Turbine Technology: The Future of Biofuels

Necessity is the mother of invention

The pieces are in place: The high price of fuel, international focus on environmental impact and emissions, the search for a renewable resource, and a need for technology that will produce the quantities needed for the industry and not require a new system for distribution.

The needs of the marketplace are bringing the innovation focus to biofuels as the answer to alternative fuels.

Airlines, regulatory organizations, fuel companies, and investors are all working toward the same goal: certifying a product and finding a cost-effective process to supply and manufacture the product.

The aviation industry is demonstrating its desire for biojet fuel with the certification of biofuels on regular commercial flights expected in 2012, the Air Force’s target to use 50 percent domestic jet fuel by 2016, and the European Union’s mandate that transportation fuels consist of 10 percent biofuel by 2020, according to Great Plains Oil & Exploration — The Camelina Company.

Industry standards
With all the research and development going on, the industry also recognizes the need for fuel standardization. The American Society for Testing and Materials (ASTM) passed a synthetic fuel standard, D7566-09 Specification for Aviation Turbine Fuel Containing Synthesized Hydrocarbons, which replaces ASTM D4054, Qualification and Approval of New Aviation Fuels and Fuel Additives.

ASTM is one of the largest international standards development systems in the world. According to Mark Rumizen, aviation specialist of the FAA and chair of the task group that developed the standard, “Concerns with the future cost and supply of conventionally derived aviation fuel and the imposition of carbon emissions limitations contributed to the development of ASTM D7566.” The issuance of the standard, he continues, “is the culmination of a focused, collaborative effort by the commercial aviation industry to move toward more environmentally friendly fuels, and to diversify the suppliers of aviation fuel.”

The new standard, which was developed with the support and involvement of engine and airframe manufacturers, can significantly reduce approval time and cost to certify a new fuel or new fuel additive from about 10 years and $10 million to just three years and $3 million, according to Pratt & Whitney. The protocol includes a meticulous process for assessing impact on engine safety, performance, and durability. It ensures that blends with up to 50 percent of Fischer-Tropsch synthetic paraffinic kerosenes (SPK) meet the standard specification requirements to ensure drop-in quality.

The taskforce that worked on the standard was made up of members of the Commercial Aviation Alternative Fuels Initiative (CAAFI), the U.S. Air Force and ASTM committee members from the industry. CAAFI is a consortium of aerospace firms, trade groups, and the FAA to advance the production and acceptance of alternative aviation fuels.

“There was a critical need to develop a standard practice for approval of new fuels and new fuel additives for use in commercial and military engines,” says Tedd Biddle, Pratt & Whitney’s fuels technology manager. “There was no official protocol in place that was accepted by Pratt & Whitney, GE, and Rolls-Royce that provided guidance, procedures, and requirements to our commercial and military customers.”

Biddle recently won the ASTM International Committee D02 Petroleum Products and Lubricants Award of Excellence for leading the industry group and serving as the primary author of the 60-page standard practice guideline.

Another effort to promote the benefits of biofuels comes from the Geneva-based Air Transport Action Group (ATAG) which recently published the Beginners Guide to Aviation Biofuels.

It outlines the benefits of moving to a cleaner source of fuel, technical criteria for a sustainable solution, and testing process by which a biofuel is evaluated. ATAG is a global organization that represents commercial aviation and air transport.

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