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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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DOE OSTI2024

Learnings From the 2022 NREL Partner Forum: Research Needs for Aircraft

During the 2022 Partner Forum at the National Renewable Energy Laboratory (NREL), stakeholders and experts from across aviation came to the whiteboard to outline common goals, align interests, understand technologies, and discuss steps for safely and seamlessly decarbonizing aviation. Experts identified challenges, strategies, and needed research on sustainable aviation fuel, alternative propulsion, infrastructure, and aircraft. Initial insights, strategies, and high-level suggestions from the aircraft workshop are summarized below, including potential barriers and synergies for achieving bold decarbonization goals.

aircraft↗

DOE OSTI2023

Bio-derived sustainable aviation fuels—On the verge of powering our future

Jet fuels derived from biomass (bio-derived sustainable aviation fuels or BSAFs) offer a means of reducing net carbon emissions from aviation. Drop-in substitute fuels are attractive for use with existing and near-future aviation fleets and fueling infrastructure. Yet fuels derived from different biomass feedstock and produced by different production pathways have different fuel properties. These fuel property differences—especially ignition properties—offer challenges. This chapter discusses the current status, challenges, and opportunities of BSAFs. Strategies for closer property matching and for modeling and dealing with varied and uncontrolled properties are highlighted.

ASTM jet fuel certification↗

DOE OSTI2026

SAF Market, Logistics, and Blending

Review of SAF plants, production, consumption, coprocessing, jet fuel movements, SAF/Jet A blending.

09 BIOMASS FUELS↗

DOE OSTI2024

Addressing Consequence within Operational Risk (O.T. Gagnon III) 9-18-2024

Addressing Consequence within Operational Risk: Why threats and security are just not that important! When dealing with cyber or physical risk within any critical infrastructure (CI) environment, don’t concern yourself with vulnerabilities and threats, at least not at first! Also, don’t be overly fixated on “securing the systems” within the organization. The endeavor of tackling operational risk focused on consequences in any critical infrastructure environment to include the complex Aviation ecosystem is challenging even for the most resourced entity but can be advanced though a simplified approach: identifying, binning, and prioritizing the infrastructure environment. While no two entities within a single element of the 16 critical infrastructure sectors are exactly alike when it comes to risk, there is a basic process to move toward a greater understanding of operational risk through becoming more informed about the infrastructure environment in which the entity exists. The process starts with bringing internal and external stakeholders and subject matter experts together to analyze key areas such as Information Technology (IT) and Operational Technology (OT) components and points of convergence, analyzing internal and external cyber and physical dependencies, accounting for explosive growth in devices and wireless technology, and leveraging the contributions of people inside and outside the operational environment. Attaining a common understanding of the infrastructure environment as part of addressing consequences within operational risk is not easy to do or resource light, but the process outlined provides the framework to further any entity’s efforts in this space. When it comes to cyber risks, before an organization can consider vulnerabilities within and threats to its operations, it must first have a solid understanding of the consequences existing inside its infrastructure environment. Idaho National Lab’s Consequence-Driven, Cyber-Informed Engineering is offered as an example of this approach to effective and efficient cyber risk mitigation.

99 GENERAL AND MISCELLANEOUS↗

DOE OSTI2025

Adsorptive denitrogenation of model aviation fuel using mesoporous silica in a packed bed adsorption system

This study aims to understand the effects of system process parameters such as flow rate, adsorbent particle size, and use of recycled adsorbent on denitrogenation performance of a model fuel using mesoporous silica gel. The goal is to reduce the nitrogen content of the model fuel from 1500 parts per million to single-digit ppm to meet ASTM specifications for drop-in fuels. This work was done with the intent of applying adsorptive denitrogenation to sustainable aviation fuel (SAF) product fractions produced via hydrothermal liquefaction (HTL). The adsorption performance of the silica is evaluated via packed column breakthrough data, with data generated from collecting from the column outlet and quantifying nitrogen content via gas chromatography. Select experiments use a significantly larger (2.5x column diameter and length) column to demonstrate linear scalability of the process. Thermogravimetric analysis data is collected to evaluate the effects of thermal calcination as a sorbent regeneration method. Effects of a more complex feed are also investigated using a known reference fuel with additional added nitrogen containing compounds. The results presented in this work successfully demonstrate up to 99.8 % removal of NCCs from a model fuel fraction at an original NCC concentration of approximately 1500 ppm to single-digit parts per million after treatment. We also examine calcination of sorbent materials to remove the adsorbed species to enable sorbent reuse and minimize waste generation and show that the calcined material can be reused up to 5 cycles with reduced adsorption capacity. Overall, this work indicates that adsorptive denitrogenation using silica gel is a viable solution to enable the integration of HTL-derived aviation fuels into existing fuel infrastructure.

