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DOE OSTI2024

2024 Sustainable Aviation Energy Conference: 5 Key Messages From the Sustainable Aviation Fuel 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 sustainable aviation fuel.

advanced air mobility↗

DOE OSTI2024

Economic and sustainability prospects for wet waste valorization: The case for sustainable aviation fuel from arrested anaerobic digestion

Not Available

Wiatrowski, Matthew R. (ORCID:0000000206587178)↗

DOE OSTI2025

Experimental Measurements of Soot and Soot Precursors of Sustainable Aviation Fuels

Sustainable Aviation Fuels (SAFs) are promising for decarbonizing the challenging-to-electrify aerospace sector and reducing yearly greenhouse gas emissions by thousands of tons. Developing predictive detailed chemical kinetic models for SAF (and traditional) fuel mixtures necessitates a robust experimental database to elucidate the intricate pyrolysis and oxidation chemistry of SAF fuel blend components. Two critical components of SAF surrogate mixtures are iso-dodecane isomers and trans-decalin. This report characterizes the structure of three slightly sooting, laminar, non-premixed, nitrogen-diluted Planar Mixing Layer Flames (PMLFs) fueled by either pure ethylene, ethylene doped with 1500ppm of either 2,2,4,6,6-pentamethyl-heptane or trans-decalin. The flames have the same stoichiometric mixture fraction and total mole fraction of fuels in the fuel stream (X F,F = X C2H4,F + X Dopant,F = 0.26), resulting in approximately the same maximum temperature (T max ≈ 1800 K) to highlight the effect of doping on soot and its gaseous precursors. The PMLF is unconfined and established between adjacent planar jets of the fuel and oxidizer streams surrounded by annular shielding nitrogen. The flow is stabilized by exhausting the hot buoyant flame products through a slot in a downstream plate onto which the cold flow impinges. Importantly, any horizontal cross-section of the PMLF has a self-similar thermochemical structure of a reactive boundary layer that grows at increasing Height Above the Burner (HAB). Therefore, the horizontal cross-sections of a PMLF can be modeled as a One-Dimensional Counterflow Flame (1D-CF) with very low strain rates which are unachievable in traditional CFs and yield a structure that is several millimeters thick. In brief, the PMLF is ideal for performing spatially resolved measurements with minimal effects of the sampling-induced perturbations, to develop and validate detailed chemical kinetic models on time scales of a few tens of milliseconds that are relevant in aviation applications. The horizontal profiles of C0-C18 gaseous species at HAB = 50 mm and soot volume fraction at 25 and 50 mm are measured using capillary sampling followed by GC-MS analyses and Laser Induced Emission Spectroscopy (LIES), respectively. Additionally, the Elastic Laser Light Scattering (E-LLS) coefficient is measured at HAB = 50 mm and 25 mm to determine the strain rates of the 1D-CFs equivalent to the characterized PMLF horizontal cross sections and the profile of the E-LLS equivalent diameter of soot. The comparison of the results in the base PMLF fueled only by ethylene with those in either doped PMLF in which 1500 ppm of ethylene are replaced with 2,2,4,6,6-pentamethyl-heptane or trans-decalin, reveals that the doping increases the mole fraction of several Polycyclic Aromatic Hydrocarbons (PAHs) at both HABs by a factor of approximately 2.5, and the soot volume fraction at both HABs by factors of ~1.5 for 2,2,4,6,6-pentamethyl-heptane and ~1.25 for trans-decalin doping, respectively. Conversely, doping causes a near doubling of the soot equivalent diameter only at HAB = 50 mm, without significant effects at 25 mm. The experimental results partially validate the tested state-of-the-art detailed chemical kinetic model and also point toward the further improvement of its predictive capabilities.

10 SYNTHETIC FUELS↗

DOE OSTI2026

Data for Greenhouse Gas Accounting Procedures in Low Carbon Fuel Policies Overlook the Spatial Variability of Miscanthus-Derived Sustainable Aviation Fuel

Low carbon fuel policies such as the U.S. Renewable Fuel Standard (RFS), Canada Clean Fuel Regulations (CFR), and California Low Carbon Fuel Standard (LCFS) as well as the 45Z tax credit are intended to reduce greenhouse gas (GHG) emissions from transportation. Cellulosic feedstocks, optimized biorefineries, and favorable farming locations can significantly reduce biofuel carbon intensity (CI). Despite advances in field-to-fuel GHG monitoring and flexibility in resource allocation within biorefineries (e.g., governing net electricity production), rigid CI accounting procedures in current policies may limit CI responsiveness across candidate sites and processing facilities. This work examines a hypothetical biomass-to-sustainable aviation fuel (SAF) pathway using miscanthus and alcohol-to-jet (i) to demonstrate how GHG accounting requirements drive estimates of biofuel CIs and (ii) to explore potential CI and financial implications of scenario-specific life cycle assessment (LCA). Results demonstrate that GHG accounting using the CFR/LCFS can reasonably account for distinct levels of net electricity production by a biorefinery, but only the CFR yields similar CI sensitivity to spatially explicit factors (feedstock CI, grid electricity CI) as scenario-specific LCA: most GHG accounting frameworks do not capture CI variation across candidate sites in the United States. Ultimately, this work demonstrates the importance of LCA methodological specifications in low carbon fuel policies and tax credits.

