An Seminar Report

On

TITLE -SUSTAINABLE AVIATION FUEL

Submitted to

VISVESVARAYA TECHNOLOGICAL UNIVERSITYBELGAUM

In partial fulfillment of the requirements for the award of degree of

BACHELOR OF ENGINEERING

In
AERONAUTICAL ENGINEERING

By

STUDENT NAME-KHUSHI RATHOD

USN-1GA20AE021

GLOBAL ACADEMY OF TECHNOLOGY

(An Autonomous Institution, affiliated to VTU, Belagavi, recognized by Karnataka and Approved by AICTE, New Delhi.)

DEPARTMENT OF AERONAUTICAL ENGINEERING

GLOBAL ACADEMY OF TECHNOLOGY
RAJARAJESHWARINAGAR, BANGALORE-560098
2023-2024
 GLOBAL ACADEMY OF TECHNOLOGY
(An Autonomous Institution, affiliated to VTU, Belagavi, recognized by Karnataka and Approved by
AICTE, New Delhi.)

DEPARTMENT OF AERONAUTICAL
ENGINEERING

CERTIFICATE
Certifiedthatthe Seminar “Sustainable aviation fuel ”carried out by Ms Khushi.Rathod,

USN 1GA20AEO21 a bonafide student of our Institute in partial fulfillment for the award of

Bachelor of Engineering / Bachelor of Technologyin AERONAUTICAL

ENGINEERINGof the Visvesvaraya Technological University, Belgaum during the

academic year2023-24. It is certified that all corrections/suggestions indicated for Internal

Assessment have been incorporated in the Reportdeposited in the departmental library. The

report has been approved as it satisfies the academic requirements in respect of theSeminar

work prescribed as per the Autonomous scheme of Global Academy of Technology, for the

said degree.

Name & Signature of the HOD

Name & Signature of the Principal

Department of Aeronautical Engineering, GAT

 DECLARATION

I, STUDENT NAME, of B.E. 8th semester in Aeronautical Engineering, Global

Academy of Technology, Rajarajeshwarinagar, Bangalore, hereby declare that this
Seminar work entitled “SUSTAINABLE AVAITION FUEL”has been carried
outindependently by me during the 8 th semester and submitted in partial fulfillment of the
requirements for the award of the degree in Bachelor of Engineering degree in
Aeronautical Engineering and no part of it has been submitted as an Seminar work for the
award of degree in any other Institution or Universitypreviously.

Place: Bangalore
Date:

STUDENT NAME-KHUSHI RATHOD

USN -1GA20AE021

Department of Aeronautical Engineering, GAT

 NAME OF THE INDUSTRY/ORGANISATION
(Address with pin code)

CERTIFICATE

Certifiedthatthe Seminar workentitled “SUSTAINABLE AVIATION FUEL”

carried out by Ms.Khushi.RathodUSN-1GA20AE021a bonafide student of Global

Academy of Technologyin partial fulfillment for the award of Bachelor of Engineering /

Bachelor of Technology inAERONAUTICAL ENGINEERINGof the Visvesvaraya

Technological University, Belgaum during the academic year 2023-24as per the

Autonomous scheme of Global Academy of Technology, for the said degree.

Name & Signature of the Head of

the Organization
 CONTENTS

Page
Content no.

• Chapter 1
1.1 Introduction…………………………………………………….6-7
• Chapter 2
2.1 What is SAF …………………………………………………...8-9
2.2 Feedstocks for SAF Production……………………………… 9-10
2.3 Different pathways for SAF production……………………...11-13

• Chapter 3
3.1 Environmental Benefits of SAF………………………………13-15
3.2 Challenges in SAF Deployment………………………………15
• Chapter 4
4.1 Case Study…………………………………………………….16
• Chapter 5
5.1 Conclusion…………………………………………………….17
• References………………………………………………………...18

Department of Aeronautical Engineering, GAT

 Sustainable Aviation Fuel

CONTENTS

Page
Content no.

• Chapter 1
1.1 Introduction…………………………………………………….6-7
• Chapter 2
2.1 What is SAF …………………………………………………...8-9
2.2 Feedstocks for SAF Production……………………………… 9-10
2.3 Different pathways for SAF production……………………...11-13

• Chapter 3
3.1 Environmental Benefits of SAF………………………………13-15
3.2 Challenges in SAF Deployment………………………………15
• Chapter 4
4.1 Case Study…………………………………………………….16
• Chapter 5
5.1 Conclusion…………………………………………………….17
• References………………………………………………………...18

