On 2007-04-21, Bob Noel wrote:
In article f3hWh.756$dM1.354@trndny07,
Justin Gombos wrote:

You must operate the aircraft (including the engine) iaw the
limitations. Those limitations will include minimum standards for
the fuel. As long as you could show your batch of diodiesel meets
those standards, you should be fine.

That's more favorable than I would have expected. I suspect it would
be trivial for biodiesel to exceed the standards that petroleum diesel
is held to, at least in terms of quality.

There is a quality standard in place for producing biodiesel: ASTM
D6751. All biodiesel must meet that standard. So it's a question of
whether ASTM D6751 fuel complies w/ the standard you're talking about,
by default. What do you mean by "iaw?" Does the PIM document the
standard you're referring to?

If biodiesel falls short of the standards, it can be mixed w/ just
enough jet A to make it compliant.

On 2007-04-21, Blueskies wrote:

Diesel or Jet fuel will cost us the same a 100LL if the switch over
occurs.

If that's true, then diesel will certainly be favorable because of the
superior efficiency (you travel go further on a gallon of diesel), and
longer engine life.

BioDiesel will also become unobtanium when/if the demand shifts;
there is not enough bio stuff to make it with to go around.

Do you think it would hit that extreme? I think aircraft owners are
unlikely to stop using their 100LL engines, and all buy diesels all at
once. The upfront cost and downtime would keep down the numbers of
owners making the transition, IMO. Certainly the GA market is
oversaturated with 100LL engines as it stands.

--
PM instructions: do a C4esar Ciph3r on my address; retain punctuation.