1. Sustainable aviation biofuel
Boeing recognizes that pollution and climate change are serious issues that require credible actions and global solutions.
Boeing is working with the global aerospace industry – including our suppliers, customers and competitors – to develop innovative solutions for a more sustainable future.
Julie Felgar
Managing Director, Environmental Strategy and Integration
Boeing Commercial Airplanes
May 6, 2015

2. More people, in more countries, are traveling by air
Aviation is expanding around the globe
Other
Middle
East
China
Asia
Pacific
(excluding
China)
I think this is a remarkable chart, because it shows you how dramatically our world has changed in the past 20 years and how much it continues to change.
Globalization has reshaped the landscape – and air travel goes right along with those shifts.
Simply put, aviation is expanding throughout the world - to become an integral part of life in more countries and regions.
- 20 years ago (1993), more than 73 percent of all traffic was carried by airlines in Europe or North America (that is, mainly the United States).
Last year, about 50 percent of traffic was in Europe and North America.
By 2033, that proportion will shrink to 38 percent.
This is not because air travel is shrinking in the US and Europe – to the contrary! Aviation continues to grow there, but it’s a smaller slice of a much larger pie, because aviation is growing so rapidly in the rest of the world.
Asia Pacific – especially China - and Middle East airlines are becoming prominent in global aviation. The low-cost business model is becoming a viable option in emerging markets, offering consumers access to a wider range of destinations and the opportunity to choose the speed and convenience of flying over traditional modes of transportation.
You can see passenger traffic in China here, the dark red square – 20 years ago, it was a fraction of what it is today. This is because there are now 300 million people in China’s middle class. Last year, about 300 million passengers flew on airplanes in China. In 20 years, that number will reach 1.5 billion passengers!
In addition, modern twin-aisle airplanes enable smaller operators in developing economies to compete on longer routes traditionally dominated by foreign carriers.
Europe
38%
50%
North
America
73%
SOURCE: Boeing 2014 CMO, Revenue Passenger Kilometers in billions

3. Global greenhouse gas emissions
Aviation
Other waste
Other energy
Industrial process
Other transport
2010 Emissions
Buildings & residential
Land use
Source: Direct and indirect emissions; calculated from IPCC WG III Assessment Report 5

4. Boeing Strategy for Reducing Emissions
More efficient airplanes
Baseline
More efficient flight
Sustainable fuels
2050
Carbon Neutral Timeline
CO2 Emissions
2005
Forecasted emissions growth without reduction measures
Use less fuel
Efficient airplanes
Operational efficiency
Change the fuel
Lower life cycle CO2
No infrastructure modifications
“Sustainable Biofuel”

5. Aviation Needs “Drop-In” Biofuel
New ways to make the same fuel
Blended directly with petroleum jet fuel
Meets or exceeds performance standards of petroleum
NO change to airplanes, engines and fueling infrastructure
When we consider the options for lower emission energy sources, aviations alternatives are quite limited.
We have the unique challenges of needing high energy density because of the physics of flight AND globally compatible infrastructure. We have to be able to take off in Bangkok and land in London, fuel up on both ends, and do so without adding complexity to an airline’s operations.
When we consider the alternatives that can do this, the only realistic option is alternative liquid fuels.
CNG (compressed natural gas) doesn’t meet our infrastructure goals and there are environmental concerns about natural gas.
For commercialization viability, sustainable biofuel must have equal or better energy content than traditional fuels and must work in today’s and tomorrow’s airplanes and fueling infrastructure without changes. 5 5

6. Sustainability is required
Sustainably produced aviation biofuel reduces CO2 emissions by 50-90% on a lifecycle basis
Strict criterial measured by NGOs
Net emissions reduction
No adverse impact to food, fresh water, land resources
Positive socio-economic impact
Strong demand by major airlines
Strict sustainability criteria measured by NGOs
Powers sustainable growth and economic development

7. Status of aviation biofuel industry
Technically viable
In demand
Sufficient supply
3 types approved by ASTM International since 2011
High quality standard
Airline support
More than 1,600 commercial flights
Continued military interest
Refinery capacity small
Price premium
Limited sustainable feedstock
Military interest – Farm to Fuel, legislative authorization to work with USDA… but price is key. 7
Technical success and growing demand…but supply challenged

