To assess the possible hepatic and renal health effects of jet fuels used by the U.S. military. A systematic literature review utilizing epidemiologic, animal toxicological, and mechanistic studies was conducted to evaluate hepatic and renal health effects following jet fuel exposure. Epidemiologic evidence for renal and hepatic outcomes was indeterminate, primarily due to the limited number and quality of human studies. Animal toxicological studies provided moderate evidence that jet fuel exposure impacts the renal system, while there was slight evidence for hepatic effects. Evidence suggests that exposure to jet fuels may cause nephrotoxicity and hepatotoxicity in humans. However, uncertainty remains due to the inconsistent direction of effects, the limited number of studies examining specific health outcomes, and the few published human studies available for review.

Jet fuel inhalation represents one of the most significant exposures among service members; however, health outcomes are unclear, and the processes linking exposures and respiratory effects are undefined. A systematic literature review of human, animal, and mechanistic studies was conducted to assess and synthesize the scientific evidence on the adverse respiratory effects of jet fuel exposure. Animal studies provided moderate evidence that jet fuel inhalation resulted in adverse effects through cytotoxicity, tissue damage, inflammation, airway remodeling, and lung function changes, which was corroborated by mechanistic data. This was further supported by slight epidemiologic evidence that jet fuel exposure is associated with increased respiratory symptoms and disease. Evidence indicates that jet fuel exposure is likely to produce adverse respiratory effects, which may have important implications for exposed service members and veterans.

Jet Fuel Exposures in the Military: VA Leading Efforts to Improve Understanding Necessary for Veteran Care.

SE-PDS enhanced NIR spectral transfer learning: A machine learning approach for cross-instrument jet fuel property quantification.

Which processes to making biojet/Sustainable Aviation Fuel (SAF) are likely to supplement the predominant, HEFA/lipid-to-biojet production route?

Evaluation of electrical conductivity stability in jet fuels under transport and storage conditions

The intensification of regulations on greenhouse gas emissions and pollutants has underscored the necessity for advanced injector concepts that ensure fuel flexibility and scalability, addressing critical demands within the thermochemical energy conversion sector. An additively manufactured µ-slit injector is proposed and evaluated across a wide range of operating conditions, including variations in jet velocity, fuel loading, air preheating temperature, and fuel type. Detached fuel film dynamics are analysed using machine learning-based object detection, revealing reduced film length with increasing jet velocity and decreasing mass flow rate, ensuring uniform radial distribution. Phase Doppler interferometry confirms the production of fine droplets, with an average diameter of 20 µm, inherently generated by the µ-scale fuel outlet design while maintaining a low pressure drop. Combustion performance, assessed via OH * -chemiluminescence for H 2 , CH 4 , ethanol, and Jet A1, shows excellent stability for H 2 across both low- and high-momentum jet regimes, attributed to enhanced turbulent mixing driven by the high density ratio. In contrast, CH 4 and Jet A1 exhibit similar lift-off trends. Ethanol and Jet A1 display significant pressure drop increases at high preheating condition, highlighting pre-vapourisation effects. Additionally, a correlation for gaseous fuels between the pressure drop and fluid property ratios is established, consistent with turbulent flow theory, and further extended by incorporating the injector discharge coefficient and compressibility effects. These results demonstrate that the µ-slit injector seamlessly accommodates both gaseous and liquid fuels, delivering exceptional fuel flexibility and scalability, and positioning it as a promising candidate for industrial burners, micro-gas turbines, and hybrid aero-engine systems.

The aldol condensation of low-molecular-weight biogenic carbonyl compounds plays a pivotal role in constructing longer-chain intermediates for the production of furanic jet fuels.

This study analyzes the injection behavior of fossil and sustainable aviation fuel blends, in comparison with conventional diesel fuel, using a common-rail injection system applied to reciprocating engines. Neat commercial diesel and Jet A1 were tested as fossil fuels. A neat Fischer–Tropsch Synthetic Paraffinic Kerosene was tested and blended with Jet A1. Another alternative fuel, Hydrotreated Vegetable Oil, was also blended with Jet A1. The blending proportion was established to meet 51 as the derived cetane number, as required for fuels used in diesel reciprocating engines. Experimental tests were carried out under an energizing time of 2 ms at injection pressures between 50 and 110 MPa, with a fuel temperature ranging from 293 to 313 K, and a constant back pressure of 5 MPa, using a 130 µm single-hole injector. The results show that kerosene fuel exhibits slightly lower injection rates and total injected mass than diesel fuel, mainly due to their lower density. Under low-pressure conditions, an increase in hydraulic injection delay with diesel fuel is observed, mainly at the highest tested temperature. Mass flow rate, hydraulic injection delay, injection duration, total mass injected, and nozzle discharge coefficient do not show significant variations within the tested temperatures. Fossil kerosene fuel and its blend with Synthetic Paraffinic Kerosene show slightly higher injection rates. Overall, the results indicate that both neat kerosene and the studied blends may achieve injection characteristics comparable to diesel fuel, supporting their technical feasibility in reciprocating engines within the framework of the Single Fuel Concept.

The aviation industry faces increasing pressure to reduce its environmental impact and achieve net-zero emissions by 2050. In this context, sustainable aviation fuels (SAF) have emerged as a critical alternative to conventional jet fuels. This study provides a comprehensive analysis of SAF technologies from a chemical engineering perspective, highlighting key production routes, technological maturity levels, and implementation challenges. A bibliometric analysis using the Scopus database and VOSviewer software was conducted to identify research trends and thematic clusters in SAF literature. The analysis reveals a growing interest in advanced biofuels and physicochemical conversion technologies, particularly those supported by catalytic and thermochemical processes. Certified and emerging SAF pathways were examined with respect to their process efficiency, feedstock availability, and scalability. Additionally, the study explores the potential of Latin America as a strategic region for SAF development, considering its abundant biomass resources and ongoing pilot projects. This critical and holistic analysis aims to support researchers, engineers, and policymakers in understanding the current state and future directions of SAF technologies within the framework of chemical process design and optimization. Overall, Hydroprocessed Esters and Fatty Acids Synthetic Paraffinic Kerosene (HEFA-SPK) and Fischer–Tropsch Synthetic Paraffinic Kerosene (FT-SPK) are identified as the most mature and widely deployed SAF production routes, whereas Alcohol to Jet (ATJ), Synthesized Iso-Paraffins (SIP), and Direct Sugar to Hydrocarbons (DSHC) remain at earlier technological stages despite their long-term potential for feedstock diversification and reduced environmental impacts. The analysis also underscores Latin America, where abundant biomass resources, consolidated agro-industrial systems, and emerging SAF research initiatives create favorable conditions for future development and deployment.

Cetane Number and Lubricity of Jet Fuel Blends with Alternative Fuels: Additive Effects and Predictive Models

Thermal stability and coking propensity assessment of alternative aviation turbine fuels using a novel experimental methodology

Probing the Prediction of High-Temperature Ignition Delay Times of Jet Fuels via Machine Learning Approaches

A tubular, anode-supported solid oxide fuel cell (SOFC) was successfully tested at multiple pressures using pre-desulfurized JP-8 fuel in Tennessee Tech University’s pressurized SOFC test stand. Low flowrates of the jet fuel proved challenging and led the polarization curves being ran with constant fuel flow rather than constant fuel utilization. Peak power noticeably increased with increasing pressure though performed worse than a baseline hydrogen polarization curve at the same pressure. Suspected carbon buildup and residue was found in the test section and along the anode of the SOFC after the test was completed.The SOFC was tested inside a pressure vessel and heated to operating temperature with resistive heaters. The SOFC was attached to the test stand by threading into the anode supply line which included a pre-reformer with a catalyst to help decompose the jet fuel into a hydrogen mixture. A jet fuel and water vaporization system was integrated into the anode fuel line prior to the catalyst. The fuel cell was electrically connected via silver wires and bus bars to a DC programmable load cell. The test stand and its sensors were all controlled and reported back to a LabView program.The SOFC was brought up to 750°C and stabilized on hydrogen before being transitioned to desulfurized jet fuel. An initial polarization curve was run at ambient pressure using hydrogen as a baseline for the specific cell being tested. Jet fuel was slowly added to the fuel flow until the minimum required flowrate was achieved. Hydrogen was then ramped down until the cell was running on only jet fuel. Oscillations in jet fuel flowrate and SOFC voltage led to increasing the jet fuel flow rate until it was better stabilized, and the mass flow controller oscillations were minimized.Polarization curves were then run at 1,2,3, and 4 Bara with a constant flowrate. The constant flowrate was chosen for stability as the vaporization of the jet fuel and water could not maintain a constant flow of the smaller amounts of fuel needed for constant fuel utilization at lower amperages. These polarization curves were run on 5 Amp increments roughly every minute or until the voltage had stabilized. The ambient pressure polarization curve utilized 2 Amp increments as a safety measure for being the first of the tests using jet fuel. With the constant flowrates, the jet fuel polarization curves varied in fuel utilization ranging from 10% to 50% for the ambient pressure testing and 10% to 65% for the elevated pressure testing.As expected, the jet fuel performance increased with increasing pressure and only surpassed the 1 Bara hydrogen peak power at higher pressures. Jet fuel peak performance increased almost 20% from 1 to 2 Bara and 32% from 1 to 4 Bara. The 3 and 4 Bara jet fuel polarization curves were able to produce a peak power higher than the baseline 1 Bara hydrogen with 0.366 and 0.395 W/cm2 respectively.After testing, the test stand was deconstructed to inspect the fuel cell. The colder sections of the testing apparatus had noticeable black deposits on them. In particular, the cathode air heat exchanger had more carbon deposits on the lower temperature surface than the warmer surfaces. It is unclear whether the carbon was deposited during the test or during cooldown (cool down was performed with hydrogen as the fuel). Some carbon deposition was found on the anode of the fuel cell which was easily swabbed off. Microscope and scanning electron microscopy (SEM) analysis of the fuel cell is pending. Figure 1