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Sustainable Aviation Fuel

Chapter – 1

Introduction

The aviation sector is rapidly growing and will continue to grow over the next
years. The aviation industry contributes approximately 2% to total carbon
dioxide emissions, and global demand for sustainable aviation fuels (SAFs) will
increase to more than double the current level by 2050. The COVID-19
pandemic has considerably affected the sector's emissions; however, pre-
COVID levels will be attained soon. Therefore, decarbonization of the aviation
sector is a concern, and SAFs will play a key role in preliminary reductions in
CO2 emissions by 2030 and significant reductions by 2050. To date, more than
200,000 flights have been completed using various blends of aviation biofuels.
According to the approved American Society for Testing and Materials (ASTM)
D7566 standards, only drop-in SAFs with excellent performance in jet engines
can be used in modern aircraft owing to high safety requirements. Bio-jet fuels
are complex mixtures of n-paraffins, iso-paraffins, olefins, naphthenes, and
aromatics, known as PIONA analysis. Their carbon range distribution is from
C8 to C16, depending on the biomass feedstock composition and refining
process. Non-edible feedstocks are favourable choices and include wood waste,
municipal solid waste (MSW), and forestry residues.

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Fig. 1.1.1 SAF

The bio-jet fuel market is completely controlled by the stringent emission

standards for greenhouse gas (GHG) emissions stated by the International Civil
Aviation Organization (ICAO), and aviation firms are obligated to pay fines if
they do not satisfy the regulations. Therefore, the adoption of bio-jet fuels plays
an important role in enterprise profit margin. The price of bio-jet fuel depends
on the feedstock cost, availability, conventional jet fuel price volatility and
commercialisation feasibility of production technologies. Currently, eight
pathways for bio-jet fuel production have been certified by ASTM, they are
analysed herein.

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Chapter 2

2.1What is SAF?

Fig.2.1.1SAF(Sustainable Aviation Fuel)

SAF stands for Sustainable Aviation Fuel. It's a type of aviation fuel that's
produced from renewable or waste-based sources, as opposed to traditional
fossil fuels. It's designed to be a direct substitute or "drop-in replacement" for
conventional jet fuel, meaning it can be used in existing aircraft engines without
requiring any modifications.

One of the key benefits of SAF is its contribution to reducing greenhouse gas
emissions throughout its entire lifecycle. This means that from production to
combustion, SAF generates fewer greenhouse gases compared to traditional jet
fuel. By using SAF, airlines and aviation companies can significantly lower their
carbon footprint and contribute to mitigating climate change.

The production of SAF typically involves utilizing feedstocks such as

agricultural residues, used cooking oil, algae, municipal solid waste, or other
biomass sources. These feedstocks are processed through various methods such
as hydroprocessing, Fischer-Tropsch synthesis, or microbial fermentation to
produce a fuel that meets aviation standards.
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Overall, SAF represents a promising solution for making aviation more

sustainable and environmentally friendly without requiring major changes to
existing infrastructure or technology.

2.2Feedstocks for SAF Production

 Renewable Biomass
 Municipal Landfill Waste
 Synthetic Fuels

Fig.2.2.1Feedstocks for SAF Production

 Renewable Biomass:

Used Cooking Oil:

This is oil that has been previously used in cooking processes and is no longer
suitable for cooking. Instead of being discarded, it can be collected and
converted into SAF through processes like esterification or hydroprocessing.

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Waste Fats:
Similar to used cooking oil, waste fats from various sources such as food
processing plants or restaurants can be repurposed for SAF production.

Non-Food Crops (Energy Crops):

Certain crops grown specifically for energy production, rather than for food
consumption, can serve as feedstock for SAF. These could include crops like
algae, switchgrass, or certain types of trees.

 Municipal Solid Waste:

Landfill Waste: Organic components of municipal solid waste, such as paper,

cardboard, food scraps, and yard waste, can be processed into biofuels,
including SAF. This helps in reducing landfill volumes and provides a
sustainable source of fuel.

Sewage Sludge: After sewage treatment, the sludge can be processed to extract
useful components, including organic matter that can be converted into biofuels.
E-Fuels:

 Synthetic Fuels:

E-fuels are synthetic fuels produced by combining captured carbon dioxide

(CO2) with renewable energy sources like hydrogen. These fuels can be
manufactured using renewable electricity, such as solar or wind power, and CO2
captured from industrial processes or directly from the air. E-fuels have the
potential to be carbon-neutral or even carbon-negative if the CO2 used in their
production is sourced from the atmosphere or industrial emissions and is not
derived from fossil fuels.

