Options for Reducing Lead Emissions from Piston-Engine Aircraft (2021) / Chapter Skim
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1 Introduction
1 Introduction
Pages 15-28
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From page 15... ...
Since 100LL became the universal grade of avgas, the harmful health consequences of lead pollution have become better understood. A highly toxic substance, lead is known to have profound adverse effects on the development of infants and children, and it can remain in the human body for decades, causing lasting harm.
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From page 16... ...
The fuels used in specific engine and aircraft types are defined by the engine and aircraft manufacturers and by ASTM International specifications controlling the composition and physical properties of purchased fuel. FAA is responsible for certifying engine and aircraft types based on the manufacturer's testing of the engine and aircraft when using a defined ASTM International fuel specification.
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From page 17... ...
(A) of the CAA grants EPA authority to propose standards ap plicable to the emission of any air pollutant from any class or classes of aircraft engines judged to cause or contribute to air pollution, which may reasonably be anticipated to endanger public health or welfare.
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From page 18... ...
identifies the aircraft and aircraft engines eligible to use the unleaded gasoline, and (3) adopts a process, other than the tradi tional means of certification, to allow eligible aircraft and aircraft engines to operate using the qualified replacement unleaded gasoline in a manner that ensures safety.
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From page 19... ...
Unfortunately, no unleaded replacement fuel exists for aircraft that require high octane levels to operate safely, which comprise the roughly one-quarter of the fleet with the highest-performance engines that are used the most intensely and thus are estimated to consume more than half of all avgas. The remaining aircraft that are candidates for using lower octane grades of fuel are those with lower performance and that operate at lower altitudes, many of which were originally designed to allow for the use of avgas with lower octane before 100LL became the industry standard about 50 years ago.
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From page 20... ...
Most recently, the Piston Aviation Fuels Initiative (PAFI) , a collaborative formed by FAA and the GA industry in 2013, has established testing standards for new fuels, as well as a qualification test program to confirm that compliant fuels work in a broad range of existing aircraft gasoline engines.
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From page 21... ...
The studies have also examined potential mitigation measures at airports, including reconfiguring and relocating where pilots perform their engine run-ups during pre-takeoff checks, and changes in practices to ensure that avgas liquid and vapor are contained during refueling and after pilots inspect the quality of sampled fuel prior to flight (TRB, 2014)
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From page 22... ...
ambient lead concentrations at and around airports where piston-powered general aviation aircraft are used; and (c) mitigation measures to reduce ambient lead concentrations, including increasing the size of run-up areas, relocating run-up areas, im posing restrictions on aircraft using aviation gasoline, and increasing the use of motor gasoline in piston-powered general aviation aircraft.
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From page 23... ...
STUDY APPROACH To fulfill its charge, the study committee reviewed the literature on the health impacts of lead in the environment and the many research reports on the contribution of piston-engine aircraft to lead concentrations, including the ACRP and EPA reports noted above. Federal ambient air and water quality standards, as well as standards pertaining to workplace health and BOX 1-2 Statement of Task The study of lead emissions from the consumption of aviation gasoline by piston powered general aviation aircraft shall include an assessment of: • Existing non-leaded fuel alternatives to the aviation gasoline used by piston-powered general aviation aircraft; • Ambient lead concentrations at and around airports where piston-pow ered general aviation aircraft are used; and • Mitigation measures to reduce ambient lead concentrations, including increasing the size of run-up areas, relocating run-up areas, imposing restrictions on aircraft using aviation gasoline, and increasing the use of motor gasoline in piston-powered general aviation aircraft.
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From page 24... ...
These briefings, and follow-on correspondence, provided the committee with both background and highly detailed information on the challenges associated with reducing and potentially eliminating lead from avgas and with controlling lead concentrations and exposures resulting from aircraft and airport operations. The committee also invited briefings from representatives of aircraft and engine manufacturers, airports, fixed base operators who dispense aviation fuel, small airplane operators, and suppliers and developers of aviation fuel.
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From page 25... ...
It examined the lead emission rates from piston-engine aircraft, the chemical and physical states of the lead emitted by the aircraft, lead environmental transport and deposition, routes of lead exposure, and potential environmental and human health impacts related to lead emissions. These reviews included the consideration of completed studies on environmental lead concentrations from emissions at and around airports.
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From page 26... ...
Chapter 3 addresses the Statement of Task's call for an assessment of ambient lead concentrations at airports where piston-engine aircraft are used. The chapter also includes an examination of the potential health effects of lead exposure and various aspects of aviation lead emissions.
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From page 27... ...
40 CFR Part 87. Advance notice of pro posed rulemaking on lead emissions from piston-engine aircraft using leaded aviation gasoline: Proposed rule.
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