The US Environmental Protection Agency (EPA) today announced a final determination that emissions of lead from aircraft operating on leaded fuel cause or contribute to air pollution. “This may reasonably be anticipated to endanger public health and welfare under the Clean Air Act,” EPA said. (AutoInformed:EPA Proposes an Endangerment Finding for Aircraft Engines Still Running on Leaded Fuel; Anti-Green Aviation Industry Finally Getting the Lead Out)
“The science is clear: exposure to lead can cause irreversible and life-long health effects in children,” said EPA Administrator Michael S. Regan. “Aircraft that use leaded fuel are the dominant source of lead emissions in our air. With today’s action, the Biden-Harris Administration can move forward in the process to propose new standards to protect all communities from the serious threat of lead pollution from aircraft.”
Aircraft that operate on leaded aviation gasoline are typically small piston-engine aircraft that carry 2-10 passengers. These aircraft are ~45 to 47 years old, on average, depending on the type of aircraft. Jet aircraft used for commercial transport do not operate on leaded fuel. Levels of airborne lead in the United States have declined 99% since 1980, but emissions from aircraft that operate on leaded fuel may still pose risks to nearby communities, including those with environmental justice concerns, according to the EPA.
This final determination advances EPA’s Lead Strategy to Reduce Lead Exposures and Disparities in U.S. Communities. EPA is now required under the Clean Air Act to propose and promulgate regulatory standards for lead emissions from certain aircraft engines. Under its own statutes, the Federal Aviation Administration (FAA) must develop standards that address the composition, chemical, or physical properties of an aircraft fuel or fuel additive to control or eliminate aircraft lead emissions.
EPA and FAA have already begun work to consider regulatory options to address lead emissions from aircraft engines and they said they will announce timelines as soon as possible. EPA and FAA will work in partnership and engage all interested stakeholders and the general public as the two agencies develop their separate regulatory actions.
“Lead emissions from aircraft are an important and urgent public health issue. Protecting children’s health and reducing lead exposure are two of EPA’s top priorities. Lead exposure can have harmful effects on cognitive function, including reduced IQ, decreased academic performance, as well as increased risk for additional health concerns. There is no evidence of a threshold below which there are no harmful effects on cognition from lead exposure,” EPA said.
“It is important that the flying community and the public understand that aviation safety depends on an orderly, nationally coordinated transition to unleaded avgas. The premature removal of an essential fuel that many aircraft require for safe operation, before a replacement is available, would compromise the safety, efficiency and economic viability of the U.S. airspace and airports, the general aviation industry and transportation infrastructure,” said a coalition of aviation stakeholder organizations.*
“While the EPA finding is a key step in the process, the EPA is not given the authority to ban, regulate or limit aviation fuel. Instead, the EPA’s finding triggers further deliberate rulemaking by FAA as the nation’s aviation safety regulator to ensure the successful development and deployment of viable unleaded avgas alternatives, given the critical safety and other issues at stake,” the coalition of aviation stakeholder organizations said.
“Additionally, the U.S. government takes seriously the objective of maintaining a high level of aviation safety. EPA and FAA also understand that piston-engine aircraft play a significant role in transportation in the United States,” EPA said.
Separate from EPA’s endangerment finding, in support of the objective to remove lead from aviation gasoline, in early 2022, the FAA and industry announced the program “Eliminate Aviation Gasoline Lead Emissions” (EAGLE). This program aims to achieve a lead-free aviation system no later than 2030. The FAA has approved the use of a 100 Octane unleaded fuel (G100UL) that can be widely used by piston-engine fleet, which is not yet commercially available. The FAA has also approved the use of a lower octane fuel (UL 94), currently available at approximately 35 airports in the US. The FAA said it is working to expand and streamline the process for eligible aircraft to use this fuel.
