thank you very much for joining us today it is my great pleasure to welcome you to the third session of the acts of series technical trainings delivered under the actsaf program my name is Jane hoopy I am the director in charge of the Ikea environment program and I'm here with the Ikea officers working on ACTA from headquarters and the Regional Offices of IQ this Series has been developed following Ikea's engagements with many states participating in the access program which highlighted the need to develop level up the understanding of South I'm pleased to see you again participating in high numbers which is a testimony of the sector's interest in saf and how this series can be effective in addressing knowledge gaps in the value steps of the staff implementation among states in particular we appreciate the participation of those from Asia Pacific region whom I recognize would be past your regular working hours so today's session the objective of today's session which is Staff Production Technologies and certification is to provide participants with an understanding of the specification of Aviation turbine fuel ATF the process to approve new Pathways for fuel production and it's used on aircraft as you can see from the agenda we will spend some time reviewing definitions of Aviation Fields it's important we all understand what we are talking about then production and processes toward fuels approval main challenges and some prospects on how fuel certification processes could evolve in the future before moving into of course a session on question and answers where we can interact with you and take out your doubts today we are very pleased to count on the expertise of three access Partners Mr Ross Walker from Airbus Mr Markham Hussein from the U.S Federal Aviation Administration and Mr Nicola sturland from Safra they have very kindly volunteered to share their knowledge expertise and experience with States as part of the access series a big thank for your cooperation it is a pleasure really a pleasure having you here today I hope you will make full use of this session to ask questions to clarify our matters pertaining to self production and certification of course related issues and we we really encourage every participant to make today's training as imperative as possible between each session we will take time for questions you are mostly welcome to raise your hand with the dedicated button and take the Vlog submitting questions in the chat is also much welcome I also wish to insist that there are no prerequisites in terms of Knowledge from participants and therefore all questions are perfectly valid questions before I hand the time over to to Bruno Silva our Iko Phil officer who will give you a short update on the acts of platform and we'll also moderate the session thereafter uh let me recognize the great work done by Dr Neil Dixon our chief environmental standards and the staff team in making the staff series a reality our objective here is really to prepare those sessions as informative and as practical as possible and this is why we directly involved that speakers our exact Partners they are really doing it and we welcome any suggestions on how we might take this series even further so if we can make it better let us know and with that I wish you all an excellent session ahead and run the floor is yours yeah thank you Jane uh so as we have done like on the last series like I'll provide some quick updates on the active where where do we stand since the last time we spoke a month ago so again like we all the updates are provided in our XF platform so we are uploading the videos and the presentations of this XF Series in on the website we have received some feedback that it was a bit hard to find the videos now I think it's very clearly marked there like if you want to watch the presentations uh after it's now available there on our website go to the next slide uh feasibility studies so uh we are now uh foreseeing the development of many feasibility studies under XF so we have already announced that like the three new feasibility studies uh are under development under the existing IQ project for Zimbabwe Cote d'Ivoire in Cabo Verde and we have financial resources that have been provided by guatevar France Netherlands and European commission and these resources will allow several additional feasibility studies we're now uh in conversations to Define like who will be the beneficiaries of these feasibility studies and we hope to have news very soon we're also structuring a project with the World Bank and we also want to share some news on that soon and we are also noting like that many partners accept partners are also pursuing feasibility studies and we're this is also very welcome as well so very soon we'll have like a lot of visibility studies coming uh to be developed and published in the near term so what we're also doing now is to develop a template for this feasibility studies so that we facilitate like the comparability between the results like we can compare the results between different visibility studies and it will also facilitate the Outreach of the results so that people know where to find information on these visibility studies and with with a harmonized structure this is going to be facilitated uh we also received some feedback like that people wanted to have more details like on what will be the projects following the feasibility studies so we we always start with the feasibility study to check if it's feasible or not to develop a safe industry in a state but after that we're also for seeing like uh projects to support police implementation as uh so there are many policies that are available to support parts of the development so here are some categories uh that we have listed in our Ico guidance on potassium policies and coordinated approaches for the development and deployment of sustainable Vision fuel and there is this question like what is the best policy for a specific State situation and we will support States like treat identify what is the best solution in terms of policy and also support states to implement the policy framework if that's the case next slide please so and we once again like once identified the feasibility of self-production in a state uh reminding of the xf's 2 Series like we're talking about sustainability uh and so all the elements of a safe supply chain needs to be certified since the feedstock production from the firearms and the distribution of the feed stock the the safe production plant or the refinery and up to the soft blending Point everything needs to be certified under course here standards so uh once we identify these potentials on the states we also foresee like providing support to States uh ongoing through these uh certification process and that's where we think like that the the the group of XF Partners will be very instrumental in supporting providing support to States in in performance certification so uh and again so a key request that we have received since the beginning is the conceptual train yourself so on today's session we will talk about self-production technology and certification this will be complementing what we had on the last series like we're talking about sustainability certification should they will really go on to the technical certification how to ensure uh that the Technologies to produce are safe for using in aircraft and as Jane said like these are the current list of uh additional series that we're foreseeing but any feedback is welcome first this is not uh final yet we're we're accepting feedback and we can adjust these as needed so with that next slide so with that I would like to hand over the floor to our first Speaker uh Mr Ross Walker from Airbus who who will start like on these four uh first items here of the agenda talk about a visual few terms and acronyms what is Aviation turbine fuel how is Aviation turbine fuel produce the controls and we provide an overview obligation industry processes for assessing controlling and approving new feed stocks and processes for Aviation turbine fuel production then okay thank you very much Bruno uh I'm Ross Walker I work for Airbus I've been working on fuel fuel specifications uh for about 30 years now and I would try and impart some of the information I have uh next slide please uh first of all I'd like to start off with some definitions there are lots of acronyms that go around uh from an aircraft design at this point of view we are mainly concerned about safety and certification to ensure that safety of the aircraft and the fuel is one of the key components for that uh what we call it is Aviation turbine fuel or jet fuel uh and when we