Biofuel steps into the Jet fuel market

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Discussion Overview

The discussion centers on the recent demonstration of biofuel usage in aviation, specifically a flight by Virgin Airways using a bio/traditional fuel mix. Participants explore the technical advancements, feasibility, and environmental implications of biofuels as alternatives to traditional jet fuel, as well as the challenges associated with their widespread adoption.

Discussion Character

  • Exploratory
  • Technical explanation
  • Debate/contested

Main Points Raised

  • Some participants note the significance of the cold weather biofuel that does not freeze at -47C, highlighting it as a breakthrough in aviation fuel technology.
  • Others express skepticism about the feasibility of producing biofuels sustainably and in sufficient quantities, emphasizing the need for further advancements.
  • One participant raises concerns about methane production during the sewage processing for algae cultivation, indicating potential environmental impacts.
  • There is a discussion about the technical challenges of using biofuels in existing aircraft engines, with some suggesting that modifications to the fuel system may not be permissible.
  • A participant mentions that airlines and manufacturers like Boeing require biofuels to be compatible with current engine designs without necessitating changes to the engines themselves.
  • Some participants express optimism about algae-based biofuels, particularly in relation to reducing energy costs associated with sewage treatment.

Areas of Agreement / Disagreement

Participants generally agree that while the demonstration is a positive step, significant challenges remain regarding the sustainability and practicality of biofuels in aviation. Multiple competing views exist regarding the feasibility and environmental implications of biofuel production.

Contextual Notes

There are limitations in the discussion regarding the specifics of the biofuel production process and its compatibility with existing aircraft systems. Some assumptions about the environmental impact of methane production and the technical requirements for biofuels in aviation are also noted but remain unresolved.

mheslep
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Showman Sir R. Branson put on another display that highlighted some technical and business advances on the use of biofuel instead of the traditional kerosene source for jet fuel. Branson's Virgin Airways flew a 747 Sunday from London to Amsterdam w/ one of the four engines using a bio/traditional mix. Meanwhile Branson drank of shot of his new fuel.

Notables:
  1. Production of a biofuel that won't freeze at jet altitude: -47C
  2. Cold temp bio jet fuel made by: http://www.imperiumrenewables.com/"
    - Seattle based
    - Founded 4yrs ago by John Plaza
    - Planter likes algae for his future bio crop; likes sewage processing tanks as a major algae source
  3. Branson pitching tax breaks to EU governments for using bio jet fuel

WSJ Tuesday Feb 26
http://online.wsj.com/article/SB120399661811692897.html?mod=todays_us_nonsub_pj"
 
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Computer science news on Phys.org
Correction to the company name
 
Baby steps, though. Branson's got his heart in the right place, but he readily acknowledged that this was a feasibility demonstration. We've got a long way to go before we can make this type of fuel plentiful, sustainable, and environmentally-friendly. I have high hopes for the algae-oil guys like Ivan and hope that they can feed those little rascals with processed sewage so as to reduce the energy-costs of sewage treatment and get some energy back out. One thing to watch is methane production. It is a potent greenhouse gas, and it can form in copious quantities in anaerobic digestion processes.
 
Sure its a start. I should have emphasized the breakthrough more: cold weather biofuel. People were saying this would never be done at aviation temperatures.
 
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mheslep said:
Sure its a start. I should have emphasized the breakthrough more: cold weather biofuel. People were saying this would never be done at aviation temperatures.
You're right about that. We don't have the details, though. Most biofuels in transportation applications have to be pre-heated to keep them from gelling at low temperatures, even in mundane uses like supplementing diesel fuel in cars and trucks. Normally, you'll have to run a vehicle on diesel for a period, and use the waste heat from that engine to pre-heat and liquefy the biofuel before you can start bleeding the biofuel into the fuel stream. This is a problem that students at Unity College here in Maine have been tackling. We have cold winters, extremely high fuel prices, and long commutes between where you might live and where there might be a job that pays enough to support your family.
 
The only comment in the WSJ piece is "Imperium came up with a process that yields fuel that won't freeze at minus-47". The IR website has absolutely no further relevant tech. details. I think its safe to assume no mechanical alterations would be allowed to the fuel system of the aircraft (like additional fuel heating) so the cold weather enabler in this case has to be all in the in fuel composition.
 
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There was a thing about this kind of technology on the Science channel. Basically, the airlines and Boeing have said "We won't change our engines to run your fuel, you must change your fuel to run on our engines." They did something with pressure and, I think, an autoclave process to convery WVO more or less, into a fuel that was very close and fully interchangeable with kerosene.