Method and decision tool for tracking sustainable aviation fuel usage and emissions

Abstract

A decision-making tool models emissions of sustainable aircraft fuel (SAF) over a life cycle of the fuel. The decision tool includes a controller module configured to receive data relating to at least one fuel pathway of fuel, where the fuel pathway considers emissions from initial feedstock production to fuel combustion during flight and arrival. The decision tool determines at least one fuel pathway for fueling the aircraft during flight, models an emissions score for the at least one fuel pathway, and then outputs the emissions score where a user may purchase fuel or make other decisions based on the fuel pathway provided by the decision tool.

Description

Technical Field

[0001] The present subject matter generally relates to systems and methods for determining and managing sustainable aircraft fuel usage, as well as tools for assessing emissions and associated costs. Background Art

[0002] There is a need to reduce emissions and greenhouse gases. In the United States, a goal has been set to reduce emissions by 20% by 2030, while the goal is to achieve net zero emissions by 2050. Fuel costs and emissions impacts can be measured by flight. However, this measurement cannot account for the full emissions footprint that can be specific to an individual fuel or its blend. BRIEF DESCRIPTION OF THE DRAWINGS

[0003] A full and enabling disclosure of the present disclosure, including the best mode thereof, to one of ordinary skill in the art is set forth in the specification with reference to the accompanying drawings, in which:

[0004] Figure 1 is a schematic diagram of a system for providing sustainable aircraft fuel (SAF) to an aircraft and a network in communication with the system according to aspects of the present disclosure.

[0005] Figure 2 According to the present disclosure, the Figure 1 Schematic representation of the SAF closed-loop SAF life cycle.

[0006] Figure 3 is a flow chart illustrating a SAF production and use system according to aspects of the present disclosure.

[0007] Figure 4 is a flow chart illustrating a method of determining an aircraft emissions score using a SAF according to aspects of the present disclosure. DETAILED DESCRIPTION

[0008] Reference will now be made in detail to the present embodiments of the disclosure, one or more examples of which are illustrated in the accompanying drawings. The detailed description uses numerical and letter designations to refer to features in the accompanying drawings. Like or similar designations in the drawings and description have been used to refer to like or similar parts of the disclosure. While the aspects described herein relate to aircraft turbine embodiments, it should be appreciated that these aspects may be applied to non-aircraft environments, such as ground-based, marine or land systems, engines or fuels, in non-limiting examples. Similarly, while the discussion is generally directed to a single aircraft, it should be appreciated that these aspects may be applied to a fleet of aircraft and need not be specific to the use of a single aircraft.

[0009] Aspects of the present disclosure generally relate to fuel production systems and tools for measuring the emissions or carbon impact of sustainable aircraft fuel (SAF) from production to use in an aircraft to complete a flight. Businesses and countries have set ambitious goals to reduce greenhouse gases and emissions by 2030 and 2050. Costs and carbon credits have created a need for close and careful monitoring of fuel costs from initial production to use. The tool can be used to generate contractual service agreements (CSAs) such as with airlines or end customers of SAFs. These CSAs can provide risk and cost management associated with SAFs and emissions, as well as prices, quantities, locations, and other terms or information including SAF purchases.

[0010] The word "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any implementation described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other implementations. In addition, unless expressly stated otherwise, all embodiments described herein should be considered exemplary.

[0011] As used herein, a "set" or group of elements may include any number of said elements, including one. The singular forms "a," "an," and "the" include plural references unless the context clearly dictates otherwise.

[0012] In addition, as used herein, "controller" or "controller module" may include a component that is configured or adapted to provide instructions, control, operation or any form of communication to an operable component to affect its operation. The controller module may include any known processor, microcontroller or logic device, including but not limited to: field programmable gate array (FPGA), application specific integrated circuit (ASIC), full authority digital engine control (FADEC), proportional controller (P), proportional integral controller (PI), proportional differential controller (PD), proportional integral differential controller (PID controller), hardware accelerated logic controller (e.g., for encoding, decoding, transcoding, etc.), etc., or a combination thereof. Non-limiting examples of controller modules may be configured or adapted to run, operate or otherwise execute program code to affect an operation or functional result, including performing various methods, functions, processing tasks, calculations, comparisons, sensing or measurement values, etc., to enable or implement the technical operations or operations described herein. The operation or functional result may be based on one or more inputs, stored data values, sensed or measured values, true or false indications, etc. Although "program code" is described, non-limiting examples of operable or executable instruction sets may include routines, programs, objects, components, data structures, algorithms, etc. that have the technical effect of performing a particular task or implementing a particular abstract data type. In another non-limiting example, the controller module may also include a data storage component accessible by the processor, including memory, whether transient, volatile memory, or non-transient or non-volatile memory.