start producing fuels from non-petronium products we call them the synthetic Aviation turbine fuels uh and they're composed of petroleum fuels at the moment with a blend of synthetic blend component which can be a sustainable part or not but the fuel specifications do not deal with sustainability at all there's fewer specifications are primary there to ensure safety of the aircraft and its operations uh saf is a term that's often used for sustainable agency fuels and the sustainable uh sustainable synthetic Aviation turbo fuel can be suff uh and in Iko you also have the low carbon Aviation fuels and I talk today would be about a synthetic Aviation turbo fuels and how we ensure uh they are safe for operations for the aircraft next slide please so what is ATF uh next slide so ATF Aviation turbine fuel or jet fuel is quality traded around the world uh minimum requirements and during trading it is basically controlled by two specifications either ASTM d1655 jet a fuel and Jet A1 fuel or less than zero nine and zero nine zero nine one uh jet A1 fuel these two fuel specifications are the ones which the industry uh works with and wherever an aircraft flies around the world it needs to pick up the same fuel if it picks up a fuel that is different then that can affect the safety and the operation of the aircraft next slide please Aviation turbine fuel it's a hydrocarbon in the C8 to c16 range it doesn't have a precise chemical composition uh it's primarily a distilled uh crude oil uh as composed of paraffins naphthins and aromatics I put aromatics here in a red box because that is one of the subjects we have to deal with when we start synthesizing fuels because not all means of synthesizing will produce aromatics and as I'll explain later they are required for Aviation fuels on the right do you see a table there which is a list of requirements that we check for each batch of fuel but if we go to the next slide please uh the thing is that the list of properties that we check is not everything that we require within jet fuel many of the properties are such a specific energy uh density uh volatility those are things that we can check but other properties uh within jet fuel made from petroleum sources are what we call inherent they are there because it is produced uh and been reduced for many years in a set way and we know that the electrical permittivity of the fuel will be at a certain range and that is critical for fuel gauging in that particular aspect there are other properties within the fuel which are inherent and in important for the Safety and Security of the aircraft that we don't actually measure but are basically there because the production processes that we use uh next slide please so now I would like to talk about how we produce jet fuels uh we all know that jet fuel is produced from petroleum crude oils but not all crude oils are the same you can see here visually uh that these are six different crude oils and they visually look different uh this is uh but they all can be used to reduce jet fuels next slide please uh two key differences that are within the crude oils is the amount of sulfur in them uh and also the viscosity and depending on the sofa level and the viscosity the production process is used to actually transform them into different fuels and products can vary significantly some products are the light fuel or the right bottom right hand side these oils tend to be quite easy to manipulate and to transform into products the products the crude oils on the top left of this chart with the heavy sulfur and a very high viscosity tend to be more expensive to produce so there are lots of different processes used and if we look at the next slide uh we can see that if we did a straight distillation I.E that's just putting the fuel into a Distillery which then heat up the electric liquids and the vapors would be taken off at different temperatures depending on the origin of the crude oil uh how thick it is with viscosity uh what is sulfur content is we will get different products out uh if you could tap the next slide please next action there we go uh this last column is showing you what the actual Market needs as opposed to the previous five columns which show you what products would be produced just by Straight distillation and you can see that we would not get achieved the products we want so therefore we have to do more than straight distillation and we have to synthesize the Future Fuels and the other fuels by other means uh using the crude oil so if we go to the next slide uh I'm still talking about crude oil I'm not talking about fuels which could be systemically sustainable uh from renewable sources this is crude oil production and you can see there uh very small perhaps but there are multiple Pathways we use to actually break down different components and reassemble the different components within the uh hydrocarbons to make the products we need uh I picked out on the right hand side two Aviation fuels I have gas and Aviation jet fuel Aviation jet fuels we're talking about today these products can be made by multiple processes even petroleum sources so synthesizing fuels is something we've done for a significant period of time uh and safely produce jet fuels this way uh if we can go to the next slide as I say we're reducing fuels either by straight hydroprocessing or by Straight distillation or by hydroprocessing or synthesizing there's another way of saying that since 1945 to 1999 uh and there's always using petroleum fuels in 1999 uh there was a major change in that we allowed uh the production of jet fuels from non-petroleum sources uh this is done through a process called Fisher tropes uh it took about five or six years a very intense investigation and study uh by the producer of the fuel in collaboration with all the airframers and engine manufacturers to verify that this new production method was fit for purpose and would not affect the operation of the aircraft but the fuel that came out at the end is a jet fuel a jet a or jet A1 fuel it was limited to a 50 blend with existing petroleum at that time uh due to concerns about certain properties and one of those being the aromatics which I mentioned earlier which is important for functioning particularly fuel gauging systems and some of the joints and seals on the aircraft if we go to the next slide please uh when we got to 2009 uh we'd already approved uh a hundred percent synthetic fuel from uh fusing official tropes process but it was restricted to one specific refinery in South Africa uh and was not generally available for every reduced fuels in that way this was a catalyst to us actually formalizing more precisely the process for approving fuels which is a process which we call astmd 4054 and also another means of actually documenting the approval process rather than cluttering up the existing specification with lots of different approvals we created a brand new specification called astmd 7566 and with the net specification uh we started putting annexes in uh the first one was the Fisher tropes processors which was expanded to going Beyond uh production uh in South Africa to a wider approval that can use various means of production going from existing fossil sources such as coal or natural gas but also to renewable biomass which could be sustainable uh and in 2011 we approved the second Annex which is a heifer fuel which is hydro treated esterism fatty acids which is probably the one that's been most used uh sometimes used cooking oil is transformed in this way uh to reduce fuels so in 2011 we'd gone from uh two Pathways to three and the where we are today with the next slide I won't talk through all these different processes but you can see there are multiple different feedstocks we can use from sugars starches vegetable oils uh to transform fuels into jet fuel now all these fuels are today that are synthesized from non-portronium sources uh require that we blend them this blending is to ensure we have the correct aromatic content and also it gives us uh very much confidence that the final fuel is the same as existing jet a and Jet A1 fuel and all these fuels are certified as Jetta and Jet A1 fuel based on two key specifications ASTM d1655 and Def stand 91091 which the specifications I mentioned in my second slide are showing where fuel is available it is important that the final product is a fuel that is listed in the aircraft documentation and certified by the awareness authorities as fit for purpose of the aircraft to ensure the safety of the aircraft and operations and that is the purpose of this specification safety and of the operation of the aircraft if we go to the next slide this