Prem Lobo - aqrc.ucdavis.edu

Measurement Science and Standards

Sustainable Alternative Jet Fuels –

Development, Deployment, and Emissions Reduction

Long Beach, CA

26 February 2018

Prem Lobo

Development of Alternative Jet Fuels

Measurement Science and Standards2

Factors contributing to development of

alternative jet fuels

Growth in commercial air traffic

Uncertainty of fuel costs

Enhancing the security of energy supply

Environmental benefits

Alternative jet fuels must be compatible

with existing aircraft engines and fuel

handling and storage infrastructure to be

considered “drop in” fuels

Source: U.S. Energy Information Administration

Development of Alternative Jet Fuels


Petroleum-based fuel Biofuel

Source: CAAFI

Aviation industry’s strategy for reducing emissions


Source: www.atag.org

Carbon-neutral growth cannot be

achieved without the use of biofuels

http://www.atag.org/

Alternative Jet Fuels – Commercial flights


More than 2500 commercial flights worldwide

powered by various blends of alternative fuel

with conventional Jet A/Jet A-1

Source: Lufthansa

Lufthansa burnFAIR project

JFK Green Lane Program

Source: SkyNRG

United purchased up to 15 million gallons of

sustainable aviation biofuel from AltAir over a

three-year period with option to purchase more

30% biofuel blended with 70% conventional fuel

Source: United

ASTM D4054 Approval Process


For an alternative fuel to

become approved for use as

either a neat or blended fuel,

it must undergo rigorous

assessment outlined in

ASTM D4054

Standard Practice for Qualification

and Approval of New Aviation

Turbine Fuels and Fuel Additives

Alternative Jet Fuel Pathways and Approval Status


Alternative Jet Fuels approved for use in Commercial Aviation


Specifications for aviation turbine fuels are established by ASTM and the UK MOD

ASTM D7566 (Standard Specification for Aviation Turbine Fuel Containing Synthesized Hydrocarbons)

Annex Approved Details

A1 September

2009

Fischer-Tropsch Hydroprocessed Synthesized Paraffinic Kerosene (SPK) (up to a 50/50 blend with conventional jet fuel)

A2 July

2011

Synthesized Paraffinic Kerosene from Hydroprocessed Esters and Fatty Acids(up to a 50/50 blend of biomass based components with conventional jet fuel)

A3 June

2014

Synthesized Iso-paraffins (SIP) from Hydroprocessed Fermented Sugars (up to a 10% blend of renewable SIP fuel with conventional jet fuel)

A4 November

2015

Synthesized Kerosene with Aromatics derived by alkylation of light aromatics from non-

petroleum sources (FT Synthesized Paraffinic Kerosene plus Aromatics (SPK/A))

A5 April

2016

Alcohol-To-Jet Synthetic Paraffinic Kerosene (ATJ-SPK) (up to a 30% blend with conventional jet fuel)

Sustainable Alternative Jet Fuel - Offtake Agreements


Regulatory Standards for Aircraft Emissions


The International Civil Aviation Organization (ICAO) develops regulatory standards for emissions from aircraft engines in terms of

Nitrogen oxides (NOx)

Carbon monoxide (CO)

Unburnt Hydrocarbons (UHC)

Smoke Number (plume visibility)

ICAO Council’s Committee on Aviation Environmental Protection (CAEP) has developed two new standards for aircraft emissions

Carbon dioxide (CO2)

Non-volatile Particulate Matter (nvPM)

Aircraft Engine Emissions – Local air quality


B707

B787

The Landing and Take-off (LTO) cycle is intended to simulate aircraft engine operations that affect local air quality aircraft operations below 3000 feet (915 m) altitude

Aircraft engine emission certification data for NOx, CO, UHC, and smoke are recorded in the ICAO Engine Emissions Databank

Source: European Aviation Environmental Report 2016

Environmental Impacts of Aviation


Source: Lee et al., 2009, Atmos. Environ., 43, 3520–3537

Emissions from aviation contribute to the Radiative

Forcing (RF) of climate

CO2, NOx, aerosols and their precursors (soot and

sulphate)

Increased cloudiness in the form of persistent linear

contrails and induced-cirrus cloudiness

Aircraft Engine PM Emissions

Aircraft Engine PM emissions

from aircraft engines are

typically presented as the

number or mass of PM

per kg of fuel burned,

or number- and mass-based

emission indices

EIn: number-based emission

index (#/kg fuel burned)

EIm: mass-based emission index

(mg/kg fuel burned)


Source: Whitefield, P.D. et al., 2008, ACRP Report 9, Transportation Research Board, Washington, D.C.

Aircraft Engine Emission Measurements

Measurements of aircraft main engine and APU emissions

On-wing and in test stands


nvPM Emissions of an in-production aircraft engine


Brem et al., 2015, Environ. Sci. Technol., 49, 13149-13157

Investigated the nvPM emissions of an

in-production turbofan engine using

the standardized measurement system

Varied aromatic content from 17.8% to

23.6% by injecting two aromatic solvents

in the engine fuel supply line

Naphthalenes depleted Solvesso 150ND

Solvesso 150

nvPM number and mass EIs were best

correlated with fuel hydrogen content

nvPM Emissions with Synthesized Aromatic Kerosene (SAK)


Lobo et al., 2018, in prep.

SPKs alone do not make a fit-for-purpose jet fuel – aromatics are required to meet “drop-in” density and materials compatibility needs

Not all aromatics are the same

Shell and Virent have developed Synthesized Aromatic Kerosene (SAK)

Bio-derived feedstocks

100% aromatic 95% mono-aromatics

5% naphthenic-aromatics

Contains no naphthalenes Strong correlation with fuel hydrogen content

Thank you !

Dr. Prem Lobo

Team Leader, Black Carbon Metrology

phone: 613-993-7433

e-mail: [email protected]

web: www.nrc-cnrc.gc.ca

Measurement Science and Standards

Prem Lobo - aqrc.ucdavis.edu

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