Continental: Jet-A and mogas fuel the future

In AVweb’s recent article on the acquisition of Thielert by AVIC, the parent company of Continental Motors, Rhett Ross, CEO of Continental, expressed the reality that your bloggers have reported on for the past several years: ” … Continental said it wanted multiple solutions to accommodate both a global market and a U.S. market that steadfastly refuses to decide on fuel preferences in a world market that already has: Jet A and mogas.”

While we would be the last to predict the sudden end of avgas or the probability of an affordable, drop-in, lead-free replacement for it, the impact of rising avgas prices has been addressed in most countries with multiple free-market solutions, as described in this article from April on the latest engines seen at Germany’s AERO Friedrichshafen.

It is refreshing to see a CEO like Rhett Ross of a leading aircraft engine manufacturer express agreement with your bloggers.

Flash: In news from AirVenture 2013, the RedHawk 101, a Cessna 172 Skyhawk powered by a Centurion Jet-A burning diesel, was debuted. The trend towards a Mogas + Jet-A fuel mix for the future of General Aviation has clearly reached the U.S.

Comments

  1. Kent Misegades says:

    ~115 airports have been selling mogas alongside avgas for many years, so clearly there are answers to all these questions. Mogas requires relatively small fuel systems that cost well under $50K and can be 100% financed as they will pay for themselves in a few years. Most aviation insurance companies will insure fueling for a modest sum, try Falcon Insurance in Lakeland, for instance. See the new on this blog a few days ago from the tiny Cambridge, NE airport which reports no major problem adding mogas. Call its manager Donny Sailors and ask him. 308-697-8624.

    Why do many airports with only a handful of piston planes spend a small fortune to add a Jet-A fuel system?

    At many airports in the U.S., flying has nearly ended due primarily to the high cost of avgas. Lower the cost of fuel and people will fly more. An airport makes exactly zero revenue from pilots who stop flying. If FBOs wish to see recreational aviation die completely, they should continue selling only avgas and charging $6 or more per gallon.

  2. One of the problems as I see it, using my home base as an example, is they have 2 large tanks and credit card enabled pumps for Jet A and 100LL. Many of the based aircraft as well as many transient aircraft use only 100LL.
    Their supplier of Jet A and 100LL does not supply mogas. So where would they get an approved mogas and then there is the cost of the tanks and pumps for mogas. It seems to be simply too expensive to put in all new equipment, and as long as there is a demand for 100LL they will carry that.
    As a muncipal airport they do not want to assume any liability for mogas from the local jobber. In talking to the manager, they would be open to selling mogas if these two obstacles could be economically overcome.
    If 100% of the aircraft can use 100LL and only 50% can use mogas, what incentive is there to carry mogas?

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