is something you can look at later or you can go to the actual document ASTM d7566 which will list the seven Pathways which we have now approved for use to produce yet a and Jet A1 fuel there are also two other methods to produce fuel which are directly within the two specifications I mentioned that actually allow you to blend uh non-petroleum oils such as vegetable oils with crude oil at the initial point of production and so therefore they go into the normal production process to produce a Jetta and Jet way one fuel without a blending requirement but normally the Restriction at the present time of around five percent of vegetable or non-patrolls to make those fuels uh if we go to the next slide uh this slide is trying to explain what I mean by blending and why we have the requirement for blending the top uh wiggly line you may call it uh is actually showing the hydrocarbon distribution uh of a jet A1 fuel produced from a hunt petroleum source to 100 petroleum the bottom green line is one of the fuels that we use that is that derived from a vegetable matter that is synthesized to synthesized blend component we call it a blend component this time and not as sap or television fuel it's simply a simplified blend component because it's not certified for use on the aircraft but if we blend the uh green line with the blue line we end up with a red line and that is a sustainable Aviation turbine Fuel and if you compare the red line with the blue line they are very similar whereas the group Greenline has a significant difference to the Blue Line uh one of those key components I mentioned again are repeating myself is the aromatics aromatics are something which we've always controlled in jet fuel we've always limited what the maximum level of aromatics is within jet fuel but we we know that we're there because it's inherent with them jet fuel production from petroleum resources we've never had to put a minimum value in but when we produce fuels from synthetic processes then not all processes produce aromatics and therefore we've had to put in place a requirement that there is a minimum aromatic content within jet fuels that are that are you made from non-petroleum sources and this is a key criteria uh that limits how much we can actually use uh sustainable or synthetic feed store stocks to produce jet fuel the actual blending ratios are specified in the stmd 7566 document because they will vary depending on which feedstock and which process you are using to produce the fuels uh if we go to the next slide uh then I will give you an overview of where we are today uh next slide please uh so what I was talking about I've talked about how we produce normal petroleum derived fuels that there's a very processes we use we actually break down and we synthesize much of the petroleum jet fuel that we have today uh but when we go to synthesizing fuels from non-petroleum sources we have to have a very clear and precise process ASTM d4054 and Mark ramazan in the next part of this presentation would explain clearly what that process is Who's involved and how we achieve a certification uh through that process a second document I mentioned was the d7566 this is a document which allows us to actually uh categorize and Define precisely each processes in the forms of annexes within this document as I said there are seven annexes allowing you seven different Pathways which enable you to produce potentially not just synthetic views but synthetic fuels that could be sustainable but neither of these documents are approved for flight the C7 d7566 fuel needs to be re-certified as a the astmd 1655 or Dev stand 91091 which are listed in aircraft flight documentation not just for Airbus but for other aircraft producers such as Boeing Bombardier emperor uh and it's only at this point is it approved for flight and is based purely on the safety requirements for the aircraft that is approval is given so that was a very rapid uh explanation of what jet fuel is how we synthesize or options we have for synthesizing jet fuel from non-portodium sources which could potentially be sustainable uh and I think now that's Mark chromosome would explain later the more to processity the two documents there in the red the 405 4 and 7566 documents uh and if you have any questions uh I'm hoping to take them thank you very much for us for kicking off these uh this session okay yes so let's move to the the rest of the presentation then thank you Mark uh yes hi and uh hello everybody um my name is Mark rumberson I work for the U.S FAA Federal Aviation Administration and I'm also the chairman of the ASTM aviation fuel committee uh and that's important the ASTM committee is an industry committee uh the FAA is obviously government regulatory agency and it's important to understand that fuel aviation fuel is primarily controlled by the industry so for me as a regulator it's important for me to have a hand or hand in a foot both in what industry is doing and what the FAA is doing the other thing I want to mention is I appreciate this opportunity for Mike or to have this um it's really a wonderful opportunity to have this Global presentation people all over the world because we all really need to understand that jet fuel is a global product it must be the same wherever Airbus or Embry air for Bombardier airplanes fly the fuel they load at an airport in a different country or a different continent needs to be pretty much the same so you know Ross talked about safety uh safety is critical uh I'm only going to talk about safety I'm not going to talk about sustainability even though I know everybody's interested in sustainability and carbon emissions my focus here is certainly on safety next slide please uh next please uh so the way we control fuel this is very important is by a fuel specification which is typically they're typically industry documents they're also military documents next please um but all there's different specifications and are all they're all controlling what we call Jedi or Jedi one fuel it's the same fuel uh slow down please um uh so we control a few of the fuel specification um the engine the aircraft engine companies such as Pratt and Whitney or Rolls-Royce or GE um they they include the fuel definition or the fuel specification as an operating limitation and then that operating limitation next please flows up to the aircraft operating limitations so as part of the aircraft design there is a limitation that says You must use Jedi or Jedi one fuel in very simple terms but it may Define Properties or the specification but really what all it says is you must use Jedi or jet A1 fuel next please so this is this is done during the certification of the engine and aircraft and then you send the aircraft out to Airlines let's say next please the airlines in Accords with um the regulations from yasa from Transport Canada from the FAA uh the airlines can only use the fuel that the airplane and engine manufacturers say they must use and that's called an operating limitation uh and next please and um uh next please so what this means is if you look at this whole picture is that the airworthiness authorities again FAA yasa Transport Canada anac and Brazil um jcab in Japan we don't certify fuel as a product we don't certify fuel as a part of the airplane we certify airplanes and engines to operate on a specified Fuel and that's very important that drives a lot of things that I'm going to talk about in the next couple slides next please and um and it's important to note that the airline is where the airworthiness authorities uh apply their regulatory oversight you know they they go to the airline and say are you sure you are you only using the fuel that Airbus or Boeing says you're supposed to use that's but but nothing Upstream of that where the fuel is made how it's handled quality checks none of that is under the oversight of the aviation regulatory authorities not again something that is very kind of difficult to understand next slide please uh so this all ties into how do we approve these fuels and Ross thankfully already gave you the definition for satf synthetic Aviation turbine fuels notice I'm not using sap here I'm saying satf because not all satfs or saps but all saps are satf anyway uh so we start off with block one and as I just talked about all the airplanes are approved to operate on next please uh jet a fuel that's our jet A1 fuel that's their operating on the table they're all approved to operate on the same field next please so we did when we were trying to figure out a way to um evaluate uh saps or satfs um we developed a process and it's defined by an ASTM standard d4054 that's our evaluation process it tells you what tests you need to conduct with a lot of other information in it and really all that's doing all that document is is trying to do is to compare the fuel made from let's say renewable resources like sugar or vegetable oils whether or not that fuel is essentially identical to jet fuel made from petroleum that's what that process is trying to do and if next please if the determination or conclusion is this is done with the aircraft and engine manufacturers a very rigorous process I'll explain that in the next slide but um but if the determination is made by the aviation fuel community in general every all the stakeholders that it is yes it is the same fuel then we then we add it to our drop-in fuel specification which is ASTM d-7566 and we as Ross mentioned we add these Xanaxes because next please because um because we we right now we require blending with conventional jet fuel to get a complete jet fuel these are subsets of jet fuel for the most part and I'll explain that again later um you know okay good my timer's gone um uh next please uh and and what we call the the fuel products defined in the annexes we call them synthetic blend components sbcs I think Ross also mentioned that thank you Ross next please uh uh and then we uh uh you blend it I just kind of talked about this that's how you make satf uh next please uh Ross also mentioned how many years he's worked with in aviation fuel and I'm I you notice I skipped that part I don't want to admit that part but I'll just say it's almost as long as Ross so I I know almost as much as he does um so moving from block three to block four uh back upwards um uh so block four uh since we've already proven the fuels this is jet a fuel it really it's just generating fuel uh it's determined it's equivalent to the conventional jet fuel specification because it's equivalent um and there's a wording in both specs to sort of lock that in uh next please because it's equivalent it brings you back to block one it meets the operating limitations so you can use it without any additional approval after you get the specification defined next please so what that means is the getting your conversion pathway your sap whatever you want to call it into our drop-in fuel spec that equals approval to fly which is and and it's quite accomplishment that we in Industry collectively worked out this process and it's a very rigorous process which I'll explain you know it's going to be safe whatever we approve is absolutely safe but but that's it that's so that's why you hear so many companies talk about getting ASTM approval it's not not really ASTM approval it's really getting their own asdm specification Annex next slide please so next please uh so let's focus on the evaluation process because that's really the heart of this whole whole process I talked about the d4054 evaluation process next slide please um so what this process does in very simple terms next please next we'll do this quickly next so what it does it's working backwards it's trying to determine if the new fuel and it's not really a new fuel but I use that term here fits the existing Fleet of engines and airplanes and I I used to work for two engine manufacturers and I always tend to forget the airplane so excuse me for this slide sorry Ross um uh but um but this really applies to airplanes as much as as engines the idea is to make the fuel fit the airplane next please and if it does we call that a drop in fuel so you don't need to make any changes to the airplanes or engines uh you need to put a lot of work into making the fuel and getting it right but once you do that you can just use it on the existing Fleet of airplanes all over the world again embryo airplanes uh de Havilland airplanes Airbus airplanes Airbus helicopters next please so here's the evaluation process the first part of it is an evaluation of fuel properties next please and then uh report gets issued next please and then there is a collective review of the data and this is a very rigorous review trust me um where where all a team of engine aircraft manufacturers which has grown considerably in the last couple years because of the interest in Sav and myself as part of the FAA and yasa sometimes participates Transport Canada might get involved we review the data and we make sure first we determine does this look like a jet a fuel and then secondly we determine um is there any additional question testing required just to double check things so we might not be sure about it next please if there is additional testing required then we get into more expensive and more uh testing that requires a lot more fuel combuster rig testing engine testing uh fuel nozzle rig testing um these are more expensive tests but uh you know they have been necessary in some cases and they provide important data uh next please next please so we go through another similar similar final review next please and then finally when the the whatever uh National Air within this authorities are involved agree the engine aircraft manufacturers all agree they give it a thumbs up uh uh then we say okay this looks like a jet fuel this will be safe on our products that's the important thing then after all that next please then it finally goes to a balloting process at ASTM where the rest of the stakeholders the rest of the aviation fuel industry stakeholders get to review the data and there are handlers of fuel there are pipeline companies there are companies that make ground filtration systems which you may all be aware of there's a lot of people that support maintaining the quality and handling and distribution of fuel that you know should look at the data in case there's something about the fuel that we missed and that that's important in their area next please and if everybody finally determines the fuel is essentially Jetta fuel it's no different it's going to perform the same it gets added to our drop in fuel spec next please uh so the FAA has done uh next please uh We've created kind of a virtual Clearinghouse um uh and basically what this is next please think of it as a black box I mean it it's it's um a group of us that coordinate manage and conduct the evaluation process to help these companies which in many cases are new Venture not very low capitalized companies uh to help them get through the process next please so the idea is that the company delivers delivers us a minimum amount of fuel 50 to 100 gallons of fuel and then we coordinate it next please and out the other end comes that research report that I talked about on the previous slide so it facilitates the process it subsidizes it next please the FAA provides funding to help with the testing and help with the oems to review the uh the engine aircraft manufacturers will review all the data so um so again just facilitates it the process and makes it easier for these companies to get through the process next please it's cost share next please um so using the process and the concepts I just talked about what have we accomplished over the years next please it started with caffeine experts um the commercial Aviation alternative fuel initiative uh you should all go look at that website there's a lot of good information on what you are interested in sap and satf a lot of good information it started with that to kind of as a coalition to get the industry players together to figure out how to go down this road that I showed you next please uh we issued the drop in fuel spec in 2009 next please next please that had the first nanning center Ross talked about this Fisher tropes we decided to work on that first because there had been a lot of work done before that it's a long story I'm not going to get into it but that was our first dance that was our first drop in fuel and ironically uh that fuel uh you know is most of the experiences that fuel made from coal which is not a South you know coal is not sustainable but because back then in 2006 2009 there's a lot of interest in Supply security and the concern with petroleum reserves running out more so in the environmental concern interestingly enough that's kind of how this all started but but Fisher tropes the the for a sake of full disclosure can also be made from renewable products and there are companies working on that right now next please uh next please uh yeah so the a little little circle there with the A1 and that that that uh represents the annex number in the drop in fuel spec uh 2009 we issued next please the evaluation process that we issued a standard and we were following that before that but we finally got it issued and documented next please and that over succeeding years you can just kind of keep going uh the 16 years we