Adsorption techniques↗

DOE OSTI2024

2024 Sustainable Aviation Energy Conference: 5 Key Messages From the Accelerating Aerospace Technology Deployment Workshop

At the 2024 Sustainable Aviation Energy Conference, more than 100 aviation leaders gathered in Dallas, Texas, to discuss collaboration and research needed to clear the path to widespread adoption of sustainable aviation technologies. During open workshops, participants from state and federal agencies; airports; aircraft and engine manufacturers; liquid fuel producers; and other stakeholder groups brainstormed the biggest barriers and opportunities for realizing a sustainable aviation ecosystem. This fact sheets presents five key messages and discussion points that emerged during a workshop on accelerating aerospace technology deployment.

advanced air mobility↗

DOE OSTI2024

2024 Sustainable Aviation Energy Conference: 5 Key Messages From the Sustainable Aviation Fuel Workshop

advanced air mobility↗

DOE OSTI2024

2024 Sustainable Aviation Energy Conference: 5 Key Messages From the Airport Enabling Efforts Workshop

advanced air mobility↗

DOE OSTI2024

Sustainable Aviation Fuel Blending and Logistics

Worldwide, aviation accounts for 2% of all manmade carbon dioxide emissions and 12% of all transportation CO2 emissions. In 2023, the U.S. accounted for 27% of the world jet fuel consumption. The aviation industry has set sustainability goals, and mandates. Sustainable aviation fuel (SAF), made from nonpetroleum feedstocks, significantly reduces aviation emissions. SAF must be blended with petroleum-based jet fuel prior to its use in aircraft. Jet fuel quality standards and certification documents are essential to fuel performance, operability, and safety and are the primary driver in determining locations for blending. Several locations were evaluated including terminals, airports, refineries, and greenfield/brownfield sites. While all the locations evaluated are technically capable of blending fuel, there are practical considerations that make terminals the optimal location for blending. The report includes background on jet fuel and SAF use, fuel quality standards, modes of transport for both conventional jet fuel and SAF, and terminal information.

09 BIOMASS FUELS↗

DOE OSTI2026

Co-Location of Cellulosic Bioethanol and Alcohol-to-Jet (ATJ) Production Facilities for Targeted Scale-Up of Sustainable Aviation Fuel (SAF) Production

Achieving aerospace industry net-zero emissions by 2050 requires rapid scaling of sustainable aviation fuel (SAF) production. Leveraging existing infrastructure, proven technologies like Alcohol-to-Jet (ATJ), and low carbon intensity (CI) feedstocks (e.g., switchgrass and miscanthus) can support this transition and help achieve near-term emissions reduction targets. This study evaluates the implications of lignocellulosic ethanol biorefinery siting and integration with petroleum refineries to produce SAF across 1000 sites randomly sampled from areas suitable for perennial grasses in the U.S. rainfed region. To better understand the logistics of material transport and handoffs, we integrated models of biomass harvest, transport, ethanol, and ATJ production in a stochastic framework based on Monte Carlo simulations to characterize SAF minimum selling price (MSP) and carbon intensity (CI), considering site-specific parameters (e.g., feedstock production, transportation, taxes, incentives). The results indicate trade-offs between MSP and CI across locations, with median MSP ranging from 7.9 to 12.8 USD·gal −1 and CI from −9.7 to 39.4 gCO 2 e·MJ −1 . Despite high estimated decarbonization costs (580 USD·tonCO 2 e −1 ), our results indicate that site-specific deployment of ATJ with low-CI feedstocks can improve sustainability outcomes. The framework provides a systematic approach to assess cost and sustainability trade-offs across locations, considering the end-to-end supply chain and supporting an informed investment in SAF production.

09 BIOMASS FUELS↗

DOE OSTI2024

Airport and Heliport Setbacks

This dataset represents a first-order quantification of airport and heliport setback requirements based on the Federal Aviation Administration (FAA) 14 CFR Part 77.9. It defines the following FAA notice criteria that we use to create runway buffers. Runways longer than 3,200 feet receive a 20,000 foot buffer, runways less than 3,200 feet long receive a buffer of 10,000 feet, and heliports receive a buffer of 5,000 feet. A setback requirement is a minimum distance from an airport or heliport that an energy project may be developed. For further details and citation, please refer to the publication linked below: Lopez, Anthony, Pavlo Pinchuk, Michael Gleason, Wesley Cole, Trieu Mai, Travis Williams, Owen Roberts, Marie Rivers, Mike Bannister, Sophie-Min Thomson, Gabe Zuckerman, and Brian Sergi. 2024. Solar Photovoltaics and Land-Based Wind Technical Potential and Supply Curves for the Contiguous United States: 2023 Edition. Golden, CO: National Renewable Energy Laboratory. NREL/TP-6A20-87843.