[0013] Additional non-limiting examples of memory may include random access memory (RAM), read-only memory (ROM), flash memory, or one or more different types of portable electronic memory, such as disks, DVDs, CD-ROMs, flash drives, universal serial bus (USB) drives, etc., or any suitable combination of these types of memory. In one example, the program code may be stored in a machine-readable format accessible by a processor in a memory. In addition, the memory may store various data, data types, sensed or measured data values, inputs, generated or processed data, etc., which may be accessed by the processor when providing instructions, controls, or operations to achieve functions or operational results, as described herein. In another non-limiting example, the control module may include comparing a first value with a second value, and operating or controlling the operation of additional components based on the satisfaction of the comparison. For example, when a sensed, measured, or provided value is compared with another value (including a stored or predetermined value), the satisfaction of the comparison may result in an action, function, or operation that may be controlled by a controller module. It should be understood that such a determination may be easily changed to be satisfied by a positive / negative comparison or a true / false comparison. Example comparisons may include comparing a sensed or measured value with a threshold value or a threshold range.

[0014] The standard practice for determining emissions is to determine fuel use relative to a standard emissions value per volume or mass of such fuel used. However, this does not take into account the total emissions required to prepare the fuel for use, transport and distribute, as well as other required factors. Therefore, a more intuitive solution is needed that can better illustrate the entire footprint of fuel costs and can present this information to airlines, consumers, fuel distributors, governments and retailers in real time, such as through a Contractual Service Agreement (CSA) or through fuel transactions. The inventor's practice proceeds in the following manner: design systems and methods suitable for use with existing systems and infrastructure, while improving the accuracy of emissions and the value of fuel use.

[0015] It should be understood that although aspects of the present disclosure are Figure 1 Although illustrated in the context of an aircraft, the disclosure is not limited thereto and has general applicability to power systems in non-aircraft applications, such as other mobile applications and non-mobile industrial, commercial, and residential applications. For example, while the description is directed to a system architecture in an aircraft, aspects of the disclosure may be further applicable to non-aircraft implementations, such as land, water, or other fuel-driven systems. It should be understood that the aspects illustrated in the disclosure are only one non-limiting example of an aircraft, and that the disclosure contemplates many other possible aspects and configurations in addition to those illustrated.

[0016] The disclosure herein includes a tool or system for determining, evaluating, selecting or providing SAF fuel based on determining airline SAF usage and SAF production pathway selection. The system or tool can present emission footprint management services to airline customers, such as presented as a trading arrangement for a contract service agreement (CSA) and a non-CSA customer or user. Although the present disclosure focuses on SAF, it should be understood that the present disclosure can utilize or consider other greenhouse gases, such as water vapor or contrails in non-limiting examples. In addition, the present disclosure can be used to predict and forecast the supply, price, availability, demand, use or consumption of SAF, reduce risk management, and reduce overall fleet emissions. This information can be provided to end customers, allowing end customers to manage climate risks or emissions.

[0017] Figure 1 A system 10 for fuel production and use of sustainable aircraft fuel (SAF) for completing a flight between a departure airport and a destination airport is schematically shown. SAF is a fuel made from sustainable feedstock resources and can be added or used with fossil fuels to reduce overall emissions. SAF can be a fuel made from sustainable resources or can be a fuel blend that includes SAF added to fossil fuels or other non-SAF fuels.