issued several annexes so um you know we've been going through and we he worked I I promise we worked all the companies involved in these the fuels and these annexes we kind of so we say in the United States we worked them through the ringer uh you know they they had to provide a lot of data and next please um and um you know so we've accomplished a lot we've issued seven different annexes uh there are varying percentages of Blends they blend at different percentages either 50 or 10 percent um the fuels are made from different feed Socks there are different conversion process is you know there's a lot of data for all these there was a lot of work put in and again I assure you that safety was the Paramount concern and these fuels produced by these conversion processes are jet a fuel the same Jetta fuel that you know you see pumped in your airplane when you're waiting by the gate and getting ready to take off it's the same fuel next please okay so let's talk about uh we had a question everybody's interested in 100 sap so let's talk about uh how we get there next please uh so first we need to understand this concept of blending Ross mentioned it I've mentioned it so how do we do it now with the existing annexes next please so first you have conventional jet fuel made to the conventional jet fuel specification uh that's being done everywhere and uh next please and then next please and then next you have you have to make the synthetic blending component that's done in a completely separate process stream next please so now you have on one hand up back up one please so now you have a synthetic blending component on one hand and you have conventional jet fuel on the other and um uh this is like this that Reese's Peanut Butter Cup commercial where the two trucks crash together and one has chocolate one is peanut butter and they put them together and make Reese's Peanut Butter Cups but next please uh then you blend them and uh and then uh next please that produces what we call an satf synthetic Aviation turbine fuel you can blend up to 50 next piece and that's all that's the blending this the blending step is covered in the drop in fuel spec as well as the production of the synthetic blending component is also covered in the drop in fuel spec the production of the conventional fuel is covered by current conventional fuel specs so now you understand that they need to be Blended right now and I'm going to talk a little bit about why they need to be Blended Ross also touched on that next please uh and that as I've said many times it is Jedi Fuel and it's important to understand that it's the same fuel uh tastes the same smells the same looks the same next place so we need to look at the composition again Ross talked on talked about that a little so the composition of a jet fuel is made up of different hydrocarbon classes compound classes we have the names there um they have different structures uh they're all made of hydrogen and carbon and hydrogen uh and that's what fuel is made from but these have different structures different sizes let's call it and those different structures and different sizes contribute to the properties of jet fuel which are important and make jet fuel make the jet fuel work in the engine properly and work in the airplane next please so you have the whole formulation and then let's look at the first status you notice the annex and think of the full formulation as a pizza the the first Annex official tropes is missing one of the slices of the pizza Ross talked about it's missing aromatics that's a unique type hydrocarbon molecule uh so it's not so next please so to think of it as a compositional subset of jet fuel it's not the complete jet fuel but it's a piece of next please have the same exact thing next please um next please now sip which is a synthesized uh isoparepants notice that's just a small pizza slice that's not almost the whole pizza in other words the whole rest of the pizza is missing you only have one slice there the iso paraphrase so that's only limited to 10 blending you're going to figure out as I talk how we come up with a blending percentages the first two you can blend up to 50 because it's easier just to fill in that one slice of pizza the third one and I'd say three you can only blend it ten percent because you need a lot more slices of pizza to complete the jet fuel uh formulation next please uh and I say four this one's different uh next please uh this is a what we call a fully formulated jet fuel it's the whole pizza so why do we only approve it at 50 why does it have to be Blended the reason is we want to be conservative uh you know we don't want to let the we don't want to let an airplane fly across the Pacific Ocean or Atlantic Ocean on on 100 sap again that's what we're talking about here until we get more experience so right now there's a limit you can only you can only use up to 50 percent of it blended with conventional object Fuel and experts and it's A5 same thing missing the aromatic slice of the pizza next please and it's a six here we have another fully formulated one same thing applies you know you only limit it to 50 because we want to be conservative and we want to make sure we're safe next please and the last Annex is the the same thing it's compositional subset this one's a little I wasn't going to get into it it's only limited to ten percent because we we introduced sort of what we call a light um or a streamlined uh evaluation program or less data was required but the trade-off was we said okay you can provide less data we're only going to approve you at 10 but it still is only missing one size so the pizza the aromatics that's why Ross talked about that's why aromatics are so important right now we don't have an Annex for aromatics uh we don't have a missing piece right now and I'll talk about that in a second next please um so how do we how do we approve how do we put in place a specification for 100 sack there are three ways and this follows on what I just talked about so first is next please um you blend one of those compositional subset annexes with a fully formulated Annex and experts so you take an Annex like A2 what half that's missing the aromatic slice of the pizza and you blend it with chj which is the whole pizza and depending on the blend percentages you've got to get that right we're not going to get into that now but you end up with a complete Pizza there on the right next please the second the second approach is to blend one of the compositional subsets with a different compositional subset Annex next please and here's what I talked about we don't have an aromatics an Annex that makes just an aromatic blending stream but it's in process there's a company called vibrant working on it they're close to approval but but it hasn't been approved yet when they're approved they will be that gray slice of pizza and that will allow blending with hefa for example our Fisher tropes to make your fully formulated satf your your complete Pizza um I hope Pizza is a global product um hopefully but I I believe it is I think everybody in the world has tried Pizza um next please uh the third the third approach is to allow use of one of those fully formulated annexes next please with with the addition of additional properties I'm not going to get into that but we need to add some additional properties to the specification uh and allow use of that without having to blend with anything else um so I want to let everybody know that we're working on this at ASTM we have and we put a lot of work into structure we're revising and coming up with a wording in the in the specification which is very important because remember the specification controls the fuel from where it's made at the refinery or wherever it's made all the way through the supply chain to the wing of the airplane so it's very very important we get it right so we've done this um we've got it kind of written now we have to see how much data we need and review with ACM and go through the whole process but we're working on it we we so the I guess to sum it up we know how to do it um we just have to get it into the specification and we're working on that next please uh co-processing again there were questions on this Ross touched on it and experts um so let's take a look here's the the blending you know scheme I showed you how we do it now um with with the drop in fuel spec d7566 um and remember I just saw a question a chat come up remember everything I'm talking about here that fully that the pizza the fully formulated uh jet fuel anything that we approve this is very very important I should be very clear on this is jet a fuel you don't need to do anything