* The coalition of aviation stakeholder organizations include:
- American Association of Airport Executives (AAAE),
- Aircraft Owners and Pilots Association (AOPA),
- American Petroleum Institute (API),
- Experimental Aircraft Association (EAA),
- General Aviation Manufacturers Association (GAMA),
- Helicopter Association International (HAI),
- International Council of Air Shows (ICAS),
- National Air Transportation Association (NATA),
- National Association of State Aviation Officials (NASAO),
- National Business Aviation Association (NBAA)
EPA – Lead Emissions from Aircraft Cause Air Pollution
The US Environmental Protection Agency (EPA) today announced a final determination that emissions of lead from aircraft operating on leaded fuel cause or contribute to air pollution. “This may reasonably be anticipated to endanger public health and welfare under the Clean Air Act,” EPA said. (AutoInformed:EPA Proposes an Endangerment Finding for Aircraft Engines Still Running on Leaded Fuel; Anti-Green Aviation Industry Finally Getting the Lead Out)
“The science is clear: exposure to lead can cause irreversible and life-long health effects in children,” said EPA Administrator Michael S. Regan. “Aircraft that use leaded fuel are the dominant source of lead emissions in our air. With today’s action, the Biden-Harris Administration can move forward in the process to propose new standards to protect all communities from the serious threat of lead pollution from aircraft.”
Aircraft that operate on leaded aviation gasoline are typically small piston-engine aircraft that carry 2-10 passengers. These aircraft are ~45 to 47 years old, on average, depending on the type of aircraft. Jet aircraft used for commercial transport do not operate on leaded fuel. Levels of airborne lead in the United States have declined 99% since 1980, but emissions from aircraft that operate on leaded fuel may still pose risks to nearby communities, including those with environmental justice concerns, according to the EPA.
This final determination advances EPA’s Lead Strategy to Reduce Lead Exposures and Disparities in U.S. Communities. EPA is now required under the Clean Air Act to propose and promulgate regulatory standards for lead emissions from certain aircraft engines. Under its own statutes, the Federal Aviation Administration (FAA) must develop standards that address the composition, chemical, or physical properties of an aircraft fuel or fuel additive to control or eliminate aircraft lead emissions.
EPA and FAA have already begun work to consider regulatory options to address lead emissions from aircraft engines and they said they will announce timelines as soon as possible. EPA and FAA will work in partnership and engage all interested stakeholders and the general public as the two agencies develop their separate regulatory actions.
“Lead emissions from aircraft are an important and urgent public health issue. Protecting children’s health and reducing lead exposure are two of EPA’s top priorities. Lead exposure can have harmful effects on cognitive function, including reduced IQ, decreased academic performance, as well as increased risk for additional health concerns. There is no evidence of a threshold below which there are no harmful effects on cognition from lead exposure,” EPA said.
“It is important that the flying community and the public understand that aviation safety depends on an orderly, nationally coordinated transition to unleaded avgas. The premature removal of an essential fuel that many aircraft require for safe operation, before a replacement is available, would compromise the safety, efficiency and economic viability of the U.S. airspace and airports, the general aviation industry and transportation infrastructure,” said a coalition of aviation stakeholder organizations.*
“While the EPA finding is a key step in the process, the EPA is not given the authority to ban, regulate or limit aviation fuel. Instead, the EPA’s finding triggers further deliberate rulemaking by FAA as the nation’s aviation safety regulator to ensure the successful development and deployment of viable unleaded avgas alternatives, given the critical safety and other issues at stake,” the coalition of aviation stakeholder organizations said.
“Additionally, the U.S. government takes seriously the objective of maintaining a high level of aviation safety. EPA and FAA also understand that piston-engine aircraft play a significant role in transportation in the United States,” EPA said.
Separate from EPA’s endangerment finding, in support of the objective to remove lead from aviation gasoline, in early 2022, the FAA and industry announced the program “Eliminate Aviation Gasoline Lead Emissions” (EAGLE). This program aims to achieve a lead-free aviation system no later than 2030. The FAA has approved the use of a 100 Octane unleaded fuel (G100UL) that can be widely used by piston-engine fleet, which is not yet commercially available. The FAA has also approved the use of a lower octane fuel (UL 94), currently available at approximately 35 airports in the US. The FAA said it is working to expand and streamline the process for eligible aircraft to use this fuel.
* The coalition of aviation stakeholder organizations include: