1. Piston Aviation Fuels Initiative Future Unleaded Aviation Gasoline
National Warbird Operator Conference New Orleans, LA February 27, 2015

2. Presenter Doug Macnair Vice President Government Relations
Experimental Aircraft Association (EAA)

3. Why Are We Discussing This? Tetra-Ethyl Lead
NWOC 2011 – Pensacola , FL
EAA presented the challenges to long-term leaded fuel availability
Petitions and suits by environmental organizations
Pending EPA regulation
Reduced ambient air quality standards
Endangerment finding
Market forces
Single source of Tetra-ethyl lead
Lead phased out of most every other product

4. 2011 Summation of Challenges
Significant barriers exit to development and transition
Low production volume/broad geographic distribution
Low incentive for investment
No market for fuel without recertification of existing fleet
No one to invest in fleet-wide recertification effort
No drop-in replacement for 100LL (20+ year search)
Unleaded fuel properties and chemistry will be dramatically different than 100LL
Impact on fleet unknown in absence of proposed fuels and means of evaluation
Octane only one of many necessary properties
Production ability and affordability as important as fuel properties

5. Research, Development, Implementation and Transition Must Be a Collaborative Effort
No one can do this alone
Consensus and the marketplace must drive the solution and yet the marketplace is broken/constrained
Fuel must be affordable and satisfy the existing fleet to the greatest degree possible

6. 2011 Punchline – “This is Not a Crisis”
But it is an urgent and top priority issue that demands ongoing attention, resources, funding and management
“Fuel is one of our top advocacy initiatives and is one of the key aviation issues of our time.” Rod Hightower, Former EAA President

7. Since NWOC 2011?
EAA stood by its word and has taken a leadership role coordinating and collaborating with a host of aviation/petroleum stakeholders and government to turn endless questions into a pathway for finding answers

8. Funded by congress, FAA and industry in-kind support
The Result?
The industry/government collaborative effort known as the Piston Aviation Fuels Initiative (PAFI)
Funded by congress, FAA and industry in-kind support

9. Path To Unleaded Avgas
2011
2012
2010
Jan ARC Charter Signed by FAA Administrator
July 2010– Oshkosh, GA Coalition Asks FAA to take Leadership Role to Form Public-Private Partnership
Feb UAT ARC Final Report & Recommendations Released
ARC Deliberations
Implementation of ARC Recommendations
2013
2014
2012 FAA Fuels Prog Office AIR-20
2012 PAFI Steering Group (PSG)
June 2013 FAA SIR Released
2014 PAFI TEC & TAC Implemented
July 2014 Industry SIR Proposals for
UL AVGAS
2012 FAA Central Cert AIR-21
Sept 2014 Phase I Test Program
PAFI Work Begins

10. PAFI Piston Aviation Fuels Initiative
Where are we?
Where are we going?
How we will get there?

11. Key Takeaways Piston Aviation Fuels Initiative (PAFI)
Implemented, funded and in process
Fleet-wide approval is the primary goal
9 fuels from 5 offerors entered the program July 2014
FAA identified 4 fuels from 3 offerors to enter Phase 1 Sept. 2014
Phase 2 to begin Jan. 2016
Completion of PAFI
Supported and funded by Congress and FAA
PAFI is not “picking” a fuel but rather qualifying the best fuels for use
Supply of current leaded avgas remains stable

12. PAFI Mission
“The mission of PAFI is to evaluate candidate unleaded replacement fuels and identify those fuels best able to technically satisfy the needs of the existing aircraft fleet while also considering the production, distribution, cost, availability, environmental and health impacts of those fuels.”

13. PAFI Mission Continued
“PAFI was conceived and established to overcome the barriers to entry into the aviation fuel marketplace by creating a process that would evaluate all of the properties and conditions necessary for broad production, distribution and usage of a new unleaded aviation fuel, and expeditiously develop data necessary to support FAA approval of the majority of the existing fleet of piston aircraft to operate on that fuel.”