to the existing Fleet of thousands and thousands of airplanes out there helicopters legit turbo shafts uh little turbo props like um Cessna Caravans um big airliners like Airbus a380s or Airbus a350s or Boeing airplanes you don't need to do anything this is the same fuel and because of that slide I put up with the four boxes about the approval process you don't need to approve the airplanes to run on it once but only after we get done and put it in the specification no additional approval required so so effectively right now all airplanes are approved to run to operate on 100 Sav if we get it in the specification the way I just talked about doing everything I've talked about in this presentation it's no different it's nothing special once we're done with the approval process but for that any discussion on 100 staff you can't use it we're not sure about it we don't have the data everything is data driven next please so back on co-processing so co-processing what we do is forget about the bottom path there with the the anti-synthetic blend component next please we do is we take a feedstocks that have been used to make the synthetic line components again think of things like vegetable oils algae oil plant oils um uh and then in case of Fisher tropes biomass you know whatever uh you take the the feedstock and you treat it a little or whatever we get already and you insert it into the conventional jet fuel production process you know I just realized I should put a big X on that bottom box because we don't need that right now and a big X on the right hand box so just imagine two big X's are flying and I like things to fly in as you can see I forgot that but just imagine two big X's flying in on the right hand box and the bottom box and we're only looking at the top box so you just blend in that V sock next please but only up to five percent and then you go through normal Refinery processes basically Hydro processing and then next please and then out of the refinery comes what we call a co-processed jet fuel the reality is right now because of the five percent limit and because of the the weight or the size of these natural oils that are used typically most of it because it's going into a Refinery remember Refinery makes more than jet fuel as Ross talked about right it makes diesel fuel it makes gasoline makes heating oil most of this renewable feedstock will end up in the diesel and heating oil because it's a heavier weight but we've approved it so because just in the event that any small percentage gets in the jet fuel we need to evaluate we need to evaluate and approve it again for safety right and and as Ross said we are working on there are currently different versions of this are being worked at ASTM uh there is a task force working on increasing this percentage to maybe 30 percent uh but they're going to need data and they're working on collecting the data they're going to review with the engine aircraft manufacturers like I talked about before so in order for it to get approved to a higher percentage uh they will need to go through that approval process but this is where it stands now next please okay just a quick slide let me let me check my time here yeah I'm over time for two minutes I'm sorry next slide please uh just just real quickly I mentioned this earlier next please um uh next please uh okay I talked about it earlier that the fa yasa anac Transport Canada jcab they focus on the airline they walk up to the airline and say are you using the fuel that Boeing Airbus Embry air says you're supposed to use next please so um but as I said um the way we've worked out the approval process with sat apps once it gets into that specification it is part of what's already been approved so there's no additional approval for the airline to do that as long as they adhere to you know the operating limitations as long as they're only using fuel it gets a little confusing but there is no additional approval required because we do all the work as part of the industry and and conclude and make a determination that the satf is Jedi fuel so it's already approved next please but Upstream this is I mentioned this at the beginning of the presentation Upstream fuel the whole path that fuel travels next please um it's all really under industry oversight because we the FAA or yaso we don't get involved we don't go talk to Exxon Mobil or shell or neste or um or total for example in France we don't go talk to them or audit them or we don't have any regulatory oversight to them it's all under the oversight of industry and it's evolved you've got to understand this has evolved over 70 years we've been using jet fuel and it's evolved because we have very big companies making a lot of this Fuel and there's a lot of focus on safety and controlling it to the specifications um and everybody recognizes how especially with Aviation people how important it is for safety um and um so it's worked I mean think about it think about you know we move 90 billion gallons of jet fuel a year globally 25 billions in the us alone 25 billion gallons in the U.S alone and think about how many airplane flights all of you have taken have you ever worried about the fuel they were putting in the airplane and think of how fast they have to move the fuel and fuel the airplane and there's nobody there checking it when they're putting it in the airplane the reason for that is we have all these Upstream quality control um uh procedures and standards in place that everybody adheres to and the the sort of a final comment is because of that that's why we worked the approval of satfs and staff into this existing structure and procedures we had that's the whole concept here we're dropping fuel working in the existing the existing infrastructure we have and it'll be safe because we know it works on Experts okay I was a little over I'm sorry about that uh I guess I'll take questions now and I'm sorry it was five minutes over well thank you Mark but I guess it was worth it like representation like I really like your your pizza analogy like it's very big it makes it very clear to see the difference and uh and also like what you just highlighted like this is really a global process right like you highlighted of course like your your fa experience but it is a a process that works like globally right like we don't we review our craft like all over the globe like um and it is safe like you know we the safety is really insured so with that like I think we can uh yeah I don't see any other questions here so I think we can hand it over to our last speaker Mr Nicolas from Safra who will talk about the current challenges on satf certification and the future evolution of ssitf certification processes thank you thank you very much to to give me the opportunity to present you our vision so I'm nicaraginal from saffron a fellow fuel expert uh I've got little less experience than my previous colleague I'm working in the field of fuel for something like 20 years previously in oil industry and then in Saffron which is an engine and fuel system manufacturer I will just make a small presentation as a conclusion of all what have been already presented in order to show you that the certification process of uh of stuff as you've seen it is very efficient it's very safe so it can we can say okay we have already Pathways that are certified we have a system that is working very well so now everything is good we don't have to change anything I will just show you that uh some improvements are still needed and that we have some improvement Pathways and some work in order to certify new Pathway to go to 100 South and to increase the efficiency of the certification process so if we go to next slide please okay um first of all a very important thing is that when you we look at the the IQ or long-term aspirational goals that have been accepted in late 2022 uh we see several scenarios that have been put on on the table and all this scenario rely on a massive ramp up of stuff all this scenario uh such ramp up it implies really an increase of the production of stuff an increase of the use of stuff everywhere in the world so that the certification process is key in order to allow this uh scenarios to be uh to be reached we could say okay we have already seven Pathways that are certified so it's sufficient let's say let's stay like that but clearly no we have to certify new pathway in order to be able to use any feedstock present in any part of the world and to be able to uh transform it in an efficient way in a fuel that can be used in any aircraft in this country so that energy the the the scope of the the of the biomass that can be used or the filter that can