A revised specification issued by standards organization ASTM International establishes requirements for the use of biofuel blends in conventional jet fuel, facilitating wider use of cleaner-burning “renewable” fuels made from plants.
I recall being at first surprised, then relieved, by the oft-quoted statistic that aviation accounts for just 2 percent of global CO2 emissions. It seems like such a small amount in the grand scheme of greenhouse gases. But a recent report by the World Economic Forum cautions against complacency on the emissions front.
At this year’s Paris Air Show, some big players bellied up to the biojet bar. Boeing flew one of its new 747-8s from the U.S. to the show fueled by a mix of 85-percent jet-A and 15-percent camelina plant oil derivative; Honeywell–the jet-engine and avionics manufacturer–made the trip using a 50-50 mix in a Gulfstream G450.
In response to the European Union’s emissions trading scheme (EU-ETS) regulations, Jet Aviation is offering an EU-ETS compliance service. According to the company, its new service supports all procedural requirements of the EU-ETS, from monitoring flight data and calculating CO2 emissions to managing production of the annual report and CO2 emission permits. Jet Aviation said it has more than 45 subscribers to its EU-ETS service.
Honeywell’s corporate Gulfstream G450 made bizav history when it landed at Le Bourget in time for the Paris Air Show after the first transatlantic flight using biofuel, a trip that resulted in net equivalent savings for the seven-hour flight of roughly 5.5 metric tons of CO2.
At last week’s Paris Air Show strong examples of leadership in efforts to reduce air transport’s environmental footprint came from two sources that, at least in the eyes of sometimes sanctimonious European observers, have not been seen as being at the vanguard of such moves: the U.S. and business aviation. During the administration of former President George W. Bush, the U.S.
Gulfstream Aerospace selected Securaplane’s lithium-ion battery as standard equipment on its new G650. The multimillion-dollar deal marks the first time a Gulfstream aircraft will feature the technology, which is some 50-percent lighter than conventional NiCad or lead-acid batteries and carries a higher energy density. The subsidiary of UK-based Meggitt said the weight reduction per shipset equates to nearly one passenger.
Here we are, 41,000 feet in the air, sailing along at a little more than 476 knots and a little more than halfway from Morristown, N.J., to the Paris Air Show. We’ve got a biofuel blend of Honeywell’s finest and jet-A feeding engine one and straight jet-A in the other. The G450’s Rolls-Royce engines appear to be perfectly happy on a diet of either, and the flight is as smooth as a glass-top table.
Two years ago at the last Paris Air Show, jet biofuels were just talked about, but at the airshow this week they appear to have come of age. On Saturday, Honeywell made history by landing a Gulfstream G450 at Paris Le Bourget after the first transatlantic flight using a blend of biofuel and jet-A.
What does it take to make a million barrels of “green” oil a day? According to San Diego, California-based Sapphire Energy (Hall 3 E118), the answer lies in combination of new environmentally friendly technologies. Sapphire aims to be producing about 67 barrels (2,800 gallons) of its fuel per day by 2014. By 2018, it hopes to be producing between 5,000 and 10,000 barrels of green crude per day.