Miscanthus↗

DOE OSTI2026

Data and Code for "Desiging Cost-Effective Carbon Payments to Induce Cellulosic Feedstock Production for Sustainable Aviation Fuel"

An economic model was developed that incorporates spatially varying joint yield and price distributions for the multiple crop choices a farmer faces when choosing between conventional and bioenergy crops. The model is developed in Matlab, and has options for no, annual and upfront payment results.

Carbon↗

DOE OSTI2024

Sustainable Aviation Fuel Molecules from (Hemi)Cellulose: Computational Insights into Synthesis Routes, Fuel Properties, and Process Chemistry Metrics

Not provided.

Chemistry↗

DOE OSTI2026

Cost and Carbon Intensity Implications of Coprocessing Sustainable Aviation Fuel at Petroleum Refineries

Sustainable aviation fuel (SAF) will play a critical role in decarbonizing the aviation industry. Among SAF production pathways, alcohol-to-jet (ATJ) stands out for its scalability, supported by abundant feedstock availability and a well-established bioethanol industry. However, significant reductions in SAF carbon intensity (CI) require the use of future feedstocks (e.g., cellulosic) whose adoption is hindered by high capital costs for feedstock processing and ethanol upgrading. Here, we evaluate the financial viability and environmental implications of integrating an ATJ SAF biorefinery within a petroleum refinery, utilizing miscanthus and switchgrass as example feedstocks. Three scenarios are evaluated: standalone (benchmark), colocated, and repurposing (coprocessing SAF within the petroleum refinery). Results show repurposing reduces baseline capital costs by 36% and SAF minimum selling price (MSP) by 12% to 8.14 USD·gal −1 ; the superior performance of repurposing is consistent across both feedstocks. Integration has a limited effect on SAF CI, which remains stable across scenarios, whereas using cellulosic feedstocks reduces CI by over 70% relative to corn, with baseline values of 17.01 g CO 2 e· MJ −1 for miscanthus and 12.23 g CO 2 e·MJ −1 for switchgrass. Global sensitivity analysis reveals MSP declines with greater coprocessing levels.

09 BIOMASS FUELS↗

DOE OSTI2024

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

advanced air mobility↗

DOE OSTI2025

A structured framework for predicting sustainable aviation fuel properties using liquid-phase FTIR and machine learning

Sustainable aviation fuels have the potential to improve efficiency, reduce emissions, and enhance energy security. To help identify viable sustainable aviation fuels and accelerate research, machine learning models have been developed to predict relevant physicochemical properties. However, many models have limited applicability, leverage data from complex analytical techniques with confined spectral ranges, or use feature decomposition methods that offer limited interpretability. Using liquid-phase Fourier Transform Infrared (FTIR) spectra, this study presents a structured method for creating accurate and interpretable property prediction models for neat molecules, aviation fuels, and blends. Liquid FTIR spectra can be collected quickly and consistently, offering high reliability, sensitivity, and component specificity using less than 2 ml of sample. The method first decomposes FTIR spectra into fundamental building blocks using non-negative matrix factorization (NMF) to enable scientific analysis of FTIR spectra attributes and fuel properties. The NMF features are then used to create five ensemble models for predicting final boiling point, flash point, freezing point, density at 15°C, and kinematic viscosity at -20°C. All models were trained using experimental property data from neat molecules, aviation fuels, and blends. The models accurately predict key properties across a broad range of neat molecules and representative fuels and blends, while enabling interpretation of relationships between compositional elements, such as functional groups or chemical classes, and their resulting properties. This demonstrates strong potential to support sustainable aviation fuel research and development. The models and data are available on an interactive web tool.

Fourier transform infrared spectroscopy↗

DOE OSTI2024

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

advanced air mobility↗

DOE OSTI2024

2024 Sustainable Aviation Energy Conference: 5 Key Messages From the Alternative Fueling (Energy) Infrastructure 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 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↗

DOE OSTI2024

Production of a Sustainable Aviation Fuel Additive from Waste Polystyrene

Sustainable aviation fuels (SAFs) are an important lever to achieving net zero CO 2 emissions in aviation. Fuel quality standards limit the blend volume of nonpetroleum-based jet fuel such as synthetic paraffinic kerosene (SPK) in Jet A to 50 vol %. One reason for this limit is the limited seal-swelling ability of SPK. Ethylbenzene (EB) as an additive can improve the swelling propensity of SPK. In this study, EB was produced through polystyrene pyrolysis, hydrogenation, and separation. The thermal pyrolysis of polystyrene produced a styrene-rich pyrolyzate. The pyrolyzate was hydrogenated by using Pd/C to produce an EB-rich mixture that yielded a crude EB of ∼90% purity on distillation. The O-ring swelling ability of crude EB of ∼90% purity was tested as a 12 and 16 vol % blend with SPK. Results reveal that EB addition enhanced seal swelling, but a more refined EB grade would be preferable. The results provide a pathway to address the twin issues of plastic pollution and SPK property improvement.

