type
of feedback needed that goes beyond just certifying an
engine for a new fuel, Lawrence said to the media.
Another issue is that the average age of aircraft in the
general aviation fleet is 50 years. " And so now we're
looking at material compatibility with a sealant that was
used in 1950, " Lawrence said. And while PAFI continues
and its protocols will be used, " PAFI doesn't say whether
oil companies find it a viable product or whether the EPA
has reviewed it, " he added. " So now we're bringing in
additional people and different perspectives that we need
in order to have a fuel replacement. "
Regarding getting new fuels approved by STC,
Lawrence said it would be possible to get an approved
model list STC and list every make and model of aircraft
ever built. " But that doesn't get you the approval of
Exxon Mobil, Phillips and everybody else for them to
produce it through their system, and that is what EAGLE
does. It brings us together and allows us to get that
information as well. " Lawrence noted that distribution
has to go not just to airports in the United States but
also to those in Canada, Mexico, the Caribbean and
worldwide. In addition to all this, the FAA has to put in
place the regulatory structure that is going to allow the
fuel transition to happen.
Lawrence also said that just because a new fuel
doesn't have lead in it, there may be other additives that
may be a different type of contaminant under EPA rules.
There has to be a process to address this.
" Eight years (until the 2030 deadline) seems like a
long time, but the automotive transition took a 10-year
period back in the 70s and 80s, so in that context eight
years is not a lot, " Haines said. He added the industry
and the FAA wouldn't be signing up for EAGLE if they
thought the deadline could not be met. " Of course, new
legislation could come along that says, wait a minute,
we're not going to ground all of these aircraft, " he said.
" And so an extension could be granted either by the EPA
or Congress to extend the deadline beyond 2030. " q
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