be used in order to produce soft is key in order to allow this deployment in any country in the world and the second uh implication of such ramp up is that we will have to go to High blending ratio and we'll have to go up to 100 uh compatibility of all the aircraft with with the fuel we could say okay why are we speaking about 100 because we see its long-term vision and we are today at something like less than 0.5 so why are we already speaking about 100 it's because first of all we have to prepare the future technology and the technology that will come to the on the market uh in the 10 years to come will with the live duration still be there 20 years later so that close to 2050 so this technology will have to be compatible with the fuel that will be on the market in 2050 so that we have to be ready now in order to be able to develop this technology with the fuel that will be on the market in 2015. the second Point why we are going to 100 we are already discussing about this specification of 100 is the fact that some application in some countries in the world already want to go in very high blending ratio we can see for instance the huge pressure on environmental footprint of Aviation especially in Europe in the US Etc and with the focus today on specific application and we see for example a huge pressure on Business Jet and this type of application they really ask for high branding ratio in order to be able to fly with reduced environmental footprint and that's why we have two main uh work currently being done in order to to go to the Target first of all we have to go towards this 100 grade and I will say you a few a few words again in just after and the second point is if we want to certify new pathway then we all know that it's a complex word we all know that it's a difficult work so we can work on increasing the efficiency of this istm process and that's why I will just show you just on the next slide can go to next slide please okay um when we speak about increasing the efficiency of previous one please if we go to to the if you want if we speak about the the ASTM process efficiency once again uh and Mark already told that but it's very important to insist on that the goal is not to simplify or to reduce the requirement we are asking for a huge volume of data in order to be able to give the qualification of the children not to certify that the fuel is fully compatible with all the technology the goal here when I speak about istm process efficiency is not to regular to reduce this requirement it's clearly to increase the efficiency of the process by allowing the fuel producer to go more to go more easier at the final result in order to be able to show the compatibility of the fuel with the technology and it's very very complex it's very complex because I was a use just two figure here it's clearly you don't see anything but it's I would say um it's it's not a problem um what what we can say is that first of all fuel is critical in a lot of elements you know a lot of working conditions of the aircraft and on of the engine the fuel is not only dedicated to be burned in the commission chamber and it's already a challenge it also it is also linked to the the live duration of the aircraft the pollutant emission it is also used in the aircraft in order to hit the cabin in order to accelerate the the aircraft in order to be used as a force fluid for some externals it it has to be pumped it has to be heated it has to be cooled so that the fuel chemical composition has an interaction with a lot of parts on the aircraft so it's very complex to assess the impact of this fuel in all this part of the aircraft so the second very important point that is showing in in the figure on the right here we try in in previous European project called jet jet stream to um process the impact of chemical composition um on each I would say a running condition of the aircraft for instance when we say okay I will remove the aromatic what is the impact and then we put all the properties of the fuel on this table I'm trying to make the link between the properties and what we see is that everything is linked if you change an element in the chemical composition of the fuel then you will have a lot of impact uh in order to simplify when we speak about aromatic contents for instance everybody says okay aromatic have an impact on the sales so if we remove the aromatic we will have an impact on sales but at the end the impact of sales in only the emerged part of the iceberg if you remove aromatic you will also have an impact on the density of the fuel you will have an impact on the volatility of the fuel so you will have an impact on the conclusion process like the condition of low temperature or altitude relied then you will also have an impact on the electrical property so that you will have impact on gouging system then you can have impact on publicity of the fuel etc etc etc so changing the chemical composition of the fuel can have very complex impact on any engine and that's why it's very very complex to have this assessment and that's why seeing from the outside people can say okay it's a very complex system it's a very complex certification process but it is compulsory and it is uh we cannot allow to simplify it what we generally is to better understand all this phenomena in order to be able to go straight to straight to the point in order to increase the efficiency of this process so if we go to the next slide clearly the key of this efficiency increase will be aren't will guarantee will be an increased understanding of all the um the link between the fuel chemical composition and the impact in the aircraft and just here we have two type of project that we can quote in the US we have the FAA Ascent National jet fuel commission program for instance which is dedicated to the impact of the detailed chemical composition of the fuel on the commission processes and all the commission processes and uh I've already quoted that the EU jet stream project that has ended a few years ago but that was also dedicated to the understanding and modeling of all these properties and the more we will know the the link between chemical composition and the fuel and the impact on all the part of the aircraft the more efficient will be in the certification of new fuels so that one point the second way to increase the the efficiency of istm process and that shows shown on next slide the other way to increase the efficiency of the the process is to make this Clearinghouse and Mark already told that we are working a lot on the building of this cleaning house at UK level at EU level but once again as Mark already stated and it's also important the goal of securing house is not to replace istm we have this ICM process that is efficient that is accepted by everyone that is that has shown its efficiency that has shown that it is really safe so we have strictly no need to create new systems in order to compete with the ATM the goal is more to put in the same table in the same place all the experts on a different place of the world in order to act as a guide to act as an expert advice to the to the producer in order to help them in order to support them in order to provide them with financing in order to provide them with Test Facilities in order to make all the characterization of this year and then be able being able to bring that at istm level with an increased efficiency with research reports that are very uh I would say uh concrete that are very solid in order to go directly or very or more easily through the various type of validation by OEM then by the the air was certification system so clearly the Clearinghouse at various places in the world once again is not dedicated to replace STM is dedicated to support the producer in their work towards certification by STM process and Trace yeah if we go to next slide um I just wanted to come back once again on the 100 I will show you just um another way the message is saying that the one brought by Uber by Mark just as I uh as I speak at the end of the presentation he spoke about pizza I will speak about dessert with fruits but the message is the same um we have this limit of 50 decoration it's really linked to the fleet compatibility with this 50 limitation and with all the limitation that we've put through ASTM process we are sure that all these sub pathways are fully compatible with all the aircraft all over the world without any limitation and that's key in the deployment of this stuff then if you want to go to 100 we have two ways we have two ways the first one and we say is to stay within this dropping uh this dropping system which means that we will formulate the