14. PAFI Overview
PAFI is a robust joint government/industry initiative established at the request of a broad cross section of the aviation and petroleum industries and consumer representatives
Formed pursuant to the recommendations of the UAT ARC Final Report
Path forward for the identification, evaluation and deployment of the most promising unleaded replacements for 100LL avgas
technically satisfy the needs of the existing aircraft fleet
considers production, distribution, cost, availability, environmental and health impacts
Goal is data to support FAA fleetwide approval and ASTM specification

15. PAFI Funding
President’s Budget Request Shows Full Funding for Unleaded Avgas Program through 2018
Annual FY Budget Request Approximately $6 million
Congress has authorized $6 million in fiscal year 2015
Funding supports the PAFI test program at the FAA William J. Hughes Technical Center and outside contractors
Industry In-Kind Support
Fuel development and supply for testing program
Technical expertise for qualification and testing methods
Equipment and services for test program
Program oversight and management

16. PAFI Steering Group (PSG)
Purpose
Facilitates, coordinates, expedites, promotes, and oversees the PAFI program based upon the recommendations of the UAT ARC Final Report
Coordinates resources and support necessary to execute the program
Engages industry stakeholders for allocation of manpower and resources to support working groups and the PAFI test program
Members
AOPA – Aircraft Owners and Pilots Association
API – American Petroleum Institute
EAA – Experimental Aircraft Association
GAMA – General Aviation Manufacturers Association
NATA – National Air Transportation Association
NBAA – National Business Aircraft Association
FAA - Federal Aviation Administration

17. PAFI Steering Group Cont.
Management
FAA and Industry Co-Leads
FAA Co-Lead (Peter White)
Manager of FAA Fuels Program Office AIR 20
Serves as FAA program manager
Monitors, directs, and coordinates overall government related PAFI activities
Industry Co-Lead (Ron Wilkinson)
Reports to and compensated by the PSG
Serves as the industry Program Manager
Interfaces with Industry, FAA, and fuel developers
See following link for further information on PAFI

18. PAFI Support Groups
Technical Advisory Committee (TAC)
Reports to PAFI Steering Group (PSG)
Membership represents aviation product and fuel manufacturers
Venue to provide industry “in-kind” support – technical and equipment
Technical Evaluation Committee (TEC)
Reports to FAA – FAA consultants and employees vetted for conflict of interest with areas of expertise to evaluate fuels to selection criteria
Evaluates fuel proposals furnished in response to the SIR
Responsible for Phase I fuel selection
Responsible for Phase II fuel selection
Distinct and Separate Support Groups with NO interconnections

19. Path To Unleaded Avgas 2018 2017 PAFI Phase I 2016 PAFI Phase II 2015
Select Phase I Fuels
2014
PAFI Phase I
Phase I Test Program
ASTM Lab & Rig Tests
2015
2016
Select Phase II Fuels
PAFI Phase II
2017
Phase II Engine & Aircraft Test Program
Final Reports / FAA Certification
2018
ASTM Research Report - Production Fuel Specification
PAFI Program July 28, 2014

20. PAFI SIR and Prescreening Phase
FAA Technical Evaluation Committee 2014
Pre-Screening SIR Phase
Offeror
Pre-Screening Data
Unleaded AVGAS proposals received July 1, 2014
(11 formulations/6 offerors)
Afton Chemical Company
Avgas LLC
Consortium of BP, TOTAL, & Hjelmco
Shell
Swift Fuels
TOTAL

21. Candidate Fuel Evaluation – Phase I Selection
FAA Technical Evaluation Committee 2014
Pre-Screening SIR Phase
Offeror
PASS
Pre-Screening Data
Rejected
OTA
Four formulations selected by the TEC - September 1, 2014
Shell – 1 formulation
Swift Fuels – 2 formulations
TOTAL – 1 formulation

