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Unleaded UL102 Aviation Gasoline

In response to the general aviation industry's need to eliminate lead emissions, Swift has developed a 102 Motor octane unleaded aviation gasoline, a replacement for the leaded aviation gasoline (100LL) used in piston-powered aircraft today.  This proprietary fuel formulation is a blend of hydrocarbons that meets the ASTM D7719 Standard Specification for High Aromatic Content Unleaded Hydrocarbon Aviation Gasoline.  Swift is seeking FAA fleet-wide certification for its high-octane fuel, under the coordination of the FAA's Piston Aviation Fuel Initiative (PAFI), with testing and evaluations currently scheduled through fiscal year 2018. CLICK HERE to learn more about UL102.

Click the questions below for more information on 100LL and why the general aviation industry needs to move toward unleaded fuels.

Unleaded UL94 Aviation Gasoline

Because PAFI is not scheduled to be complete until 2018, Swift is now commercializing Unleaded UL94 Avgas in the US for lower-octane piston engines in order to begin the industry-wide transition to unleaded avgas.  This proprietary fuel formulation is a blend of hydrocarbons designed to meet the fuel specification standards of ASTM D7592, D7547, and D4814; the fuel is complemented by FAA Supplemental Type Certificates (STC's) for hundreds of approved engines and airframes. CLICK HERE to learn more about Swift's unleaded UL94 Avgas.

SwiftJet Aviation Turbine Fuel

One of the two hydrocarbon components used in our aviation gasoline is a single-ring alkyl aromatic that has a multitude of uses outside of the avgas market, including as a blending component with HRJ/SPK that, in defined proportions, forms a 100% renewable, sustainable, ‘drop-in’ turbine fuel that meets or exceeds all performance parameters laid out in ASTM D7566 Standard Specification for Aviation Turbine Fuel Containing Synthesized Hydrocarbons.

What is 100LL?

100LL ("100 Low Lead"), also known as 100 octane aviation gasoline, is a petroleum fuel that has been the mainstay in piston-engine-powered general aviation for the past forty years.  This gasoline has an octane number of 99.6 minimum, adheres to ASTM Specification D910, and contains tetraethyl lead (TEL) as an anti-knock agent.  The addition of TEL in aviation gasoline also requires the addition of ethylene dibromide (EDB) as a scavenger to help remove lead oxide from engine components after combustion.  The resulting emission product is primarily a lead dibromide particulate which enters the atmosphere and pollutes the environment with lead.

Why eliminate 100LL?

Prior to environmental pressure thirty years ago, the TEL concentration in general aviation fuel was double what it is today (1.06 vs. 0.53 mL/L).  100LL is being scrutinized again today by various environmental groups, as it is currently the source of nearly 50% of annual domestic lead emissions.  On October 12th, 2006, a petition was filed with the EPA by Bluewater Network, a division of Friends of the Earth, asking the EPA to determine whether lead emissions from general aviation pose a significant risk to human health.  If sufficient information was found, the EPA was asked to make a formal Finding of Endangerment to public health and welfare.  This would result in the regulation of lead emissions caused by the combustion of 100LL.

The other driving force behind the reduction of 100LL use is the updated National Ambient Air Quality Standard (NAAQS) for lead, which was released by the EPA in October 2008.  For the previous twenty-nine years, the limit for ambient air lead had been set at 1.5 µg/m3. Medical research since then has shown that much smaller lead levels can cause serious health effects, especially in children. The new standard allows for lead levels to be reduced to only 0.15 µg/m3 of air, or 10% of the old standard, by no later than January 2017.