Wednesday 04 December 2013 19:06 UTC
This forum is for anything to do with light aviation
I have posted several times about a new avgas been launched in the UK (it is already available in France and Switzerland). The launch date is now set for September.
This is AVGAS not mogas, so has none of the mogas limits
EASA has given a blanket approval for its use in any airframe powered by an engine approved by the manufacturer for its use. Lyk have a long list of approved engines on their web site.
It is also ideal for Rotax powered machines. Jab are testing it for use on their engines.
Shelf life is six months
Pricing has not yet been announced but will be less than Avgas 100LL
Might be worth checking if your engine is approved as I suspect the second hand value of aircraft which cannot use this fuel will take a big hit over the next few years.
(It is expected that Avgas 100LL will cease in the US around 2020)
Last edited by Rod1 on Mon Aug 01, 2011 4:40 pm, edited 1 time in total.
I have been on this forum for a long time Rod, and have never seen you posting anything positive about AVGAS ever, apart from today. All your fuel related posts have always been about MOGAS and how MOGAS is the future for everyone and there have been a lot of posts from you with this agenda. You have told every AVGAS burner how they should have understood 10 years ago that AVGAS will disappear and how we should have prepared ourselves by investing in a MOGAS burning fleet.
EASA approval for UL91 and the introduction of UL91 on our arfields was only to be expected.
I don't understand that comment Rod!? It's quite clear to me that one "L" in the name of the fuel will be changed to a "U" before 2020, so there is no need for scaremongering.
Some intresting coments…
This is not about permit v C of A. An IO540 in an RV10 uses the same fuel as an IO540 in a TB20. This is about the first new fuel to be launched in the UK since I started flying many years ago. I think that is big news.
Total would not have launched Avgas 91UL if it did not see a gap in the market. I suspect that the biggest user of Avgas 100LL is flying clubs. If you get one to switch to your cheaper fuel, then the one up the road will have little choice as fuel is a huge cost and margins are very tight. My guess is that Total will be very careful with its pricing to get acceptance. This is something Total have been working on with EASA for years so I think it is reasonable to assume that they know what they are doing.
At some point I am sure that a 100UL will be available, but 91UL is available next month and 100UL at a competitive price is not yet possible. If 91UL gains acceptance and 100UL is significantly more expensive (very likely) then it will not take off in Europe.
“All your fuel related posts have always been about MOGAS and how MOGAS is the future for everyone”
Total may have changed the game, at least as far as traditional GA is concerned. The LAA are working on E10 approval so it is very likely that I will continue to use Mogas for many years. Aviation Mogas is soon to be launched in the UK, aimed at micro strips initially. This may keep the very light end going mostly Mogas but this is likely to be as well as Avgas 91UL not in place of it. Anyone who still thinks I am scaremongering have a look at the Lyk site and the furious debate that is going on in the US.
Rod, I'm extremely interested in 91UL. We currently supply 100LL, Jet-A1 and are keen to look at unleaded fuel for our growing Rotax population. Having had a quick look at the specs, it would appear that we could downsize to two main fuel grades (Jet-A1 and 91UL) keeping a small stock of 100LL for the relatively few aircraft that would still need it.
I've already dropped a line to Total UK but have a nasty feeling that they don't come our way and our 200 000l/year requirement probably isn't worth their while
Now if I can persuade the local filling station to stock it...but if airfields take this up in a big way, its really good news for awaydays.
Fade away, and aviate...
To me it seems that like it or not Europe is moving towards 91/96UL over 100UL.
I guess that there is some political motivation in doing so but I can't name many modern European aircraft designs that need 100UL. In fact EASA have been happy to certify the Tecnam twin to run on unleaded MOGAS.
Europe seems to be focussed on either Rotax based designs or Diesel alternatives for sport / leisure flying, only the US manufacturers still push big engined piston aircraft. TBM and Pilatus are firmly in the turbine going places aircraft market, but that is another financial league again.......
Like it or not I think that 91/96 is going to be more widespread in Europe in the next 5 years than any 100UL alternative, it fits more with the European way of doing things.
Sunny Side Up!
Gaw'dang Minicab - G-BGMR
Looking through the list of engines able to use 91UL it appears that the only people who will suffer are operators of big, turbocharged twins or similar (421C - I feel your pain). Most people here don't operate anything much bigger than an IO540, and that is on the list. So, on the whole this is good news for probably 95% of the GA community. Just a shame it's really bad news, if airfields drop 100LL (as they probably will do to rationalise supplies) for the other 5%.
mm so where it mentions an O-320-A I wonder if that includes O-320-A** (ie O-320-A2B - the table doesnt seem to mention the sub types as far as I can tell)
Google and you will learn
Who is online
Login / Register