Change is in the air?

Sustainable fuels for sustainable aviation

Paul Sands

General Manager Japan, Virgin Atlantic

PhD Student, Centre for Aviation and the Environment, Manchester Metropolitan University

• Why do anything?• Why biofuel?• What were we looking for in a biofuel?• What did we do?• What did we prove?• What happens next?

Change is in the air?

Why do anything? Public perceptions.

Why do anything?Government pressure.

• Dec 2006: UK Treasury doubles Air Passenger Duty

• Oct 2007: UK Treasury announces move to per aircraft duty from Nov 2009

• EC proposal to include aviation in EU Emissions Trading Scheme

Why do anything?Customer demands.

1. Reduce our impacts where we can by becoming a more efficient business

2. Work with the industry to develop practical and technical solutions

3. Engage and empower our staff and passengers to help us meet this challenge

Our overall approach

Source: CJ Campbell

Why biofuels?Dwindling oil supplies

Why biofuels?Speed – a “drop in” option

• As traditional oil fields run out, the world moves towards “dirtier” fossil-fuel based kerosene– Alberta oil sands– Coal-to-Liquid

Why biofuels?Avoid worse alternatives

• Should not lead to deforestation

• Should not divert water away from food agriculture or drinking water

• Should have lower life cycle carbon emissions

What were we looking for in a biofuel?Environmental sustainability

• Sustainable agronomy principles should be applied

• Should not conflict with staple food crops

What were we looking for in a biofuel?Social sustainability

• Must be economically viable

What were we looking for in a biofuel?Economic sustainability

What did we do?First ever biofuel flight by a commercial aircraft

• 24 Feb 2008

• AIM - to prove that it is possible to fly on a sustainably-sourced, “drop in” biofuel/ kerosene blend

• Boeing researched worldwide to identify shortlist that would meet strict jet fuel performance criteria

• Screened for sustainability• Further screening tests by Boeing, GE and NASA

Glenn, e.g.• Viscosity• Heat content• Thermal stability breakpoint• Emissions

• Imperium fuel – derived from babassu and coconut oil through transesterification – the preferred option

What did we do?Fuel selection

What did we do?In the days leading up to the demo…

– Aircraft removed from normal service: scheduled for routine maintenance after demo flight

– Visual inspections of engine and fuel systems, with boroscope

– Neat biofuel and kerosene blended in dedicated bowser (20:80 ratio)

– Field testing: visual, free water, freeze point, flash point, density

– Overwing fuelling into Fuel Tank No. 4: no contamination of other engines or fuel systems. Only engine 4 received the fuel.

– Engine ground runs: performance evaluated by project team

• One hour flight London – Amsterdam• No passengers onboard, just VAA crew and

observers from Boeing and GE• Flight operated under a CAA-approved “permit

to fly” but under normal flight conditions• No modifications made to aircraft or fuel

systems• Flight successfully touched down in Amsterdam

and passed all post-flight inspections

What did we do?The flight itself

What did we prove?

• No difference in performance between No 4 Engine and other Engines

• No issues identified through detailed maintenance procedures

What did we prove?

• It is possible to fly a commercial aircraft on a “drop in” fuel, containing a high proportion of sustainably-sourced biofuel

• High media and public interest

Ensuring AVAILABILITY of sustainable (commercially, environmentally, socially) fuel in viable quantities

Gaining ACCEPTANCE from all relevant stakeholders (airlines, airports, manufacturers, fuellers, NGOs, Govts)

Ensuring APPROVAL of biofuels and certification by manufacturers, MoD and other relevant bodies.

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What happens next?

• Availability - different regions may offer different feedstock solutions

What happens next?The mid-term future

Algae farms in Australasia?

Jatropha plantations in Brazil?

Salt water tolerant halophytes in the Middle East?

Courtesy Dave Daggett, Boeing Co

Up to150 times more fuel from

future algae process than

soybeans

What happens next?The mid term future

Soybeans(560 ltr oil/hectare)

575 million hectares (5.75 million sq km) soybeans

World fleet in 2004

If the world airline fleet used 100% biojet fuel from soybeans, it would require 322 billion litres.

This would require 5,750 sq km of land (about the size of Europe)

=

322 billion litres of biojet fuel(85 billion gallons)

Planted with soybeans

Courtesy Dave Daggett, Boeing Co

What happens next?Quantity of supply

34,250 sq km (3.4 million hectares) algae ponds

World fleet in 2004

If the world airline fleet used 100% biojet fuel from soybeans, it would require 322 billion litres.

This would require 35k sq km land (about the size of Belgium)

=

322 billion litres of biojet fuel(85 billion gallons)

94K ltr/hectare yield?

Algae Pond

Courtesy Dave Daggett, Boeing Co

What happens next?Quantity of supply

Change is in the air?...conclusions

• There are alternatives to kerosene - you can fly a plane on biofuel

• Lessons have been learned from the 1st generation feedstocks and biofuels – more efficient and more sustainable 2nd generation fuels will soon be available

• With ever-rising crude oil prices and the cost of carbon associated with ETS, there’s a strong business case for researching and developing lower carbon renewable alternatives

• This is more than just a publicity stunt! Biofuels could contribute to the sustainable future of the international aviation industry