February 15, 2011
AOPA Communications staff
The FAA has stepped up to take a leadership role in the piston fleet’s transition toward an unleaded aviation gasoline, recently chartering an aviation rulemaking committee (ARC) to advise the agency on the process. The General Aviation Avgas Coalition requested such a group, which will be composed of representatives from the piston-powered aviation industry and various offices in the FAA. The committee will be managed by senior officials in the FAA's Engine and propeller Directorate and act solely in an advisory capacity.
The ARC will be a joint government/industry committee tasked with identifying key issues relating to, and providing recommendations for, the development and deployment of an unleaded avgas. Its members will consider areas of concern that include aircraft and engine performance requirements; composition, airworthiness, and environmental impacts; production and distribution infrastructure; costs and economic issues; and how to communicate with the diverse population of avgas users.
So, what does this mean in real terms to GA pilots?
It means that the FAA, EPA, and industry are all committed to a measured pace that ensures a stable supply of 100LL while the agencies and aviation and petroleum stakeholders identify the process by which a high-octane unleaded aviation fuel standard will be approved for use in aircraft and identify tasks necessary to support a transition to an unleaded avgas.
Recent articles in ePilot Special Report: Getting the Lead Out have described the process of both the EPA and FAA having to collaborate on a complicated regulatory and technical approach to unleaded avgas. The shorthand: The EPA regulates what comes out of the tail pipe while the FAA, through airframe and engine certification, regulates what goes in the fill pipe.
Before the ARC, the FAA had been active on the unleaded avgas issue, but only at a “tactical” level--testing and reviewing new fuel technologies and engines. But with the chartering of the ARC, the FAA is taking the first institutional and “strategic” step toward an unleaded avgas solution.
According to Rob Hackman, AOPA vice president of regulatory affairs and liaison to the GA Avgas Coalition, “While the move toward an unleaded aviation fuel has been spurred by an EPA action, it is the FAA that must approve new fuels through aircraft and engine certification, ensuring they provide adequate safety. The Avgas Transition rulemaking committee is a vital early step in the journey toward an unleaded future. Its work will provide the information needed for an orderly transition.”
The committee is tasked with several priorities:
Aircraft Power and Fuel,
Aircraft Components and Gear,
Advocacy and Legislation,
This month we look at the Pitts S2-B operated by Eagle Sport Aviation in Deland, FL.
Since Reps. Todd Rokita (R-Ind.) and Sam Graves (R-Mo.) introduced the General Aviation Pilot Protection Act on Dec. 11, the pilot community has been abuzz with the possibilities of the bill that would allow pilots to use a driver’s license as a medical certificate for noncommercial VFR flights in aircraft weighing up to 6,000 pounds with no more than six seats, as long as they carry five or fewer passengers, fly below 14,000 feet msl, and fly no faster than 250 knots.
During a hastily organized webinar held Dec. 12, the FAA said it will move forward with implementing its new sleep apnea policy despite overwhelming opposition.
AOPA thanks our members for their continued support in protecting the freedom to fly.