22. PAFI Phase I Test Program
390 gals of fuel each
FAA Technical Evaluation Committee 2014
Pre-Screening SIR Phase
Phase 1 (Fuel Testing)
Testing at FAA Tech Center And Contract Sites
Selected Offerors
Offeror
PASS
Pre-Screening Data
Rejected
OTA
Cooperative Research Agreements/International Research Contract – December 2014
Delivery of Phase 1 Worst Case Formulations to FAA Tech Center – January 2015

23. Think This Is Just About Octane?
Octane requirement is just the tip of the iceberg
Avgas has many qualities necessary to control adverse outcomes in our aircraft and engines
Evaluating the impact of completely new fuel chemistry on the full history of aircraft production is an immensely complicated undertaking

24. PAFI Test Program
Phase I – Lab Tests, Emissions & Toxicology Assessments
Work Product – Evaluation of candidate fuels for potentially show- stopping issues
Chemical makeup
Performance properties
Establish credible and peer-reviewed test protocols for ascertaining necessary fit-for-purpose data
Fit for purpose testing across the various ranges allowed by the fuel formulations (worse case formulations)
Evaluate emissions and toxicology properties
Baseline detonation testing
Data from Phase 1 will be used to evaluate the business case for candidate fuel production, distribution and availability to consumers

25. What Does 390 Gallons of Test Fuel Do?
EXAMPLE ONLY
Overall Fuel Quantity (gals.)
GCxGC MS Fuel Quantity (ml)
FAA TC Lab Testing Fuel Qantity (gals)
Dixie Services Lab Testing Fuel Quantity (gals)
Rig Testing Fuel Quantity (gals)
Material Comp Lab Fuel Quantity (gals)
Detonation/ Emissions [emissions to be performed on worse case detonation fuel]
Formulation # 50
10 ml 45 5
Materials Compatibility [corrosion impacts from soak tests using elastomers, sealants, and metals]
130
Rig No. 1 Low Temp Fuel Flow Ability (1 rig) [e.g. waxy buildup, viscosity changes, pumpability effects, and atomization impacts] 35 25
Rig No. 2 Carburetor Icing (1 rig) [maximize heat of vaporization and density] 30 10 20
Rig No. 3 Dynamic Fuel Sys (5 rigs)
100
Rig No. 4 Storage Stability (5 rigs)
Rig No. 5 Cold Storage (5 rigs)
Rig No. 6 Hot Surface Ignition (5 rigs)
Overall Fuel Quantity
390
Final lists of laboratory tests per sample being finalized.

26. Fuel Property Laboratory Testing
Final agreed-to laboratory test methods for specific fuel property measurements
Dixie Services Inc., Galena, Texas awarded two-year contract with FAA WJHTC for laboratory services
Identify traditional fuel properties for each candidate fuel
Density
Vapor Pressure
Freeze Point
Distillation Curve
Corrosivity
Flash point
And many others

27. Fit-for-Purpose Rig Testing
PEGASAS FAA Center of Excellence Contract Awarded to Purdue University, Sept. 02, 2014
Stage 1, Rig Design/Build – December 2014
Stage 2, Rig Testing – March 2015
Rig #1, Low Temperature Flow Ability
Rig #2, Carburetor Icing
Rig #3, Dynamic Fuel System
Rig #4, Storage Stability
Rig #5, Cold Storage
Rig #6, Hot Surface

28. Rig #1, Low Temperature Flow Ability
Evaluate performance changes in hardware due to cooling of the fuel.

29. Rig #2, Carburetor Icing
Evaluate any significant difference between a baseline 100 LL fuel and the candidate fuels regarding the formation of carburetor ice.
Purdue University test stand. Test Method Development sponsored by the Coordinating Research Council Project No. AV-17-13

30. Rig #3, Dynamic Fuel System
Assessing that there is no unexpected or premature wear, a rig capable of flowing fuel in a cyclical manner through typical aircraft hardware.

31. Rig #4, Storage Stability
Evaluate the behavior of fuel in a tank over time. Storage in a 43 °C oven and storage in a tank under ambient conditions will be conducted.

