Aviation Particle Emissions Reductions From Lean-Burn Engines Burning Sustainable Aviation Fuel
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Richard H Moore↗
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Analysis of soot production in laminar counterflow flames from sustainable aviation fuels
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Chemistry↗
Soot Formation and Precursor Chemistry in Counterflow Flames of Aviation Fuels Surrogates
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Chemistry↗
Development of Aviation Fuel from Plastic Waste
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09 BIOMASS FUELS↗
Progress on coal-derived fuels for aviation systems
The results of engineering studies of coal-derived aviation fuels and their potential application to the air transportation system are presented. Synthetic aviation kerosene (SYN. JET-A), liquid methane (LCH4) and liquid hydrogen (LH2) appear to be the most promising coal-derived fuels. Aircraft configurations fueled with LH2, their fuel systems, and their ground requirements at the airport are identified. Energy efficiency, transportation hazards, and costs are among the factors considered. It is indicated that LCH4 is the most energy efficient to produce, and provides the most efficient utilization of coal resources and the least expensive ticket as well.
Witcofski, R. D.↗
Synthetic and Biomass Alternate Fueling in Aviation
While transportation fueling can accommodate a broad range of alternate fuels, aviation fueling needs are specific, such as the fuel not freezing at altitude or become too viscous to flow properly or of low bulk energy density that shortens range. The fuel must also be compatible with legacy aircraft, some of which are more than 50 years old. Worldwide, the aviation industry alone uses some 85-95 billion gallons of hydrocarbon-based fossil fuel each year, which is about 10% of the transportation industry. US civil aviation alone consumes nearly 14 billion gallons. The enormity of the problem becomes overwhelming, and the aviation industry is taking alternate fueling issues very seriously. Biofuels (algae, cyanobacteria, halophytes, weeds that use wastelands, wastewater and seatwater), when properly sourced, have the capacity to be drop-in fuel replacements for petroleum fuels. As such, biojet from such sources solves the aviation CO2 emissions issue without the downsides of 'conventional' biofuels, such as competing with food and fresh water resources. Of the many current fundamental problems, the major biofuel problem is cost. Both research and development and creative engineering are required to reduce these biofuels costs. Research is also ongoing in several 'improvement' areas including refining/processing and biologics with greater disease resistance, greater bio-oil productivity, reduced water/nutrient requirements, etc. The authors' current research is aimed at aiding industry efforts in several areas. They are considering different modeling approaches, growth media and refining approaches, different biologic feedstocks, methods of sequestering carbon in the processes, fuel certification for aviation use and, overall, ensuring that biofuels are feasible from all aspects - operability, capacity, carbon cycle and financial. The authors are also providing common discussion grounds/opportunities for the various parties, disciplines and concerned organization to share both issues and potential ways for moving forward, and overall, trying to educate those concerned about the innate limitations of 'conventional' biofuels and the solutions provided by non-traditional feedstocks that used waste lands/water or saline/salt water have an immense capacity potential.
Hendricks, R. C.↗
BETO 2021 Peer Review - Separations in Support of Arresting Anaerobic Digestion
In support of the Bioenergy Technologies Office in converting waste feedstocks to fuels and chemicals, this project develops and demonstrates an advanced system for the production of platform carboxylic acids by Arresting Anaerobic Digestion (AAD) of wet waste feedstocks. The project addresses three technology barriers in developing the bioeconomy; (1) Feedstock availability and cost (2) Selective separation of organic acid species, and (3) First-of-a-kind technology development. This project has developed an advanced AAD system with separations that can operate in high solids environments (> 10 wt.%) and is net positive in energy consumption compared to the energy content of the carboxylic acids. Operating an in situ product recovery (ISPR) system in high solids is required for fermentation produced intermediates beyond ethanol that have volatilities less than water (e.g. carboxylic acids). Carboxylic acids form a versatile platform for the production of renewable diesel fuel, aviation fuel, monomers, and chemicals. A high solids ISPR system expands the feedstocks for AAD, which have been restricted to thin stillage, to solid food waste. Additionally, current AAD technology employs separations that consume >200x the energy content of the produced acids. This project has developed and demonstrated the first AAD technology with ISPR that is net negative in energy value and operates in solids contents >10 wt.% to produce a mixed carboxylic acid product that is carbon negative.
29 ENERGY PLANNING, POLICY, AND ECONOMY↗
High freezing point fuels used for aviation turbine engines
Broadened-specification aviation fuels could be produced from a greater fraction of crude source material with improvements in fuel supply and price. These fuels, particularly those with increased final boiling temperatures, would have higher freezing temperatures than current aviation turbine fuels. For the small but significant fraction of commercial flights where low fuel temperatures make higher freezing-point fuel use unacceptable, adaptations to the fuel or fuel system may be made to accommodate this fuel. Several techniques are discussed. Fuel heating is the most promising concept. One simple design uses existing heat rejection from the fuel-lubricating oil cooler, another uses an engine-driven generator for electrical heating.
