January-February 2022 - 39

AIRPORT GURU
In order to eliminate the one-byone
risks presented at airports where
local interests seek to close airports for
fuel-related emissions, this involves
establishing federal legislation that
incentivizes suppliers and presenting
regulatory groups a feasible solution
that first maintains the integrity of the
national air transportation system.
For example, the Biden administration
has proposed a Sustainable
Aviation Fuel tax credit to help cut costs
and rapidly scale domestic production
of sustainable fuels for aviation. The
proposed tax credit requires at least a
50% reduction in lifecycle greenhouse
gas emissions and offers an incentive
for greater reductions. Other actions
include a new federal challenge to
increase production of sustainable aviation
fuels to at least 3 billion gallons
per year by 2030; up to $4.3 billion in
new and ongoing funding to support
fuel projects and fuel producers; and an
increase in research and development
activities for technologies that improve
aircraft fuel efficiency by at least 30%.
However, to achieve a complete conversion
to unleaded avgas in the U.S.,
critical supply chain issues must be
addressed to ensure alternative sustainable
aviation fuel is widely and reliably
available. At the present time, there are
very limited and undesirable alternatives
available, such as the use of low-tech
methanol or water additives and costly
diesel engine conversions.
With the Biden administration planning
to release an aviation climate action
plan in the coming months, it is critically
important that any future deployment of
unleaded aviation gas be consistent with
aviation safety. To this end, a collaboration
of aviation industry organizations is
working to increase federal funding for
the FAA Alternative Fuels for General
Aviation program in fiscal year 2022.
Operated by the FAA William J. Hughes
Technical Center, this program has
established testing methodologies and
requirements to support an efficient
and safe fleet-wide authorization and
deployment of alternative aviation fuel.
In a letter addressed to leaders of
two Congressional committees last
November, aviation groups asked to
increase funding for the Alternative
Fuels for General Aviation program
BUSINESS AVIATION COALITION FOR
SUSTAINABLE AVIATION FUEL
from $4.96 million to $19 million, particularly
in light of federal legislators'
focus on general aviation. The letter
was signed by leaders of the Aircraft
Owners and Pilots Association, General
Aviation Manufacturers Association,
National Air Transportation Association,
Experimental Aircraft Association,
Helicopter Association International and
National Business Aviation Association.
Through its ongoing Piston Aviation
Fuels Initiative (PAFI), the FAA, fuel
suppliers and aerospace manufacturers
continue to partner on developing
high-octane, unleaded fuel formulations
that provide operationally safe
alternatives to 100LL avgas. Overall,
the PAFI includes four key elements:
1) a fleet-wide authorization qualification
test program, 2) new alternative
fuel proposals and certification, 3) the
establishment of FAA safety standards,
and 4) executing an informed and safe
transition of the general aviation fleet to
an unleaded avgas once it is approved.
Development and prescreening
testing is taking place at both private and
public facilities across the country, with
the FAA's William J. Hughes Technical
Center providing engine testing services
through Cooperative Research and
Development Agreements (CRADA)
with the individual fuel companies. The
FAA also continues to support other fuel
applicants who have decided to pursue
engine and airframe approvals that would
allow the use of their fuel formulations
via traditional certification processes.
Identifying, testing and authorizing
a fleet-wide unleaded avgas solution
remains a difficult challenge, but one
that the aviation industry is committed
to meeting. While it might seem
politically expedient to fast-track the
process of testing and adopting a new
environmentally friendly aviation fuel, it
is unwise to place short-term gain above
the long-term safety and economic
health of the general aviation industry.
The commitment of aviation industry
associations, aircraft and engine manufacturers,
fuel producers and federal
agencies to address concerns about lead
emissions from piston aircraft remains
clear. Regardless of the amount of time
and effort it may take to achieve, there
must be a smooth and safe transition to
deploying a new high-octane, unleaded
fuel that allows all aircraft to continue to
fly safely and efficiently. 
JANUARY/FEBRUARY 2022 \ AVIATIONPROS.COM / 39
http://www.AVIATIONPROS.COM
January-February 2022

Table of Contents for the Digital Edition of January-February 2022
