UL91 explained

Last month, Lycoming expanded its support for alternative fuels by announcing that it was seeking EASA approval for operation of many of its engines on the unleaded aviation fuel UL91. The company also announced it was planning to approve its new O-233 LSA engine for autogas, a clear response to engines from Rotax, Jabiru, ULPower, HKS, Hirth, AeroVee and others that have been approved for autogas for years.

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The FBO fuel sales model is broken and anti-competitive

In almost every article about the future of leaded avgas, this statement appears, “… only one fuel will be stocked by the FBO system.” This particular quote comes from a reply by Mac McClellen to Todd Petersen in Mac’s latest Left Seat blog on the EAA’s website. You will also find it in almost every article and editorial from any aviation alphabet organization about the modern state of 100LL avgas.

My question is why are FBO’s the sole determinant of fuel sales on an airport? The answer is because of an obsolete view of what an FBO should do.

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Do fuel prices affect hours flown?

Does the price we pay for fuel have a direct influence on how much we operate our airplanes, cars, and boats? According to an article that appeared in the EAA’s November 2011 issue of Sport Aviation (“My $.02 on $6 Avgas”), the price of avgas is less important than one might think.

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Autogas passes the quack test

You know the old adage, right?  “If it looks like a duck, swims like a duck, and quacks like a duck, then it probably is a duck.” This year marks the 30th anniversary since the FAA approved the first STC for the use of autogas in aircraft. Since then, it has enjoyed an excellent track record as a safe, affordable, lead-free alternative to avgas that can power 70%-80% of the current piston-engine fleet. This includes numerous warbirds, many vintage aircraft, most auto-engine conversions as well as many  next-gen piston engines from Rotax, Jabiru, ULPower, Continental, and Lycoming.

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