airport↗

DOE OSTI2023

Quantitative approaches for including equity in risk and resilience infrastructure planning analyses

Risk and resilience assessments for critical infrastructure focus on myriad objectives, from natural hazard evaluations to optimizing investments. Although research has started to characterize externalities associated with current or possible future states, incorporation of equity priorities at project inception is increasingly being recognized as critical for planning related activities. However, there is no standard methodology that guides development of equity-informed quantitative approaches for infrastructure planning activities. Here, to address this gap, we introduce a logic model that can be tailored to capture nuances about specific geographies and community priorities, effectively incorporating them into different mathematical approaches for quantitative risk assessments. Specifically, the logic model uses a graded, iterative approach to clarify specific equity objectives as well as inform the development of equations being used to support analysis. We demonstrate the utility of this framework using case studies spanning aviation fuel, produced water, and microgrid electricity infrastructures. For each case study, the use of the logic model helps clarify the ways that local priorities and infrastructure needs are used to drive the types of data and quantitative methodologies used in the respective analyses. The explicit consideration of methodological limitations (e.g., data mismatches) and stakeholder engagements serves to increase the transparency of the associated findings as well as effectively integrate community nuances (e.g., ownership of assets) into infrastructure assessments. Such integration will become increasingly important to ensure that planning activities (which occur throughout the lifecycle of the infrastructure projects) lead to long-lasting solutions to meet both energy and sustainable development goals for communities.

community-based↗

DOE OSTI2024

Sustainable Aviation Fuels from 30,000 feet – Scoping Report

A literature review, first principles analysis, and mapping of the airline-fuel infrastructure were performed to reassess the potential for various means of realizing a sustainable aviation sector. The literature review found a plethora of technical methods to make the airline industry net-zero CO 2 but limited work on the emergent barriers to sustainable aviation implementation such as land use, repurposing of fuel refining assets, and airline cost structures. First principles analyses of the energy, land, and costs of three broad net-zero strategies were performed to determine if sustainable aviation is feasible even in the most optimistic scenarios. Those methods were biomass-derived sustainable aviation fuel (SAF), fuel produced from CO 2 captured from the air and H 2 produced from water electrolysis (air-to-fuel: ATF), and offsetting fossil-derived Jet Fuel with carbon dioxide removal from the atmosphere (direct air capture and storage: DACS). Offsetting CO 2 emissions from using fossil Jet Fuel with DACS was found to consume the least energy, require the smallest quantity of land, and be the cheapest option. Replacing Jet Fuel with SAF was found to be only slightly more expensive than DACS but require substantially more land. ATF was found to be the most expensive and energy intensive option, though it did spare land relative to SAF. We found that calls to utilize waste biomass are well-founded, but wastes alone cannot cover the needs of the global airline industry. This means additional land will need to be allocated for biomass cultivation if SAF becomes the primary pathway to sustainable aviation. While differences were found in the performance of different types of biomass, those differences were small relative to differences with ATF and DACS. An analysis of the pricing structure of the airline industry suggests that some of the cost advantage of DACS may be erased by consumer sentiment which could explain why, to-date, the airline industry is focused primarily on SAF and to a lesser extent ATF. Further work is required to estimate the transportation, capital cost, and financing cost implications of greenfield and brownfield sites for SAF, DACS, and ATF. In the final report, we will analyze the potential to retrofit corn ethanol facilities to operate the ethanol-to-jet fuel process in response to decreasing gasoline demand as the electrification of road transport progresses. We will also construct a prioritization of land use to determine whether each net-zero CO 2 aviation pathway can make claim to the land required by their technology.

09 BIOMASS FUELS↗

DOE OSTI2023

Impacts of Regional Air Mobility and Electrified Aircraft on Local Grid Infrastructure and Airport Electricity Demand

The goal of this work is to analyze the electrical infrastructure that may be necessary to serve electrified aviation at a subset of airports where potential electrified flight demand has been provided. Additionally, this work will estimate the amount of onsite distributed energy resources (i.e., solar photovoltaics and battery energy storage systems) that could be used to serve EA in cost effective scenarios.