8. What will come first?
Scale?
Price?
Increased supply?
Lower price?

9. Boeing’s global biofuel activities
German collaboration
Nordic Initiative for Sustainable Aviation
Air China
test flight, Hainan Airlines passenger
flight
Midwest Biofuel
Initiative
Boeing Research
Collaboration
Virgin Atlantic LanzaTech
Gutter Oil
Collaboration
BIOJet Abu Dhabi with Etihad
Japan Biofuel
Roadmap
Pacific Northwest
Roadmap
Renewable Fuel Standard Advocacy
Green Diesel
Commercialization
Malaysia Smallhold Farm Initiative
You’ve heard what’s happening and what’s necessary to develop more – and more affordable – biofuel for aviation. This map shows how Boeing is involved around the world to do that.
To point to some of these intiatives:
In the US, we work in the Pacific Northwest to make biofuel out of leftover wood products.
In Brazil, we worked with stakeholders to roadmap a biofuel supply chain, worked with technology company Amyris and the fuel company Total to get the new plant sugar-based biofuel farnesane approved, and collaborate with our customer GOL to incorporate the fuel into their operations.
In South Africa, we are working with South African Airways and the Dutch company SkyNRG to develop an aviation biofuel supply chain using a new hybrid tobacco plant that produces energy rather than cigarettes. Also in South Africa and in Southeast Asia, we are working with the Roundtable on Sustainable Biomaterials to engage smallholder farmers to grow sustainable aviation biofuel crops.
In China, we have a collaboration with our competitor, COMAC, to turn waste cooking oil – known as gutter oil – into jet fuel.
NISA – Nordic Initiative for Sustainable Aviation – includes Sweden, Norway, Finland, Denmark and Greenland (Greenlandair is part of NISA)
Brazilian Biojetfuel
Platform
UAE Halophyte Pilot Project
GOL Biofuel
Flights
South African Airways, SkyNRG Biofuel
Collaboration
SAFUG
support
Joint Research Center with Embraer
Australia Biofuel
Roadmap 9

10. Green diesel: biofuel breakthrough
Currently used for ground transportation
Chemically similar to “HEFA” aviation biofuel approved in 2011
Reduces CO2 by 50-90%, according to Neste Oil
1.2 billion gallons production capacity in US, Europe and Asia
Price approaches Jet A, including government incentives
Boeing tested a 15% green diesel blend with the ecoDemonstrator (2014)
Talk about why this was important and how it will support industry approval of the flight tests. You will probably be asked how soon we expect green diesel approval.
Key Differentiation (Unique or Never Done)
15% blend to be flown on the 787 platform in support of moving forward on certification of the fuel
Green diesel approval would be a major breakthrough in the availability of competitively priced, sustainable aviation fuel
Collaborating with our industry partners and the aviation community to move this solution forward and reduce the industry’s reliance on fossil fuel
Environmental Benefit (Problem, Solution)
Reduced GHG emissions
Produced sustainably, without adverse impact to greenhouse gas emissions, local food security, soil, water and air.
green diesel production capacity could supply as much as 1 percent - about 600 million gallons - of global commercial jet fuel demand
Abstract (What and How It Works)
Boeing researchers performed analysis that found green diesel, which is made from oils and fats, to be chemically similar to today’s aviation biofuel. If approved, the fuel could be blended directly with traditional jet fuel. Green diesel, also called “renewable diesel,” can be used in any diesel engine. It is chemically different and a different product than the fuel known as biodiesel.
When Will It Be Commercialized?
Upon approval

12. Many feedstocks will provide biofuel
Biomass
Oils
Used cooking oil
Inedible corn oil
Jatropha
Halophytes
Tobacco
Ag residues
Switchgrass
Farmed trees
Halophytes
Tobacco
Other
Plant Sugars
Sugar cane
Sugar beets
Algae
Municipal solid waste
Waste gases

13. Fuel approvals will further expand supply
Fischer-Tropsch
HEFA (2011)
Direct fermentation of sugar (2014)
Approved
Near-term approval
Green Diesel
Alcohol to jet (isobutanol)
Hydrotreated depolymerized cellulosic
Some fuels are oxygenates: biodiesel. Some are hydrocarbonates, which don’t have oxygen.
HEFA: take feedstock (plant oils, animal fat) put it into the processing method. Shoot hydrogen at it to break off oxygen molecules. You are left with molecules that are hydrocarbons, including jet fuel
Direct fermentation of sugar: It’s our understanding that technical committees have reviewed and approved this biofuel for use in aviation, using a processing technology from Amyris. We expect this will be announced in the near future.
Direct fermentation of plant sugar: feedstocks include sugar cane, salicornia – many plants would apply. The cellulose gets converted into fuel. Processing technology takes the plant sugar, adds a special type of yeast, some heating…. The process produces hydrocarbon – which is fuel - rather than alcohol.
Green diesel – Feedstocks are plant oils (used cooking oil) and animal fats. It uses the same processing method as HEFA but involves less processing then HEFA-produced jet fuel.
Alcohol to Jet – Feedstocks are plant sugars. You use conventional yeast to produce alcohol. Fuel processing treats the alcohol to remove the oxygen, which converts the molecules into hydrocarbon, which is fuel.
Hydrotreated depolymerized cellulosic: Feedstock focus currently is wood chips… Kior’s process is to use pyrolosis: you heat plant matter without oxygen, under pressure. This change sthe chemistry of the feedstock into what’s called “bio-crude oil”. This bio-crude oil is then hydrotreated into fuels, including jet fuel.
Catalytic hydrothermolysis – Take feedstock, water and a catalyst… this is heated (not as hot as pyrolysis) and under pressure, converts biomass into biocrude.
Catalytic oil – Atmospheric pressure on plant oils, at high temperature.
Catalytic sugar - ???
Alcohol to jet (ethanol)
Longer term
Catalytic hydrothermolysis
Catalytic oil
Catalytic sugar
Alcohol to jet (ethanol)