These feedstocks offer alternatives to traditional fossil fuels, helping to reduce

greenhouse gas emissions and dependence on finite resources while promoting a
more sustainable aviation industry

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2.3 Different pathways for SAF production

 Hydro-processed Esters and Fatty Acids–Synthetic Paraffinic Kerosene

(HEFA-SPK) pathway
 Fischer–Tropsch Synthetic Paraffinic Kerosene (FT-SPK) pathway
 The Alcohol-to-Jet Synthetic Paraffinic Kerosene (ATJ-SPK) pathway

Fig.2.3.1Different Pathways for SAF Production

Hydro-processed Esters and Fatty Acids–Synthetic Paraffinic Kerosene

(HEFA-SPK) pathway:

This pathway is a fully commercialised and mature technology for bio-jet fuel
production through hydro-processing of vegetable oils, animal fats, waste
grease, and algal oil (oleochemical feedstocks). It was ASTM-certified in 2011
for a maximum of 50 vol% blending of bio-jet fuel with conventional jet fuels.
HRJ fuels exhibit high thermal stability, high cetane numbers, and low GHG
emissions, and they do not contain sulphur and aromatics. The hydro-processing
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of lipid feedstocks involves hydrotreating and hydrocracking reactions. The

carbon double bonds in the feedstocks undergo hydrogenation by catalysts such
as Pd, Pt, Pt–Re, NiMo, CoMo over γ-Al2O3, or activated carbon-supported
materials under mild conditions.

Fischer–Tropsch Synthetic Paraffinic Kerosene (FT-SPK) pathway:

involves a set of catalytic processes of syngas conversion via gasification of

biomass feedstocks to a mixture of liquid hydrocarbons with a carbon range of
C9–C15 over heterogeneous catalysts. Syngas primarily consists of CO and H2,
which are the building blocks of FT liquid hydrocarbons. Gasification combined
with FT synthesis was certified under the ASTM D7566 standard in 2009.
ASTM D7566 covers any type of feedstock, allowing a maximum blend limit of
50% bio-jet fuel with conventional jet fuels (Jet A1), owing to the lack of
aromatics in FT fuels, as well as an aromatic content specification of more than
8 vol%. The length of the final hydrocarbon depends on the catalyst, pressure,
and temperature conditions during the FT process. Low-temperature FT
operation (200–240 °C) results in the formation of linear wax with a high
molecular mass over iron (Fe) or cobalt (Co) catalysts. On the other hand, high-
temperature operation (300–350 °C) with Fe-based catalysts yields gasoline and
linear low-molecular-mass olefins, as well as aromatics and ketones. The
addition of K and Co as catalyst promoters appears to improve the stability of
Fe-based catalysts and thus helps achieve the highest conversion of CO and
enhanced kerosene selectivity. Moreover, Ru-based bimetallic catalysts on
different supports appear to promote CO conversion and –CH2– production. The
main challenges of the FT-SPK pathway include the economic viability of bio-
based feedstocks with regards to the required gasification technology and syngas
clean-up methods. Simpler gasification technologies result in lower syngas
quality, whereas plasma gasification for the cleanest syngas production incurs
higher operational costs. To date, commercial quantities of biomass-based
gasified bio-jet fuels are not available

The Alcohol-to-Jet Synthetic Paraffinic Kerosene (ATJ-SPK) pathway:

involves dehydration and oligomerisation of alcohols into biofuel hydrocarbons.

The Isobiobutanol ATJ pathway, developed by Gevo, was approved by ASTM
in 2016, allowing a 30% blend of bio-jet fuel with jet fuel. The Ethanol ATJ
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pathway, developed by Lanzatech, received ASTM approval in 2018, with a

maximum blend limit of bio-jet fuel of 50%. However, ATJ is still at the
demonstration level. Feedstocks include sugars from starch-rich or
lignocellulosic biomass. An ongoing challenge in this pathway is the high
market value of the alcohol intermediates. The market value of isobutanol is
higher when used as a chemical, whereas ethanol is widely used as a component
of automobile fuels. Therefore, feedstock availability and sustainability are of
considerable importance and affect the carbon intensity of the bio-jet fuel
produced

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Chapter 3

3.1 Environmental Benefits of SAF

i. Life-cycle GHG reduction:

SAF offers significant reductions in greenhouse gas (GHG) emissions

throughout its entire life cycle compared to conventional jet fuel. These
reductions can reach up to 80%, although the specific amount depends on
factors such as the feedstock used and the production method employed.The life
cycle of SAF includes all stages from feedstock cultivation or extraction to
production, distribution, and end-use combustion. Various feedstocks and
production pathways can influence the extent of GHG reductions achieved. For
instance, feedstocks like waste fats or non-food crops tend to have lower life-
cycle emissions compared to fossil fuels due to their renewable nature and
potential for carbon sequestration.

ii. Potential for Net-Negative Emissions:

