Aviation Link: Air Frames Alaska

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Inospec Specialist to Meet With Concerned Aviators About Avgas Options

Anchorage, AK (Jan.4, 2012)--A fuel additive specialist from England will meet with members of the Alaska aviation industry and concerned aircraft owners on Tuesday Jan. 10 at 4 p.m.at the Alaska Aviation Museum at Lake Hood.
    John Eason the Western Regional Performance and Marine Manager for Innospec will be in Anchorage for discussions about diesel fuel additives to Ultra Low Sulfur Diesel but has acknowledged that will meet with Alaska aviators on Tuesday.
    Innospec is said to have additives that may offer an option for Alaska pilots and aircraft owners if and when the current 100 Low Lead Aviation fuel is discontinued.The Environmental Protection Agency is targeting 100 Low Lead for its lead content.
    According to the EPA on October 15, 2008, EPA substantially strengthened the national ambient air quality standards (NAAQS) for lead, finding that serious health effects occur at much lower levels of lead in blood than previously identified. The EPA has studied airports and will submit its finding which could lead to the discontinuation of the 100 Low Lead fuel in the near future.

Fuel Additive Specialist Headed to Alaska

Anchorage, AK(Jan. 2, 2012)--An official from Innospec Fuel Specialities will be visiting Alaska on Jan. 9, 2012. 

John Eason the Western Regional Performance and Marine Manager for Innospec will be in Anchorage for discussions about diesel fuel additives to Ultra Low Sulfur Diesel.

Innospec an international company that produces specialty chemicals, fuel specialties, active chemicals and octane additives..
As a side issue Eason may meet with local fuel industry experts to discuss the issue of 100 Low Lead Aviation fuel and the performance guidelines of aviation engines using a fuel additive that may meet the EPA regulation standards.
More information on this will be published in an upcoming post this month.

Price of AvGas increases in Alaska

Sept. 01, 2011-

The current price for AvGas (100 Low Lead) in Alaska has risen to:
Average price per gallon= $6.59
Minimum price per gallon=$5.17
Highest price per gallon   =$11.00

For more information on Arctic fueling go to:http://www.colvilleinc.com/fuel.html

AOPA on the AVGAS issue: Lycoming's Approach

AVGAS AND ENGINES: LYCOMING’S APPROACH

How are the engine manufacturers preparing for the eventual transition to an unleaded avgas? AOPA posed some questions to Lycoming Engines about the company’s approach to the challenge.

AOPA: What is your primary focus in considering a transition to unleaded avgas?

Lycoming: Flight safety is Lycoming’s top consideration and is at the forefront of our call for a 100 octane replacement fuel. Flying an aircraft is an inherently complex and demanding activity. An airplane works because it is designed as a system which involves (a) the fuel, (b) the engine, (c) the propeller, (d) the aircraft, (e) the pilot, and (f) the mechanic. A malfunction in any one of these elements can affect flight safety.

Few flight safety inputs are more important than the fuel that allows engines to create and maintain the power needed by the aircraft for predictable flight performance. Without a 100 octane replacement fuel, many legacy and current production aircraft will be unable to operate in the same entire flight envelope for which they were designed. This impact to the aircraft performance window is why—in Lycoming’s viewpoint—the aviation fuels issues are directly related to flight safety.

AOPA: How are you organizing internally to respond to the eventual transition to unleaded avgas?

Lycoming: We are engaged on this subject at several levels. In general, we have been anticipating a change for some time, thus have tried to remain as flexible as possible with our fuel approvals, as evident in our Service Instruction 1070Q. Here are three key categories of effort.

• First, we're working to build out our understanding of the relationship between our engines and unleaded fuels based on almost 20 years of data. Many Lycoming engine models have been approved to run on unleaded aviation grade fuels since 1995. This was made possible by the materials and component designs used in our engines combined with more than two decades of service history—and that data history is part of our baseline for taking steps for a next generation avgas.
• Second, we have a public component to our strategy. We have provided the FAA with engines and component parts, as well as engineering support, to assist with the evaluation of potential future, unleaded, fuels; and we have moved Lycoming to a much more public stance via our ongoing fuels education campaign and our commitment to unbiased, independent fuels research.
• Third, we are introducing new engine technology. In addition to their many other advanced features, the iE2 integrated electronic engine, now flying in the Lancair Evolution, and 233 series light sport aircraft engine are both capable of operating on lower octane unleaded fuels.

AOPA: From an engine manufacturer’s perspective, what do you see as the greatest technical challenge in a single-fuel solution for a future unleaded avgas?