32. Rig #5, Cold Storage
Determine how the fuel will behave, especially with respect to separation as the fuel is cooled.

33. Rig #6, Hot Surface
Evaluate any propensity of the fuel to create build-up, for example on the engine manifold during shut down, due to fuel dropping on hot surfaces and to develop an understanding of the subset of hot surface ignition within the auto ignition regime.

34. Materials Compatibility Testing
Baere Aerospace via subcontractor to FAA WJHTC
Test procedures and materials lists being finalized
Nonmetallics
Metallics
Fabric
Composites
Coatings
Distribution network materials
Industry in-kind support for donation of materials and components for materials compatibility and fuel system test rigs
Textron
Lycoming
Continental
Cirrus

35. Initial Engine Detonation Testing
Limited in scope
To be used for Phase 2 entrance evaluation
Two power settings: Takeoff and 75% power
Baseline 100LL included
Lycoming IO-540-K Engine
Engine model used in extensive CRC engine testing
6 cylinder
300 BHP
Critical engine

36. Engine Out Emissions/Ecological Assessment
FAA WJH Technical Center exhaust engine-out emissions console.
Total Hydrocarbons (THC)
Oxides of Nitrogen (NOx)
Sulfur Dioxide (SO2)
Carbon Dioxide (CO2)
Carbon Monoxide (CO)
Oxygen (O2)
Particulates
Limited engine cycle:
Low power, full-rich fuel mixture (e.g. idle and taxi)
Mid power, full-rich and lean fuel mixture (e.g. approach)
High Power, full-rich mixture (e.g. takeoff)
Emissions/Toxicology Literature Search – An additional assessment identifying any issues in available literature and references for each of the major fuel components that differ from the community experience with 100LL, along with the experience regarding the use of components in additional modal transportation fuels will be summarized in a final white paper.
Literature Search/ White Paper is similar to previous work presented at the 2013 North American Society of Environmental Toxicology and Chemistry (SETAC) Annual Meeting, November 17-21, 2013

37. GCxGC - Mass Spectrometer
Evaluate and verify the exact chemical makeup of each candidate fuel
Used to validate and establish baseline for all Phase I test results
GCxGC testing is being performed in addition to the ASTM D6733 High Resolution GC, to evaluate the validity of the high resolution GC analysis
Pictures were accessed from SHIMADZU.com on 12/5/14.

38. Evaluation of PAFI Phase I Test Data
390 gals of fuel each
FAA Technical Evaluation Committee 2014
Phase 1 Data
Pre-Screening SIR Phase
Phase 1 (Fuel Testing)
Testing at FAA Tech Center and Contract Sites
Offeror
FAA Tech Evaluation Committee 1/2016
PASS
Pre-Screening Data
Rejected
OTA

39. PAFI Phase II Test Program
390 gals of fuel each
OTA
FAA Technical Evaluation Committee 2014
Phase 1 Data
Pre-Screening SIR Phase
Phase 1 (Fuel Testing)
Phase 2 (Full-Scale Testing)
Testing at FAA Tech Center and Contract Sites
Offeror
Selected Offerors
10,000 gals of fuel each
PASS
Pre-Screening Data
Rejected
FAA Tech Evaluation Committee 1/2016

40. PAFI Test Program Phase II – Full Scale Engine & Aircraft Testing
Work Product – Data packages from full scale engine & aircraft testing to support ASTM Research Reports and Standards & FAA Fleet Wide Approval
Fuels will be tested at the engine and aircraft level to evaluate their suitability across as much of the existing fleet as possible
Consists of an integrated engine and aircraft test program testing multiple fuels in multiple engines and multiple aircraft
Data collected from this testing will generate data that can be used to support the fleet wide approval of aircraft and engines including the orphaned fleet no longer supported by a manufacturer. This program is the most viable path to a fleet wide approval of new fuel formulations
Data from the Phase I and Phase II testing will also be submitted for ASTM Production Specification, enabling the fuels to be accepted in the marketplace. FAA involvement in this step will ensure acceptance and adoption of the fuel by consumers and across the petroleum and aviation industry.