Certain advanced SAF pathways, such as e-fuels produced from captured carbon
dioxide and renewable energy sources like hydrogen, have the potential to
achieve net-negative emissions. This means that the production and use of these
fuels can remove more carbon dioxide from the atmosphere than they emit,
resulting in a net reduction of atmospheric CO2 levels.By capturing CO2
emissions from industrial processes or directly from the air, e-fuels contribute to
carbon sequestration and can help mitigate climate change by actively removing
greenhouse gases from the atmosphere.

iii. Reduced Air Pollutants:

In addition to GHG emissions reductions, SAF also offers benefits in terms of

reducing air pollutants that contribute to environmental and public health
concerns. These pollutants include particulate matter (PM) and sulfur oxide
(SOx).Particulate matter, often emitted from combustion processes, can have
harmful effects on human health and the environment, including respiratory and

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cardiovascular problems and environmental degradation.Sulfur oxide emissions,

primarily from the combustion of sulfur-containing fossil fuels, contribute to air
pollution and acid rain, which can damage ecosystems, soil, water bodies, and
infrastructure.

By using cleaner-burning SAF instead of conventional jet fuel, emissions of

particulate matter and sulfur oxide can be significantly reduced, leading to
improvements in air quality and public health, as well as environmental
protection

3.2 Challenges in SAF Deployment

 Cost competitiveness with conventional jet fuel.

 Scalability of production to meet growing demand.
 Infrastructure development for production and distribution.
 Ensuring sustainability of feedstock sources to avoid land-use change or
competition with food production

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Chapter 4

4.1 Case Study

The aviation industry faces increasing pressure to reduce its environmental
footprint and transition towards sustainable practices. Sustainable Aviation Fuel
(SAF) presents a promising solution to mitigate greenhouse gas emissions and
enhance environmental sustainability in aviation. This systematic review focuses
on exploring the potential of solid waste biomass as a feedstock for SAF
production. Solid waste biomass, including municipal solid waste and sewage
sludge, represents a renewable and abundant resource that can be repurposed to
produce low-carbon aviation fuels.
The systematic review identified a growing body of research highlighting the
potential of solid waste biomass as a feedstock for SAF production. Various
conversion technologies, such as pyrolysis, gasification, and hydrothermal
liquefaction, have been investigated to transform solid waste biomass into liquid
hydrocarbon fuels suitable for aviation. Life-cycle assessments indicate
significant reductions in greenhouse gas emissions compared to conventional jet
fuel, with some studies reporting up to 80% GHG emissions reduction.
Moreover, the utilization of solid waste biomass for SAF production offers
additional environmental benefits, including reduced air pollutants such as
particulate matter and sulfur oxides. Economic assessments suggest the
feasibility of scaling up solid waste biomass-to-SAF processes, driven by
advancements in technology, government incentives, and increasing demand for
sustainable aviation fuels.
Solid waste biomass emerges as a promising feedstock for producing
Sustainable Aviation Fuel, offering environmental, economic, and social
benefits. The systematic review underscores the importance of further research
and development to optimize conversion technologies, enhance feedstock
availability, and address logistical challenges in integrating solid waste biomass
into SAF supply chains. Collaborative efforts between researchers, industry
stakeholders, and policymakers are essential to realizing the full potential of
solid waste biomass in advancing sustainable aviation

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Chapter 5

5.1 Conclusion

Sustainable Aviation Fuel (SAF) offers a significant opportunity to mitigate the

environmental impact of aviation. Unlike traditional fossil fuels, SAF is
produced from renewable and sustainable feedstocks, resulting in lower lifecycle
greenhouse gas emissions.By transitioning to SAF, the aviation industry can
achieve substantial reductions in carbon dioxide (CO2) emissions, which
contribute to climate change. This shift represents a fundamental change in the
industry's approach to sustainability and environmental
stewardshipCollaboration between stakeholders across the aviation sector,
including airlines, fuel producers, governments, and research institutions, is
essential to realizing the full potential of SAF. Cooperation is needed to
overcome technological, regulatory, and logistical challenges associated with
SAF production and distribution.
Innovation plays a crucial role in advancing SAF technologies, improving
feedstock availability, and reducing production costs. Research and development
efforts focused on novel conversion processes, feedstock diversification, and
supply chain optimization are essential for scaling up SAF production and
making it economically viable on a large scal

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References
 Solid waste biomass as a potential feedstock for producing sustainable
aviation fuel: A systematic review-Sophia Mitkidou (April 2023)

 Meeting sustainable aviation fuel policy targets through first generation

corn biorefineries-Rahamim Batten ( February 2023)

 The Pathways to Sustainable aviation fuel (2022)

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