Carriers fly towards cleaner jet fuel

Dubai: If anyone had asked the aviation industry about research into alternative, cleaner-burning jet fuels a few years ago, they would have received blank stares and dismissive shrugs.

Now, says Mick Forey, a senior vice-president at Rolls-Royce, the number two jet engine manufacturer, that's virtually the only question they're getting.

"Two years ago, we saw virtually no research in alternative fuels. Today, everybody in the industry is looking at different elements of fuel," he said.

More than ever, the public is gaining awareness of the threat of global warming. A global spending bonanza into researching green technologies has ensued, including the field of aviation, which contributes a small but growing segment of greenhouse gas emissions.

According to the European Union, aircraft produce roughly three per cent of global carbon dioxide emissions, but they have increased by 87 per cent since 1990.

Global cement production, by contrast, produces three times that quantity and power plants, many of them outdated coal-fired systems, produce ten times this level.

Nonetheless, airlines face mounting pressure from activists and politicians to reduce their environmental impact.

Initiatives

Today, engine makers, airlines and airplane manufacturers are joining hands to develop a jet engine that burns cleaner and uses less fuel than conventional models.

They are doing so partly in response to environmental concerns. Also, in the ultra-competitive $450 billion aviation industry, going green is also good for business.

Lower fuel costs can mean the difference between healthy profits and sagging losses. Cleaner burning alternative fuels may also help stave off emissions-based airline fees, such as those under consideration by the European Union.

At Rolls-Royce, engin-eers are pursuing several promising technologies. These include improving the efficiency of the standard jet engine by 15 per cent to developing new, hyper-efficient engine models such as the open-rotor engine.

It also includes designing an engine that will run on synthetic fuels made from corn, natural gas or even algae. The company is, however, quick to warn that any new technology will take time to develop.

"There is a range to the technologies which we are working on but we're trying not to say 'that is the solution,' because it's too early," Forey said.

Leading aircraft makers Boeing and Airbus are also actively engaged in projects, working with Rolls-Royce and General Electric (GE) and airlines such as Qatar Airways, Virgin Atlantic and Air New Zealand.

Earlier this month, Qatar Airways, Airbus and Rolls-Royce signed a partnership with energy firms to produce jet fuel from Qatar's vast natural gas reserves.

Gas to liquids (GTL) technology takes natural gas and converts it to liquid kerosene, which is structurally very similar to jet fuel.

The project aims to produce 500,000 metric tonnes of GTL Kerosene per year. When burned, natural gas produces 30 per cent less carbon dioxide than oil.

At Virgin Atlantic, founder Sir Richard Branson this year outlined plans to become the first airline powered by alternative biofuels. It is working with Boeing and GE towards a goal of making test flights beginning next year.

Efficient aircraft

Like many airlines, Virgin is also investing in new aircraft which are dramatically more efficient than the ones they will replace.

Its Boeing 787 Dreamliners will help Virgin reduce emissions by 27 per cent. Air New Zealand has similar aspirations.

It has teamed up with Boeing and Rolls-Royce for test flights using a sustainable source of jet fuel.

Scott Carson, president and CEO of Boeing's commercial airplane division, says a number of US airlines are pursuing similar projects. But until now, each existing alternative fuel posed challenges for jet aviation.

Ethanol, a fuel made from corn and sugar cane, freezes at high temperatures and is unsuitable for the frigid conditions of high-altitude air travel.

So far, most programmes are testing the suitability of a blend of traditional jet fuel with alternative biofuels.

"The first thing you want to do is test the characteristics of the fuel," he says. "You can think of a 100 reasons why this is the right thing to do, and there are 100 reasons why each fuels has issues with it."

But in contrast to just a few years ago, the industry is at least going through the critical first steps needed to find a solution.

"Is any of this the answer? Absolutely not," Carson says. "But these are the building blocks towards an answer."