1. 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

2. 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?

3. Why do anything? Public perceptions.

4. 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

5. Why do anything? Customer demands.

6. 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

8. Source: CJ Campbell Why biofuels? Dwindling oil supplies

10. Change is in the air?...but why biofuels? Aviation expected to continue to grow: essential tool for socio-economic development and maintaining cultural ties

11. Change is in the air?...but why biofuels?

12. Why biofuels? Speed – a “drop in” option

13. 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

14. 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

15. Sustainable agronomy principles should be applied Should not conflict with staple food crops What were we looking for in a biofuel? Social sustainability

16. Must be economically viable What were we looking for in a biofuel? Economic sustainability

17. 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

18. 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

19. 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

20. 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

21. What did we prove? No difference in performance between No 4 Engine and other Engines No issues identified through detailed maintenance procedures

22. 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

23. 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. VISION: A truly sustainable market for aviation biofuels What happens next?

24. 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?

25. Courtesy Dave Daggett, Boeing Co Up to150 times more fuel from future algae process than soybeans What happens next? The mid term future

26. 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

27. 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

28. Use sewage water output Encourage further algae growth in racetrack ponds Harvest Algae (scaled version) Discharge Clean Water Courtesy Dave Daggett, Boeing Co Change is in the air?...what happens next?

29. Harvested Algae Oil Extraction Process Biocrude Oil Examples are: Expeller/Press Hexane Extraction Supercritical Fluid Enzymatic Ultrasonic Etc. Courtesy Dave Daggett, Boeing Co Change is in the air?...what happens next?

30. Biocrude Oil Refining Process Sustainable BioFuel Courtesy Dave Daggett, Boeing Co Change is in the air?...what happens next?

31. Change is in the air?...conclusions There are alternatives to kerosene - you can fly a plane on biofuel Lessons have been learned from the 1 st generation feedstocks and biofuels – more efficient and more sustainable 2 nd 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