The business aviation community has been focused on sustainable aviation fuel (SAF) for about 14 years, but alternatives to traditional jet fuel haven’t developed as quickly as hoped.
Bruce Parry is Senior Advisor, Industry Affairs with Bombardier. Based in Biggin Hill, London, Parry’s job is to ensure the Canadian business aviation manufacturer is fully engaged with the aviation community when it comes to three of industry’s hottest topics: the environment, aviation safety and cyber security.
An environmental engineer by profession, Parry has returned to Bombardier after taking a six-year break to work at the International Business Aviation Council (IBAC) and the European Business Aviation Association (EBAA).
He first engaged with sustainable aviation fuel in 2009 when he assisted the business aviation industry with developing its climate change goals, through the development and publication of the Business Aviation Commitment on Climate Change (BACCC).
“Industry recognized there is an alternative to kerosene, or traditional fossil jet fuels,” said Parry. “Aviation OEMs are experts in making planes, but not necessarily at making fuel, and things have not developed as quickly as we would have liked. But the most important thing today is that SAF certification has been done and testing has been completed with engines and fuel systems for the current feedstocks available to manufacture the fuel. That was the gateway to making a drop-in SAF that can be blended with kerosene.”
The next stage is building a global infrastructure to produce enough SAF to meet the demands of the entire aviation industry. Currently, the main centre of production is in Southern California, although Parry said refineries will soon be coming online in Singapore and the Netherlands.
As it stands today, the problem for Canadian operators, both private and commercial, is that the act of trucking a load of SAF to their location negates some of the environmental benefits of using the fuel in their aircraft. Plus, SAF currently costs two to three times more than conventional jet fuel.
Parry said that making SAF widely available in Canada will require sustained, combined efforts from all stakeholders.
“There are a couple of organizations looking into it, but it costs money and needs either federal or provincial support, or both. There is funding out there for environmental improvements, but it’s a question of where and how should it be produced? Once it is widely produced, the costs will start to come down.”
Aside from SAF, Parry pointed to three other “pillars” that can help aviation reduce its environmental impact, including new technologies; operational and infrastructure improvements; and market-based measures such as cap-and-trade and carbon offsets.
“We’ve developed technologies like winglets, improved aerodynamics, weight reduction through composites, and new avionics to help us fly more efficiently. We improve about 2% per year through technology, but occasionally you get a game changer coming along.”
He referenced Bombardier’s EcoJet research program that is using scaled models to examine aerodynamics and behavioural systems, with the potential of reducing current emissions by up to 50%. Concepts such as a blended wing design could lesson drag and reduce fuel consumption. Further research will be carried out on other airframe elements in the future.
As far as operations and infrastructure, Parry said airports are taking steps to install solar panels and implement electric-powered ground support systems – although these are not usually available at smaller airports. Flight planning is also a hot topic, with ICAO and other national authorities looking at ways to improve flight routing, air traffic control and airport infrastructure.
“The most important thing that has happened recently is ICAO member states in the United Nations recently agreed on a long-term aspirational goal for aviation to achieve net zero by 2050,” he explained. “There is now a level playing field for all states to contribute, and the desire is there.”
Recently, business aviation has come under scrutiny – especially in Europe – but Parry thinks the industry has a good sustainability story to tell.
“We’re all contributing to the overall business aviation commitment on climate change,” he said. “It’s good from an environmental stewardship point of view.”
For operators who can’t get their hands on SAF right now, Parry advised them not to feel discouraged. There are still concrete steps they can take to mitigate their climate impact.
The book-and-claim system is one such solution.
“Book-and-claim can be a bit complicated, but simply you are buying SAF in one place and it’s used elsewhere, and it can be done on an as-needed basis,” he explained.
Operators get environmental credits for purchasing SAF that is pumped into the tanks of another aircraft that is located near the fuel production site. That way, the environment still benefits from SAF usage, and Parry said buyers are encouraging more production.
“Ultimately, we want fuel in Canada. With book-and-claim, you are indirectly putting finances in to fund future development. The more of this fuel we get, the more book-and-claim we use, the quicker we’ll get to optimum supply. In biz av, there is a willingness to pay, and you have to start somewhere.”
Carbon offsetting also has an important place in helping industry reach net-zero emissions by 2050, said Parry.
“There is a need to do some voluntary offsetting to reach our goals (in parallel with all the other elements of the BACCC). It’s important to do your due diligence to ensure offsets are the right types and reflect the values and goals of your organization.”
For the latest ICAO updates on sustainable aviation fuels, click here.