FAA Tests 100LL Alternative

(8/23, Bill Garvey, Aviationweek) FAA has conducted another round of tests on an alternative fuel to leaded avgas, a new fuel which the developers said today is not only cleaner, but delivers more energy.The fuel, produced by Swift Enterprises Ltd., is made of pure hydrocarbons and can be derived from biomass, natural gas or even oil, according to Swift co-founder Mary-Louise Rusek, and is thus both renewable and sustainable. She said the FAA testing in a Lycoming IO-540 and other piston engines had demonstrated the fuel has an octane equivalent of 102. General aviation engine and airframe manufacturers have expressed a keen interest in the new Swift fuel, among others, since it promises to obviate the need for the tetra-ethyl-lead added to avgas to prevent knocking in high-performance piston engines. The general aviation fleet of light aircraft is now the nation’s largest consumer of leaded fuel, an unwelcome distinction. Swift is in discussion with outside firms about the possibility of producing the new fuel commercially.

Tests Show Alternative [Swift] Fuel Delivers 102 Octane 100LL.

(8/26, Flying eNewsletter) Last week, FAA tests demonstrated that a 100 low lead (100LL) alternative from Swift Enterprises can deliver the equivalent of 102 octane. The fuel is made of pure hydrocarbons and can be manufactured using biomass, natural gas or petroleum raw materials, making the new fuel substitute both clean and sustainable. According to Swift co-founder Louise Rusek, the FAA tested the Swift fuel in a Lycoming IO-540K, among other piston engines, and it developed the 100-plus octane rating that higher-power engines need to operate without knocking. The tests did reveal that the 300-hp Lycoming had no problems starting when hot, but was more reluctant to light off when cold. Other proposed 100LL replacements have shown octane ratings of up to 94 — sufficient for a large percentage of the piston engines in the general aviation fleet. But owners and operators of aircraft with higher power engines (that could operate at 94 octane only at reduced power settings) have protested, maintaining that their aircraft fly more hours than lower-horsepower models. They contend that any replacement for 100LL must serve the entire GA fleet, and that the FAA must take a leadership role in deciding on the imminent replacement fuel.