Friedman, R.↗
High-freezing-point fuels used for aviation turbine engines
Broadened-specification aviation fuels could be produced from a greater fraction of crude source material with improvements in fuel supply and price. These fuels, particularly those with increased final boiling temperatures, would have higher freezing temperatures than current aviation turbine fuels. The higher-freezing-point fuels can be substituted in the majority of present commercial flights, since temperature data indicate that in-flight fuel temperatures are relatively mild. For the small but significant fraction of commercial flights where low fuel temperatures make higher freezing-point fuel use unacceptable, adaptations to the fuel or fuel system may be made to accommodate this fuel. Several techniques are discussed. Fuel heating is the most promising concept. One simple system design uses existing heat rejection from the fuel-lubricating oil cooler, another uses an engine-driven generator for electrical heating. Both systems offer advantages that outweigh the obvious penalties.
Friedman, R.↗
Lignin-based jet fuel and its blending effect with conventional jet fuel
Sustainable aviation fuels (SAFs) must demonstrate specific physical and chemical properties as well as material compatibility (i.e., seal swell) to be used as an aviation turbine fuel. Several alternative jet fuels incorporated in ASTM D7566 are comprised mainly of n/iso-alkanes and can only be blended up to 50 vol% due to material compatibility and density issues. Prior work illustrated the ability of cycloalkanes to replace aromatics’s role in material compatibility. Here, we report the first archival documentation of a feedstock and chemical process to yield a product composition able to complement existing SAF ASTM D7566 annexes. A lignin-based jet fuel (LJF) blend components is generated and composed of mostly C7-C18 mono, di, and tri-cycloalkanes. The neat LJF was blended with conventional jet fuel at 10 vol% (LJF blend) to simulate an ASTM “Fast Track” evaluation process. Fuel properties that are critical to engine operability (ATSM D4054 Tier 3 & 4) were either predicted or experimental tested based on the volume availability. All LJF blend’s critical properties fall within the experience range of conventional jet fuel, with o-ring swelling exceeding the typical range of conventional fuels. Here, these results in total support the potential use of this LJF pathway to complement other SAF pathways and achieve 100% drop-in SAF.
09 BIOMASS FUELS↗
Evaluating isoprenol production using the IPP-bypass pathway in the oleaginous yeast Rhodosporidium toruloides
Background To strengthen the national energy supply, there is an increasing demand for domestically generated aviation fuels. Bio-derived advanced aviation fuels offer the opportunity to meet this domestic need while presenting a unique opportunity to investigate the production of novel aviation fuels. Isoprenol, a chemical precursor to such novel fuels, has been shown to be a biologically producible compound in model organisms, but its bio-producibility needs to be further explored in organisms more compatible with industrial bioproduction. Results In this work, we evaluate isoprenol production using the promising bioproduction yeast, Rhodosporidium toruloides. First, we show successful isoprenol production using the IPP-bypass pathways most successful in laboratory strains of E. coli and S. cerevisiae. Next, we demonstrate that increased flux through the mevalonate pathway only modestly increases isoprenol titers. Using proteomics, we identified a potential bottleneck in production at the final step in the IPP-bypass pathway and explored alternative enzymes for this step. Finally, the top three strains of R. toruloides were evaluated in sorghum hydrolysates generated using cholinium lysinate. Through this work, 93.1 mg/L of isoprenol was produced in mock medium and 27.3 mg/L in sorghum hydrolysates. Conclusion Together these results lay the foundation for future work for the production of isoprenol from bioproduction crops.
Advanced aviation fuel↗
Synthetic and Biomass Alternate Fueling in Aviation
Worldwide, aviation alone uses 85 to 95 billion gallons of nonrenewable fossil fuel per year (2008). General transportation fueling can accommodate several different fuels; however, aviation fuels have very specific requirements. Biofuels have been flight demonstrated, are considered renewable, have the capacity to become "drop-in" replacements for Jet-A fuel, and solve the CO2 climate change problem. The major issue is cost; current biomass biofuels are not economically competitive. Biofuel feedstock sources being researched are halophytes, algae, cyanobacteria, weeds-to-crops, wastes with contingent restraints on use of crop land, freshwater, and climate change. There are five major renewable energy sources: solar thermal, solar photovoltaic, wind, drilled geothermal and biomass, each of which have an order of magnitude greater capacity to meet all energy needs. All five address aspects of climate change; biomass has massive potential as an energy fuel feedstock.