Lycoming: There are a number of challenges that will need to be addressed, and focusing on the technical aspects is only one dimension of the problem. So let’s assume—and it is a big assumption—that the market demand has been established for a 100LL equivalent and that the necessary capital investment has flowed to the innovators to make their processes economical. It has now been demonstrated that you can get to “100LL performance” without TEL (tetraethyl lead) via multiple paths.

The greatest technical challenge appears to be mitigating potential materials compatibility issues on legacy aircraft.

While this may seem to be a daunting challenge on the surface, one of the most rapidly advancing fields in engineering has been in the materials science area. Lycoming believes that there is a high probability that any materials compatibility challenges could be resolved within the natural maintenance life cycle of equipment. It is also the reason why we point out that we need to identify a solution in the next one to two years in order to be able to have 10 years for a roll-out without major economic impact.

Aug. 27 "Today" is the deadline for comments on the 100Low Lead Avgas issue

Please be advised that today Aug. 27, 2010 is the deadline for comments to the EPA about how a ruling restricting the use of 100 Low Lead Avgas will affect future aviation operations in the U.S.

Comments specific to Alaska (and the U.S. in general) need to be addressed in addition to those in the Lower-48 Please see previous posts as to how to comment on this issue.

Stevens flight an irony of errors? - Anchorage Aviation Community

Stevens flight an irony of errors? - Anchorage Aviation Community

Stevens flight an irony of errors? - Anchorage Aviation Community

Stevens flight an irony of errors? - Anchorage Aviation Community

Alaska Sen. Murkowski comments on potential impacts if EPA regulates Avgas

WASHINGTON, D.C. –( July 22,2010)- U.S. Sen. Lisa Murkowski, R-Alaska, has called on the Environmental Protection Agency (EPA) to ensure that any new regulations on leaded aviation fuel under the Clean Air Act are implemented in partnership with the Federal Aviation Administration (FAA) and aviation stakeholders and that no changes be implemented until an alternative aviation fuel can be developed and tested.

The EPA has formally begun a regulatory process under the Clean Air Act which may result in standards mandating that the aviation industry transition to unleaded aviation gasoline, or avgas.  The EPA has issued an advance notice of proposed rulemaking (ANPR), providing an opportunity for the general aviation community to comment on this possible new environmental standard and the development of a plan for potentially transitioning to unleaded fuel. Murkowski submitted comments as part of the ANPR calling on the EPA to develop a substitute to leaded-gasoline and to test any developed alternatives in Alaska.

These potential regulatory changes, if implemented by the EPA, would primarily affect piston-driven aircraft engines. In Alaska, there are more than 10,000 registered piston engine aircraft, many of which serve as the primary mode of transportation and source of goods and supplies for many Alaskans and are vital to the transportation, recreational and survival needs of numerous communities. A change in this regulation could result in approximately 30 percent of Alaska’s piston engine fleet requiring engine modification or being grounded completely due to a switch to unleaded fuel.

“Aviation is a basic mode of transportation and the small general aviation aircraft is the equivalent of the minivan for a family in bush Alaska,” Murkowski wrote in her submitted comments.

Should the EPA move forward to implement changes requiring private aircraft to shift from leaded aviation gas to unleaded before the development of an alternative fuel for aircraft engines, Murkowski said the changes could result in  severe economic and social impacts to communities across Alaska as aircraft owners are forced to modify or even replace their engines in order to meet new EPA regulations.

“Over 95 percent of Alaskan aircraft are piston engine aircraft that burn leaded aviation fuel. Without these aircraft and their ability to access these rural and oftentimes remote communities, thousands of Alaskans could face extraordinarily negative socio-economic problems,” Murkowski wrote.

Murkowski also stressed the need for the EPA not to enact broad policy changes on the use of leaded aviation fuel without jointly working with the FAA and without a consensus of members of the aviation community who manufacture, service and operate aircraft engines using leaded fuel. 

Sen. Begich making pitch for GA aircraft and 100 Low Lead Av users

http://www.aopa.org/advocacy/articles/2010/100713begich.html

A premature regulation of lead emissions from aviation fuel could have negative effects on the piston general aviation fleet across the nation. But GA-dependent communities in Alaska especially have a lot at stake, Senate General Aviation Caucus Co-Chair Mark Begich (D-Alaska) told the Environmental Protection Agency July 8, 2010.

The impacts of a phaseout of lead from avgas would be magnified in Alaska, Begich wrote in a letter to EPA Administrator Lisa Jackson. Begich explained the potential impact of regulations on avgas, called for the FAA to invest resources in developing an unleaded alternative to 100LL, and asked the agency for an additional extension to the comment period on an advance notice of proposed rulemaking so that Alaskans would have more time to review the document and comment.