99 GENERAL AND MISCELLANEOUS↗

DOE OSTI2024

Spatially Varying Costs of GHG Abatement with Alternative Cellulosic Feedstocks for Sustainable Aviation Fuels

Cellulosic biomass-based sustainable aviation fuels (SAFs) can be produced from various feedstocks. The breakeven price and carbon intensity of these feedstock-to-SAF pathways are likely to differ across feedstocks and across spatial locations due to differences in feedstock attributes, productivity, opportunity costs of land for feedstock production, soil carbon effects, and feedstock composition. We integrate feedstock to fuel supply chain economics and life-cycle carbon accounting using the same system boundary to quantify and compare the spatially varying greenhouse gas (GHG) intensities and costs of GHG abatement with SAFs derived from four feedstocks (switchgrass, miscanthus, energy sorghum, and corn stover) at 4 km resolution across the U.S. rainfed region. We show that the optimal feedstock for each location differs depending on whether the incentive is to lower breakeven price, carbon intensity, or cost of carbon abatement with biomass or to have high biomass production per unit land. The cost of abating GHG emissions with SAF ranges from $\$181$ Mg –1 CO 2 e to more than $\$444$ Mg –1 CO 2 e and is lowest with miscanthus in the Midwest, switchgrass in the south, and energy sorghum in a relatively small region in the Great Plains. While corn stover-based SAF has the lowest breakeven price per gallon, it has the highest cost of abatement due to its relatively high GHG intensity. Furthermore, our findings imply that different types of policies, such as volumetric targets, tax credits, and low carbon fuel standards, will differ in the mix of feedstocks they incentivize and locations where they are produced in the U.S. rainfed region.

09 BIOMASS FUELS↗

DOE OSTI2024

Lignin Deoxygenation for the Production of Sustainable Aviation Fuel Blendstocks

Lignin is an abundant source of renewable aromatics that has long been targeted for valorization. Traditionally, the inherent heterogeneity and reactivity of lignin has relegated it to direct combustion, but its higher energy density compared with polysaccharides makes it an ideal candidate for biofuel production. This Review critically assesses lignin's potential as a substrate for sustainable aviation fuel blendstocks. Lignin can generate the necessary cyclic compounds for a fully renewable, sustainable aviation fuel when integrated with current paraffinic blends and can meet the current demand 2.5 times over. Using an energy-centric analysis, we show that lignin conversion technologies have the near-term potential to match the enthalpic yields of existing commercial sustainable aviation fuel production processes. Key factors influencing the viability of technologies for converting lignin to sustainable aviation fuel include lignin structure, delignification extent, depolymerization performance, and the development of stable and tunable deoxygenation catalysts.

09 BIOMASS FUELS↗

DOE OSTI2024

Sustainable Aviation Fuel: Decarbonizing American Aviation Through Agriculture

This presentation was given in response to an invitation to NREL to contribute to a conference session titled: "From Farm to Sky: Sustainable Aviation Fuel." I overview the basics of Sustainable Aviation Fuel, including reviewing the SAF Grand Challenge, feedstock availability (especially agriculture-relevant feedstocks), the importance of SAF for decarbonizing aviation, life cycle analysis and sustainability, necessary SAF properties, ASTM-approved pathways, SAF synthesis processes in current practice, and broader positive impacts of SAF.

BIOMASS FUELS↗

DOE OSTI2024

Data for Spatially Varying Costs of GHG Abatement with Alternative Cellulosic Feedstocks for Sustainable Aviation Fuels

Cellulosic biomass-based sustainable aviation fuels (SAFs) can be produced from various feedstocks. The breakeven price and carbon intensity of these feedstock-to-SAF pathways are likely to differ across feedstocks and across spatial locations due to differences in feedstock attributes, productivity, opportunity costs of land for feedstock production, soil carbon effects, and feedstock composition. We integrate feedstock to fuel supply chain economics and life-cycle carbon accounting using the same system boundary to quantify and compare the spatially varying greenhouse gas (GHG) intensities and costs of GHG abatement with SAFs derived from four feedstocks (switchgrass, miscanthus, energy sorghum, and corn stover) at 4 km resolution across the U.S. rainfed region. We show that the optimal feedstock for each location differs depending on whether the incentive is to lower breakeven price, carbon intensity, or cost of carbon abatement with biomass or to have high biomass production per unit land. The cost of abating GHG emissions with SAF ranges from $181 Mg−1 CO2e to more than $444 Mg−1 CO2e and is lowest with miscanthus in the Midwest, switchgrass in the south, and energy sorghum in a relatively small region in the Great Plains. While corn stover-based SAF has the lowest breakeven price per gallon, it has the highest cost of abatement due to its relatively high GHG intensity. Our findings imply that different types of policies, such as volumetric targets, tax credits, and low carbon fuel standards, will differ in the mix of feedstocks they incentivize and locations where they are produced in the U.S. rainfed region. Note: Column V in TableS7_DayCentSimulatedYield.csv should be labelled Corn Stover CoSo-NT-50% Max.

Geospatial↗