fuel we will put all the molecule in order to have a fuel that is fully compatible with all the existing fits it's clearly the most easy way in terms of deployment it's the most easy way in order to be able to ensure the compatibility of all the aircraft by defining a specific chemical composition that will be compatible with all the aircraft that's what we are doing especially within the ASTM uh 100 task force in order to try to put a specification or to put a limit in this kind of fuel to Define this Fuel and being able to put it on the market as soon as I would say 20 24 20 25 so the work is is advancing we are working on that having said that we can imagine another way another way to do that could be to say okay but we have for the first time in in the history of the aviation fuel we have the availability to optimize the fuel we have the the the the chance to be able to potentially change this chemical composition in order to increase the efficiency of this fuel for instance uh linked to non-co2 effect we all know that Aviation has an impact on global warming through CO2 but also through high altitude emissions such as contrace for instance and this contrail are directly linked to the particle's emission of the engine and this particles emission are mainly in partly linked to aromatic content of the fuel so one way could be to say okay but we have already certified Pathways that have no aromatic that the slice of pizza is is absent so that this fuel could have an important potential in terms of reduction of particles of the of the engine and as a consequence or non-co2 effect so why won't you could could we take this kind of fuel and just removing the 50 limit and go to 100 South without aromatic clearly that would be a new grade of fuel that could be very interesting in terms of environmental footprint but here clearly and that's a very important point we are on the non-dropping pathway which means that we are not compatible with existing fleets we could we can fly we have already demonstrated that with Airbus with Boeing and with other we've already demonstrated that we could make the demo flight with such a fuel because we we are still in the I would say the global properties of that of jet fuel in terms of density in terms of volatility we are close to sure but we are not fully compatible with the fit because we we have seen impact we are seeing impact on the commission once in impact on the pump system we have seen back on the sales Etc so that typically this kind of uh 100 staff would be non-dropping which means that we it will be compatible only with dedicated aircraft specifically developed for this kind of fuel or specifically validated for this kind of fuel the compatibility with the whole Fleet is not guaranteed which means that such fuel will require specific logistic system specific refueling system double systems in all India ports etc etc etc with all the questions around safety and things like that so clearly we don't say it won't work we are working on that this kind of non-dropping 100 subgrade there is a task force on that but clearly we have first to demonstrate that all the benefits obtained with such grade are worth all the difficulties that they're willing they will induce in terms of logistics and things like that if we go to the next slide okay so you you have the fruit after the pizza here are the blue fruits clearly here what we wanted to show on this this slide has been prepared by gurenan drag from GE and Stephen Kramer from Platinum um what we what we want to show here is that we have the uh pathway that have already been certified for 50 percent the full compatibility is the Red Apple it's perfectly uh good for health for health of the aircraft some I would say close to that close to to a jet fuel so it's a green apple it's close to an Apple but it's not very very healthy so it's it's we can hit it but it's it's not very healthy and some of them are very different from from the Apple it's it's the banana so what we see is that some pathway are red apples even at 100 that's why that's what uh a market just showed you a few minutes ago we can imagine this kind of pathway going up to 100 and that's why I said that we will come to a specification of 100 drop in fuel in a few years is because we already have pathway that we think can be compatible with this with this target so uh the the the work will be I won't say easy but at least we have a very good direction in order to be able to to to to describe this specification other pathway clearly are not intended to go to 100 because their chemical composition is really different so typically there was no change that they go to 100 and some of them here's the the green apple is close to gta1 but not identical so that that the the gray the gray line between drop in and dropping we are close to a jet fuel but not compatible with existing Fleet that's typically the the grade we are working at you know in order to say okay uh potential is this kind of fuel could be brought to 100 but with a specific on specific aircraft dedicated for that for for that specific aircraft which we have demonstrated the compatibility etc etc so we are non-dropping even if we stay in a Grade close to to jet fuel so it's not all it's not uh dropping or non-dropping we will go to 100 drop in fuel very quickly and we to work on this non-dropping grade in order to show if there is huge benefits in this type of grid and once again if the benefits are worth all the difficulty that deploying a non-dropping grade would imply in in especially at the airport level if you go to next slide okay so that's what I've said just a few minutes ago so we have two task force already created at istm level the first one which is the dropping Pathways um with the the chair is Grand right from G and the vice chair is Mark uh from FAA and we have also a task force dedicated to um what we call Jetix or other other name like that which is uh the dedicated to evaluate the potential of the removing a 50 limit on already the certified perspect on a longer term we could also discuss about potentially a totally disruptive non-dropping fuel which means okay if we go to non-dropping fuel the link to compatible with only specific aircraft then could we potentially discuss about radically new grade out of typical jet fuel composition but once again uh we are at very low tiara with a very low maturity we it's only discussion that we are adding today in order to say okay what would be the benefits of going to such disruptive Pathways versus all the difficulties in terms of deployment in develop of production run web etc etc etc uh if we go to next slide okay um so in order to conclude once again uh we have a process of certification that is very safe it has been demonstrated to be very safe so all the work today is to go to a more efficient by a better understanding of all the fuel impact on the aircraft and by increasing on the one side the number of Pathways that are certified in order to enlarge the the the type of feedstock that can be used in to produce stuff on on the other way to go to 100 first with the dropping pathway and then in the longer term by studying other type of pathway non-dropin but first of all by accessing the potential of this pathway versus the difficulties that are then use so thank you and if you have any question please don't hesitate to to myself Marco all the the person today thanks Nicolas no that's a great presentation too like and I I also like it like the the fruit analogy there like so in the end like we had like a very uh clear like uh explanations of this blending and 100 self issue right like so Ross started with the very technical like Mass Spectrum then we went to the pizza and now the the fruits so it's it's been really great and I think it was now very clear to everyone so again thank you very much for your presentations I guess this was very very enlightening for everyone involved here so with just a couple of slides here to wrap up so uh so as a reminder like we'll have a we this will continue now like so you can go to the next slide here so so today we concluded this third event of the series and the next one we're setting up for the 23rd of March in a month and where we'll talk about uh soft Market Outlook and policies so and as we have been mentioning like we are always subject to feedback like so we will be adjusting these this series like as we move along and if needed and uh with that I I think we're we can go to the next slide and and thank you very much for the your participation today very good questions and very good presentations and uh we hope to see you like in the next event thank you very much