“The EPA should not phase out or eliminate 100LL until a suitable replacement is found,” Begich wrote. “A suitable substitute fuel should be affordable and should not require costly or impractical engine or airframe modifications to the in-use piston engine fleet.”

The transition to an unleaded avgas presents significant challenges, he added. The FAA, working with the aviation and petrochemical industries, must direct additional resources in an effort to find a replacement fuel, Begich wrote. A general aviation avgas coalition, including AOPA, the American Petroleum Institute (API), the Experimental Aircraft Association (EAA), the General Aviation Manufacturers Association (GAMA), the National Air Transportation Association (NATA), the National Business Aviation Association (NBAA), and the National Petrochemical and Refiners Association (NPRA), has similarly called for FAA leadership and dedicated funding to address the avgas issue.

The issue of leaded avgas is particularly important to Alaska, Begich noted. The state’s expansive geography and limited road infrastructure results in it having six times more pilots and 16 times more airplanes per capita than the rest of the country, he wrote.

“Most of Alaska’s rural communities are served by shorter gravel airstrips which cannot accommodate larger jet aircraft. Because of these logistical limitations, general aviation and air taxis are a critical component of commerce and are the prevalent method of transporting people, goods, and mail to Alaska’s roadless communities. When Alaskans in a remote village require medical treatment at a hospital, most frequently they travel to a larger community via piston engine aircraft,” Begich wrote.

Because of the potential impact on Alaska, Begich asked the EPA to extend the deadline for comments on its advance notice of proposed rulemaking (EPA-HQ-OAR-2007-0294-0100) regarding lead emissions from aviation until Oct. 31. The avgas coalition previously requested a 120-day extension on the comment period but was granted 60 days, so the extension Begich requested would make the deadline the same as what the coalition initially requested. Summer is the busiest time of year for Alaska’s aviators, he wrote, so the additional two months would allow them more time to review the proposed rulemaking and comment.

Begich urges EPA consideration of negative impact to Alaska

Press Release issued by Sen. Mark Begich on July 8   

Expressing deep concern for the potential negative impact on Alaska, U.S. Sen. Mark Begich has submitted formal comments to the Environmental Protection Agency (EPA) regarding a proposed rule which may regulate or even ban the use of leaded gas in piston engine air craft. In a letter to EPA Administrator Lisa Jackson, Begich asks for the comment period to be extended to allow Alaskans an opportunity to be heard on this important issue and for the EPA to further consider the consequences in a state with over 10,000 piston engine aircraft.

“The premature regulation of leaded avgas will have a substantially negative impact on transportation, health and safety in Alaska. At this point the potential costs to Alaska associated with regulating avgas far outweigh the benefits and threaten to leave Alaska’s rural communities without a reliable means of transportation,” Begich writes.

In his letter, Begich outlines the geographic challenges of transportation in Alaska, noting the state has six times more pilots and 16 times more planes per capita than the rest of the country. He says the predominance of piston engine aircraft is a direct result of Alaska’s expansive geography and limited road infrastructure. Over 80 percent of Alaska communities have no road access and rely completely on piston engine aircraft to stay connected to the rest of the state.
“When Alaskans in a remote village require medical treatment at a hospital, most frequently they travel to the larger community via piston engine aircraft. The EPA’s regulatory announcement for the proposed rulemaking on avgas states, ‘lead is not used in jet fuel, the fuel utilized by most commercial aircraft.’ While this statement may hold true for the Lower 48 states, the vast majority of commercial aircraft in Alaska are smaller piston-driven aircraft, which use avgas,” Begich says.

While acknowledging the transition to an unleaded aviation gas is a desirable goal, Begich says the FAA and EPA need to first find a replacement fuel that will work for Alaska. With no substitute fuel for 100 Low Lead, the most common type of avgas, the EPA should not phase out or eliminate the fuel until a suitable, affordable replacement is found.

“I implore you to carefully consider the comments submitted by Alaskans who will be most directly affected by the EPA’s decision,” Begich said. “I am extremely concerned the EPA may move to regulate emission standards from piston engine aircraft through phasing out or eliminating avgas. This would have a direct and significant negative impact on Alaskans,” he said.

Begich asks the EPA to extend the comment period on this rulemaking to October 31, 2010 to accommodate Alaskans, especially aviators and small businesses, who are significantly busier in the summer months. The current deadline is August 27, 2010.