41. PAFI Phase II Completion – Approval Data
390 gals of fuel each
OTA
FAA Technical Evaluation Committee 2014
Phase 1 Data
Phase 2 Data
Pre-Screening SIR Phase
Phase 1 (Fuel Testing)
Phase 2 (Equipment Testing)
Testing at FAA Tech Center and Contract Sites
Offeror
Selected Offerors
10,000 gals of fuel each
PASS
Pre-Screening Data
Rejected
FAA Tech Evaluation Committee 1/2016

42. “Fleet-Wide” Approval
Fleet-wide authorization is the PRIMARY GOAL OF PAFI
Approach will not result in classic engine/airframe specific approvals, as there will be no applicant, and no certificate issued
Plan to determine and publish eligibility lists of engines/aircraft that can utilize the new unleaded AVGAS formulation(s)
FAA and industry are currently working with Congress to expand or creating new statutory authorization for fleet wide transition
Approach and implementation is fuel dependent
Fuel properties & composition
Impact on engine and aircraft models
Plan to publish eligibility lists in the Federal Register

43. Key Takeaways FAA/Industry Piston Aviation Fuels Initiative (PAFI)
Purpose:
Facilitate transition to unleaded replacement Avgas with least impact on existing fleet
Primary objective is FAA determination of aircraft and engine eligibility for replacement unleaded fuels
Status & Milestones:
5-Year Program Under Way and Funded by Congress & Industry Contributions
July 2014: 11 candidate fuels from 6 offerors entered the program
Sept. 2014: 4 fuels from 3 offerors accepted into Phase 1
December November 2015 – Phase 1 test program
Jan. 2016: Qualified fuels to enter Phase 2 evaluation
Dec. 2018: Final fuel(s) complete PAFI testing to support fleet-wide “approval”
PAFI is a robust industry-government collaborative initiative
Crucial to establishing viable marketplace for unleaded fuel
Program is on schedule and anticipated to stay that way

44. Next Few Years PAFI working an aggressive and ambitious timeline
EPA timing it’s regulatory actions in harmony with PAFI timelines
Endangerment Finding – NPRM 2017, Final Rule 2018
Aircraft Lead Emissions Standard – 2018 or thereafter
FAA to implement EPA emissions standard requiring use of unleaded fuel
Anticipated 2019 or thereafter
Availability of leaded avgas remains stable and is projected to be so through the transition
Industry working closely with existing lead supplier and fuel industry to coordinate orderly transition from leaded to unleaded fuel

45. Questions?

46. Background Slides
History and background of avgas and avgas regulation

47. A Brief History of Gasoline Used for Aviation in the U.S.
100 Years in 200 Seconds

48. S
1903 – Wright Brothers fly using unleaded autogas (40-70 Octane estimated)
1917 – U.S. Army adopts first avgas specification unleaded “Fighting Grade”
1921 – Tetra-Ethyl Lead (TEL) discovered by General Motors to be perfect anti-knock compound
1927 – Dark side learned with death of 17 refinery workers
1930 – US Army Air Corps adopts first leaded avgas (3 ml/gal max TEL)
1944 – avgas development peaks with Grade 115/145
Highest octane aviation gasoline in large-scale production

49. 1950’s – Six grades of avgas is production
73 (No Lead)
80/87 (0.5 gr/gal TEL)*
91/96 (2.0 gr/gal TEL)*
100/130 (3.0 gr/gal TEL)*
108/135 (4.0 gr/gal TEL)*
115/145 (4.6 gr/gal TEL)*
*All lead contents reflect maximum TEL permissible under the specification
1960’s – Demand for high octane avgas plummets with proliferation of turbine engines in commercial service