Hendricks, R.C.↗
Aviation turbine fuels: An assessment of alternatives
The general outlook for aviation turbine fuels, the effect that broadening permissible aviation turbine fuel properties could have on the overall availability of such fuels, the fuel properties most likely to be affected by use of lower grade petroleum crudes, and the research and technology required to ensure that aviation turbine fuels and engines can function satisfactorily with fuels having a range of fuel properties differing from those of current specification fuel are assessed. Views of industry representatives on alternative aviation turbine fuels are presented.
Source record↗
Sustainable Graphite and Jet Fuel from Biorefinery Residue
Abstract Battery‐grade graphite and aviation fuel are traditionally produced from non‐renewable, fossil carbon feedstocks and result in substantial greenhouse gas emissions. Biomass holds exciting potential as a renewable and sustainable feedstock for the production of graphite and aviation fuel, but challenges exist including the necessity of a catalyst when producing graphite and low selectivity when producing aviation fuel. A process to convert a biomass‐derived feedstock into graphite without the use of a catalyst and fuels with high selectivity towards sustainable aviation fuel (SAF) is innovated. Heavy bio‐oil undergoes a conversion process similar to the commercial production of synthetic graphite including coking at 500 °C, calcination at 1000 °C, and graphitization at 2800 °C. The resulting biographite exhibits excellent performance in lithium‐ion battery configurations with specific capacity of ~330 mAh g −1 and a 96.8 % capacity rebound after high rate cycling. The liquid hydrocarbon co‐product from coking is suitable for hydrotreating into SAF. The aviation fuel fraction (70 wt % of the fuel produced) meets ASTM standards and is composed primarily of cycloalkanes (~80 wt %) which improves energy density compared to paraffins produced by other SAF pathways and may replace aromatics for elastomer swelling in traditional jet fuel with less soot production.
09 BIOMASS FUELS↗
Separation, Recovery and Upgrading of 2,3-Butanediol from Fermentation Broth
2,3-Butanediol (BDO) is a bio-derived building block available from biomass through biochemical methods in high titers (>120 g L-1) making it an attractive target for production and further upgrading to chemical products and fuels such as sustainable aviation fuel. A key challenge to enable the adoption of BDO as a precursor is the effective separation and isolation of this molecule from the fermentation broth. 2,3-Butanediol has a boiling point higher than that of water (177 degrees C), and as a consequence, separation via distillation methods is an energy-intensive and therefore costly approach. We have improved the BDO separation through conversion to a 1,3-dioxolane directly in fermentation broth via reaction with bio-derived aldehydes catalyzed by a solid acid catalyst. The resulting dioxolane phase separates from the fermentation broth, allowing for easy decantation and isolation in >90% isolated yield. Isolated dioxolane can be used directly as a compression iginition fuel, trans-acetalized to recover high-purity BDO or used directly in a catalytic process as a BDO synthon to produce methyl ethyl ketone with aldehyde recovery in near quantitative yield.
aviation fuel↗
Aviation turbine fuel properties and their trends
Fuel property values and their trends were studied through a review of a recognized, wide ranging sample population from actual fuel inspection data. A total of 676 fuel samples of Jet A aviation turbine fuel were compiled over an eleven year period. Results indicate that most fuel samples have one to three near-specification properties, the most common being aromatics, smoke point, and freezing point.
Friedman, R.↗
Long term deposit formation in aviation turbine fuel at elevated temperature
An experimental characterization is conducted for the relationships between deposit mass, operating time, and temperature, in coking associated with aviation fuels under conditions simulating those typical of turbine engine fuel systems. Jet A and Suntech A fuels were tested in stainless steel tubing heated to 420-750 K, over test durations of between 3 and 730 hr and at fuel velocities of 0.07-1.3 m/sec. Deposit rates are noted to be a strong function of tube temperature; for a given set of test conditions, deposition rates for Suntech A exceed those of Jet A by a factor of 10. Deposition rates increased markedly with test duration for both fuels. The heated tube data obtained are used to develop a global chemical kinetic model for fuel oxidation and carbon deposition.
Giovanetti, A. J.↗
Workshop on Sustainable Aviation Fuel-Use Research Opportunities
On February 15-16, 2022, the U.S. Department of Energy’s (DOE’s) Vehicle Technology Office (VTO) within Energy Efficiency and Renewable Energy (EERE) convened a workshop to assess the end-use research opportunities for Sustainable Aviation Fuels (SAF). This report summarizes the proceedings and findings of the workshop, which the U.S. Department of Energy’s Argonne National Laboratory hosted as a virtual event. During these two half-days, invited members of national laboratories, industry, government, and academia connected virtually to share perspectives on SAF research needs for improving end-use adoption.
09 BIOMASS FUELS↗