Sen. Begich is co-chair of the bi-partisan, 31-member Senate General Aviation Caucus and says he plans to hold a briefing on the avgas topic to make sure fellow caucus members are informed of the potential ramifications of the rule change on the GA community.







 

EPA notice of extension of comment period

This will be official published on 6/24/2010 at:
http://federalregister.gov/OFRUpload/OFRData/2010-15340_PI.pdf

6560-50
ENVIRONMENTAL PROTECTION AGENCY
40 CFR Part 87
[EPA–HQ–OAR–2007–0294; FRL–9167-4]
RIN 2060–AP79
Advance Notice of Proposed Rulemaking on Lead Emissions From Piston-Engine Aircraft
Using Leaded Aviation Gasoline; Extension of Comment Period
AGENCY: Environmental Protection Agency (EPA).
ACTION: Advance notice of proposed rulemaking; extension of comment period.
SUMMARY: EPA is announcing a 60-day extension of the public comment period for the
Advance Notice of Proposed Rulemaking on Lead Emissions From Piston-Engine Aircraft Using
Leaded Aviation Gasoline (hereinafter referred to as the ANPR). EPA published this ANPR,
which included a request for comment, in the Federal Register on April 28, 2010. The public
comment period was to end on June 28, 2010 (60 days after its publication in the Federal
Register). This document extends the comment period an additional 60 days until August 27,
2010. This extension of the comment period is provided to allow the public additional time to
provide comment on the ANPR.
DATES: The comment period for the ANPR published April 28, 2010 (75 FR 22440) is
extended. Written comments must be received on or before August 27, 2010.
ADDRESSES: Submit your comments, identified by Docket ID No. EPA–HQ–OAR–2007–
0294, by one of the following methods:
2
• http://www.regulations.gov: Follow the on-line instructions for submitting comments.
• E-mail: a-and-r-docket@epa.gov.
• Fax: (202) 566-9744.
• Mail: Environmental Protection Agency, Mail Code: 6102T, 1200 Pennsylvania Avenue,
NW., Washington, DC 20460. Please include two copies.
• Hand Delivery: EPA Docket Center (Air Docket), U.S. Environmental Protection
Agency, EPA West Building, 1301 Constitution Avenue, NW., Room: 3334 Mail Code: 2822T,
Washington, DC. Such deliveries are only accepted during the Docket’s normal hours of
operation, and special arrangements should be made for deliveries of boxed information.
Instructions: Direct your comments to Docket ID No. EPA–HQ–OAR–2007–0294. EPA’s
policy is that all comments received will be included in the public docket without change and
may be made available online at http:// www.regulations.gov, including any personal information
provided, unless the comment includes information claimed to be Confidential Business
Information (CBI) or other information whose disclosure is restricted by statute. Do not submit
information that you consider to be CBI or otherwise protected through http://
www.regulations.gov or e-mail. The http://www.regulations.gov Web site is an ‘‘anonymous
access’’ system, which means EPA will not know your identity or contact information unless
you provide it in the body of your comment. If you send an e-mail comment directly to EPA
without going through http:// www.regulations.gov your e-mail address will be automatically
captured and included as part of the comment that is placed in the public docket and made
available on the Internet. If you submit an electronic comment, EPA recommends that you
include your name and other contact information in the body of your comment and with any disk
or CD–ROM you submit. If EPA cannot read your comment due to technical difficulties and
3
cannot contact you for clarification, EPA may not be able to consider your comment. Electronic
files should avoid the use of special characters, any form of encryption, and be free of any
defects or viruses. For additional information about EPA’s public docket visit the EPA Docket
Center homepage at http://www. epa.gov/epahome/dockets.htm. For additional instructions on
submitting comments, please refer to the SUPPLEMENTARY INFORMATION section of the
advance notice of proposed rulemaking document.
Docket: All documents in the docket are listed in the http://www.regulations.gov index.
Although listed in the index, some information is not publicly available, e.g., CBI or other
information whose disclosure is restricted by statute. Certain other material, such as copyrighted
material, will be publicly available only in hard copy. Publicly available docket materials are
available either electronically in www.regulations.gov or in hard copy at the EPA Docket Center,
EPA/DC, EPA West, Room 3334, 1301 Constitution Avenue, NW., Washington, DC. The Public
Reading Room is open from 8:30 a.m. to 4:30 p.m., Monday through Friday, excluding legal
holidays. The telephone number for the Public Reading Room is (202) 566–1744, and the
telephone number for the Air Docket is (202) 566–1742.
How Can I Get Copies of This Document, the Advance Notice of Proposed Rulemaking,
and Other Related Information?
The EPA has established a docket for this action under Docket ID No. EPA–HQ–OAR–2007–
0294. The EPA has also developed a Web site for aviation, including the ANPR, at: http://
www.epa.gov/otaq/aviation.htm. Please refer to the ANPR for detailed information on accessing
information related to this notice.
FOR FURTHER INFORMATION CONTACT: Marion Hoyer, Assessment and Standards
Division, Office of Transportation and Air Quality, 2000 Traverwood Drive, Ann Arbor, MI
4
48105; telephone number: (734) 214–4513; fax number: (734) 214–4821; e-mail address:
hoyer.marion@epa.gov.
SUPPLEMENTARY INFORMATION:
Background: In the ANPR, EPA described and invited comment from all interested parties on
the data available for evaluating lead emissions, ambient concentrations and potential exposure
to lead from the use of leaded aviation gasoline (avgas) in piston-engine powered aircraft. The
ANPR is one of the steps EPA has taken in response to a petition submitted by Friends of the
Earth (FOE) requesting that EPA find endangerment from and regulate lead emitted by pistonengine
aircraft, or if insufficient information exists, to commence a study. In addition to
describing and inviting comment on the current data, the ANPR also describes considerations
regarding emission engine standards and requests comment on approaches for transitioning the
piston-engine fleet to unleaded avgas.
Extension of Comment Period: EPA received requests for an extension of the ANPR comment
period that are available in the docket for this rule (EPA-HQ-OAR-2007-0294). After
considering the requests, EPA has determined that a 60-day extension of the comment period
would provide the public adequate time to provide meaningful comment on the ANPR.
Accordingly, the public comment period for the ANPR is extended until August 27, 2010. EPA
does not anticipate any further extension of the comment period at this time.
Dated: June 18, 2010
Gina McCarthy,
Assistant Administrator, Office of Air and Radiation.