50. 1970 – Clean Air Act signed into law
1960’s – GA engine manufacturers begin issuing service instructions limiting use of highest lead fuels in low-compression engines due to lead fouling and valve sticking/wear
1970 – Clean Air Act signed into law
Lead is one of the first targets
1971 – Consolidation of multiple high octane grades to a single avgas – 100 Low Lead (2.0 gr/gal TEL) 50% reduction
Over time eliminates grades:
91/96
100/130
108/135
115/145

51. 1990 – EPA Clean Air Act Amendments
Watershed Moment…
Perceived to threaten elimination of lead in avgas by 1995 (non-road vehicles)
Avgas found not to apply to 1995 deadline on a technicality found in Congressional Record (aircraft are not “non-road” vehicles)
But…EPA found to hold authority to regulate lead in avgas at any time since 1970

52. 1991 – “Fuel Crisis Conference” held in Washington, DC
Brings together all concerned parties on the lead issue for the first time
Owners Associations and Type Clubs
Petroleum Producers and Resellers
Engine manufacturers
Airframe manufacturers
Begins 20 years of research to understand the technical complexities and limitations of trying to replace lead in high-octane aviation gasoline

53. What is the difference between avgas and other gasolines?
Everything! Only the name is the same…
In simple terms:
Autogas is a distillate
From a barrel of oil one can distill different products in various ratios depending on the oil, refinery and temperature (heavy & light ends)
Autogas is a relatively simple distillate which is why we can make so much of it so cheaply

54. What is the difference between avgas and gasoline?
Avgas is NOT a distillate; it is a specialty chemical blend
Napthas made into iso-octane/iso-pentane or reformate
Hydrocracking, alkylation processes
Toluene
Tetra-Ethyl Lead (TEL)
Benzene (lead scavenger)

55. Factors Affecting Long-Term Availability of 100LL
Economic
There is no assurance of long-term supply of leaded avgas
Shrinking number of producers (7 refineries in North America)
Currently a single producer of tetra-ethyl lead (TEL)
Innospec has indicated that they will continue to supply TEL as long as there is a market but that still leaves the fate of the industry hinging on a sole supplier

56. Factors Affecting Long-Term Availability of 100LL Avgas
Avgas is specialty chemical or niche fuel
Very low volume - accounts for 0.1% of all transportation fuel
U.S. Fuel Production 2008 Barrels Per Day

57. Factors Affecting Long-Term Availability of 100LL
U.S. Aviation Gasoline Retail Deliveries by Refiners(Thousand Gallons per Day)
Decade
Year-0
Year-1
Year-2
Year-3
Year-4
Year-5
Year-6
Year-7
Year-8
Year-9
  1980's
418.5
316.5
281.3
251.7
193.0
225.9
206.8
  1990's
207.0
204.8
210.6
207.8
222.9
212.4
169.3
167.6
154.0
148.1
  2000's
166.1
122.7
110.1
121.8
98.5
106.1
88.6
103.5
144.3
150.9

58. Environmental Significant lead reductions by all other sources
Aviation is now largest source (over 45%)
2006 and 2014 petition by Friends of the Earth to regulate GA lead emissions under the Clean Air Act
EPA regulatory actions on lead

59. EPA Regulatory Actions on Lead
Currently: National Ambient Air Quality Standards (NAAQS) for Lead
10-fold reduction in allowable lead limit in 2010
Requires monitoring near major sources (airports) and populated areas
States must meet new NAAQS for lead by 2017
This is not a ban on 100LL
Monitoring to date has not exceeded the new standards with two exceptions

60. EPA Regulatory Actions on Lead
Next Steps: Endangerment Finding on Lead from GA
2010 Advance NPRM marked the beginning of the “endangerment finding process”
EAA and a coalition of aviation and petroleum interests filed comments
EPA plans NPRM in 2017 and final rule in 2018
An endangerment finding does not ban 100LL
Additional rulemaking would be required to implement
EPA would set new emissions standards for lead
FAA would have to implement the change to the fuel