24 POWER TRANSMISSION AND DISTRIBUTION↗

DOE OSTI2025

Extraction of Oil From Camelina Seeds Using Liquefied Dimethyl Ether

With a changing climate and a push for net-zero carbon emissions, sustainable aviation fuel (SAF) is gaining interest worldwide. Due to its compatibility with current infrastructure and potential to reduce emissions by up to 94%, SAF has been identified as the best near-term opportunity to decrease carbon emissions in the aviation industry. SAF can be produced from various renewable feedstocks, with Camelina sativa (L.) seeds standing out due to their high oil content. Conventionally, the oil is extracted using hydrothermal liquefaction (HTL), which involves the pressurized heating of water and biomass up to 400°C, making it incredibly energy-intensive. Conversely, liquefied dimethyl ether (DME) extraction operates at room temperature and is capable of near 100% solvent recycling. In this work, we propose the use of DME extraction as a substitute for HTL, hypothesizing that it can overcome the challenges of current oil extraction methods while maintaining the same oil yields.

09 - BIOMASS FUELS↗

DOE OSTI2025

Hydrogen Applications for Energy Transition in Port and Airport Operations at the Port Authority of New York and New Jersey

The Port Authority of New York and New Jersey (PANYNJ) is focused on achieving meaningful reductions in emissions as part of its environmental sustainability efforts. To reach its 2030 target for reducing Scope 1 and Scope 2 carbon dioxide equivalent (CO2e) emissions and its goal of net-zero emissions by 2050, PANYNJ is exploring a range of energy solutions, including hydrogen technologies. This report evaluates the potential role of hydrogen in reducing emissions across key operational areas: vehicles, equipment, stationary power, aviation propulsion, and marine propulsion. It examines hydrogen's technical feasibility, infrastructure needs, and economic implications within PANYNJ's operational context. The findings aim to inform decisions as PANYNJ transitions to cleaner energy sources and reduces environmental impacts. Based on the existing literature and stakeholders' feedback, the report outlines both opportunities and challenges associated with hydrogen integration, providing insights to guide PANYNJ's future sustainability initiatives.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2026

Hydrogen applications in airport operations: a review using the Port Authority of New York and New Jersey as an illustrative airport system

Airports combine aircraft propulsion, ground operations, stationary power systems, and fuel logistics in ways that make emissions reduction technically and operationally complex. Existing studies often assess hydrogen applications in these areas separately, limiting understanding of the shared infrastructure, safety, and operational constraints that shape airport deployment. This review evaluates hydrogen across three airport-relevant operational domains: aviation propulsion, ground support equipment and vehicles, and stationary power systems. Within aviation propulsion, the review examines sustainable aviation fuel production and hydrogen-powered aircraft as two distinct hydrogen-relevant pathways. The Port Authority of New York and New Jersey is used as an illustrative airport system to relate the literature to a real operating context. Drawing on peer-reviewed studies, technical reports, demonstration projects, and public operational information, the review also includes screening-level calculations of hydrogen demand and potential CO 2 e reductions for selected applications. The findings show that hydrogen's role is highly application-specific. Near-term opportunities are strongest where hydrogen serves as a low-carbon process input, supports selected high-utilization ground equipment, or contributes to resilient stationary power-system configurations. Hydrogen-powered aircraft remain a longer-term option because storage, fueling infrastructure, certification, cost, and NO x management continue to constrain deployment. Across all domains, infrastructure readiness, fuel logistics, safety requirements, and leakage management emerge as recurring determinants of viability. Future research should focus on cross-domain infrastructure planning, comparative assessment of hydrogen against alternative pathways, improved treatment of leakage and non-CO 2 effects, and clearer safety and regulatory frameworks for airport deployment.

08 HYDROGEN↗

DOE OSTI2025

Community engagement in the development of bioenergy projects from cellulosic urban waste feedstock in Hawaii for sustainable aviation fuel

The purpose of the research project was to reveal the perceptions of residents and communities of the City and County of Honolulu concerning bioenergy projects, feedstock, and sustainable aviation fuel. The perception study was conducted via community-scale surveys, interviews, and town meetings to gather feedback on the preliminary design of a proposed bioenergy project, including feedstock choice and the need for sustainable aviation fuel in Hawaii. Residents on the west side of Oahu were targeted due to their proximity to the proposed plant site location. Findings from this study aim to identify resident perceptions, understanding, and desire for bioenergy projects and new infrastructure to, improve the energy efficiency and sustainability of Hawaiian islands. While Hawaii has created policies and mandates to move toward 100% renewable energy sources by 2045, the focus has been predominately on renewable electricity, largely overlooking other sustainable energy options such as sustainable aviation fuel. There is a lack of research on the community engagement and perceptions of Hawaiian residents on bioenergy projects and sustainable aviation fuel, contributing to the low adoption of bioenergy projects on the islands. Insights from this study aim to add literature on the need for community engagement in the design process, the importance of accepting new sustainable infrastructure, and the production and use of sustainable aviation fuels.

09 BIOMASS FUELS↗