EPA reported to have granted a 60-day extension on ANPRM comment period

ANCHORAGE, ALASKA-(June, 22, 2010)--Staffers inside of U.S. Sen. Lisa Murkowski, R-AK office have reported that an extension to the Environmental Protection Agency's public comment period on an Advanced Notice of Public Rule Making about the future use of 100 Low Lead Avgas has been extended.

According to a Washington D.C. staffer who met with government affairs officials with the Aircraft Owners and Pilots Association on Tuesday, a 60-day extension was granted to allow further comment on how banning the fuel would affect the aviation industry.

The Alaska delegation, Sen. Murkowski, Sen. Mark Begich, Congressman Don Young, R-AK and the AOPA petitioned the EPA for the extension in May.

The comment period was previously scheduled to terminate on June, 28, 2010. See other posts on this blog for additional information that details the issue from an Alaskan aviation perspective.

When more information or press releases are available they will be posted on this blog site.

User group joins AvGas fray

Here is the link for the government information on the EPA's proposal: EPA ANPRM

The story as reported by AVmail: AVmail_LettersToTheEditor

The PA-46 group has entered the EPA 100LL Avgas fray not trusting the wheels at AOPA and EAA to do the job. Please read the letter from Jonathan Sisk, President, MMOPA Board of Directors

Alaska bush pilot speaks on 100 LL fuel ban.wmv

Alaskans for AVgas Dickens_0002.wmv

AlaskansforAvgasLars.wmv

AVWEB offers survey

Anyone interested there is a survey on the AVweb web site. Please take the survey and comment about what you see missing here for Alaskan pilots and their aircraft. http://www.avweb.com/blogs/insider/AVwebInsider_Fuelsurvey_202569-1.html

How to comment on EPA Advanced Notice of Proposed Rule Making

EPA comment information--Remember to comment before June 28, 2010


Got to this link:EPA-HQ-OAR-2007-0294 or this one if you get lost:


 http://www.regulations.gov/search/Regs/home.html#submitComment?R=0900006480aeda94


In the search bar type in the above Docket Number, scroll down and then look at the top of the page and click in the box to comment directly. 


Cut and paste or upload your comment (2000) words maximum.


Submit your comments, identified by Docket ID No. EPA-HQ- OAR-2007-0294, by one of the following methods: http://www.regulations.gov: Follow the on-line instructions for submitting comments. 
Or  E-mail: a-and-r-docket@epa.gov. 


Fax: (202) 566-9744. Mail: Environmental Protection Agency, Mail Code: 6102T, 1200 Pennsylvania Ave., NW., Washington, DC 20460. If you mail---Please include two copies