The aviation industry is a major source of greenhouse‐gas emissions and faces urgent pressure to transition to sustainable energy solutions. In this context, hydrogen energy emerges as a promising alternative to conventional jet fuels, offering the potential for zero in‐flight CO 2 emissions. This paper critically reviews hydrogen's role in aviation, covering production methods, propulsion technologies (fuel cells and hydrogen combustion engines), and cryogenic‐storage systems. Key challenges are identified, including infrastructure development, storage complexity, safety, regulatory barriers, and economic viability. Notably, adopting liquid hydrogen is projected to increase direct operating costs by 10%–70% for short‐range and 15%–102% for medium‐range flights, mainly due to storage and supply‐chain demands. Moreover, persistent issues such as contrail formation and NO X emissions require further attention. Despite these hurdles, hydrogen offers promising decarbonization potential through diverse propulsion pathways, including direct combustion, fuel‐cell systems, and hybrid configurations. The paper proposes a phased integration roadmap: near‐term adoption in regional aircraft, mid‐term retrofitting of existing fleets, and long‐term sector‐wide decarbonization by 2050. Coordinated policy, sustained investment, and industry‐wide collaboration are essential to overcome barriers and accelerate aviation's clean energy transition.

From CO ₂ to Jet Fuel: Techno-Economic and Life-Cycle Assessment

In numerical combustion research, accurate chemical reaction mechanisms for heavy hydrocarbons are essential to investigate the flame dynamics of sustainable aviation fuels (SAF) relative to conventional jet fuels. However, accounting for hundreds or thousands of reactions makes finite-rate chemistry (FRC) large-eddy simulations (LES) impractical for realistic engineering scenarios. Here, a multidimensional chemistry coordinate mapping (CCM) approach is employed to reduce the computational expense of FRC-LES for jet fuel combustion. In the CCM methodology, the flow transport equations are directly integrated (DI) in the computational cells in physical space, whereas the chemical reactions are integrated in a phase space made up of a few principal variables, improving simulation efficiency. In a turbulent premixed bluff-body burner, the LES-CCM method is compared with experimental data and LES-DI results for conventional fuels Jet A (or A2) and JP5 (or A3) and alternative synthetic fuels, referred to as C1 and C5. The skeletal HyChem reaction mechanisms are utilized, ranging from 40 to 50 species and 200 to 300 reactions. A satisfying compromise is achieved between the accuracy of the results and the speedup factor, on average around three, depending on the CCM phase space dimension and the size of the reaction mechanism.

Evaluation of the energy and environmental impact of using Jet A1 and Jet A1-biojet blends with hydrogen as a dual fuel in a small turbojet engine

Laminar flame speed of hydrogen-enriched Jet A1: Experimental measurement and kinetic analysis

Hydrogenation of lignite-derived ethanol solubles into potential jet fuels over a novel in-situ reduced NiMo/Al-LDH catalyst