[0018] Fuel production begins with the production or collection of raw materials 12, such as mining, growing or extracting raw materials 12 as raw materials. In a non-limiting example, the raw materials may be crude oil, coal, natural gas or crops. After production, the raw materials 12 may be processed at a processing plant or processor 14 as needed due to the rough nature of the raw materials 12. After being processed by the processor 14, SAF 16 is produced. For example, SAF 16 may be provided to an aircraft 20 in a fuel tank 24 to provide fuel for aircraft flight. The aircraft 20 may include one or more engines 22. The engine 22 burns the SAF 16 to generate thrust to drive the aircraft 20. The aircraft 20 may further include an avionics system 26 for operating and electronically communicating with the engine 22 within the aircraft 20, as well as operating and electronically communicating away from the aircraft 20, such as operating and electronically communicating with a transceiver. The avionics system 26 may be communicatively or operably coupled to the engine 22 to measure the engine 22, such as fuel consumption, cycle speed or temperature in a non-limiting example. The avionics system 26 may be used to measure or record flight information, such as engine speed or engine cycles, in non-limiting examples, as well as flight specific information, such as flight path, flight speed, or environment.

[0019] The network 28 and database 30 may be communicatively coupled to the aircraft 20 and avionics system 26, as well as systems for collecting raw materials 12, processing raw materials with processors 14, and producing or transporting SAF 16. The network 28 may provide real-time recording, generation, and analysis of data or information provided from the aircraft 20 or avionics system 26 and other parts of the system 10. The data or information may be shared and communicated between multiple aircraft 20 and airports 32 or ground communication stations such as control towers or air traffic control. For example, the airport 32 may be a departure airport and / or a destination airport for a particular aircraft 20 or flight mission. In a non-limiting example, alternative ground communication stations may include fuel stations, aircraft hangers or central hubs for storage, maintenance, or inspection. The network 28, database 30, and airport 32 may provide real-time information to the aircraft 20 so that real-time cost and usage determinations of the aircraft 20 may be made during flight.

[0020] One way to measure flight costs and fuel use is to utilize carbon credits or other emissions or greenhouse gas credits. Carbon credits are typically purchased from one organization or provided to another (such as from a government or provided to a business) in the form of permits that provide a certain emissions allowance. In many cases where the entire emissions allowance is not used, the remaining emissions or carbon credits can therefore be sold or traded. In this way, emissions have a market value based on the value of the credits to allow pollution by weight or volume, the cost of which is determined by the price of the credits. In another example, emissions can be measured based on a carbon intensity score, which can be a representation of the relationship of emissions to energy consumed.

[0021] In an additional example, many governments, entities, or localities offer tax credits to green businesses where these businesses' pollution is below a certain threshold, or take actions to achieve carbon neutrality. Specifically, changes in global regional policies may vary based on regions, where flights or SAFs may be operated within multiple regions and therefore within multiple policies. Therefore, it is desirable to accurately measure the amount of pollutants associated with utilizing SAFs in order to set environmental or financial goals based on potential tax credits. These goals may be specific to a region or government, or a combination of regions and governments. In addition, it may be important to understand location because certain regions or governments may offer different or larger tax credits to airlines that use SAFs, but only when operating within certain geographic areas.

[0022] It is therefore desirable to accurately measure emissions costs in real time so that real-time business decisions can be made on the purchase, preparation, movement, and use of fuels while considering emissions from both a financial and pollutant perspective.

[0023] refer to Figure 2, the closed loop SAF life cycle 34 illustrates the life cycle of production and use of SAF. Raw materials, such as biomass feedstock 36, may be grown or otherwise produced, collected, generated. The biomass feedstock 36 is harvested or collected, and a transport 38 transports the biomass feedstock 36 to a process 40. At the process 40, the biomass feedstock 36 may be processed (in a non-limiting example, such as drying or sorting, or processed in a reactor), or otherwise prepared for refining at a refinery 42. The biomass feedstock 36 is refined at the refinery 42, thereby making the biomass feedstock 36 a usable SAF fuel. The SAF fuel may then be stored at a distribution / storage 44, such as at a fueling station or airport 32 ( Figure 1 ) is stored or distributed. The SAF fuel is provided to the aircraft 20, where the aircraft 20 uses the fuel for flight. During use and flight, carbon emissions 46 (such as carbon dioxide) are generated and emitted from the aircraft 20. The carbon emissions 46 are used by the biomass feedstock 36 to regrow or regenerate the biomass feedstock 36. The carbon emissions 46 utilized by the biomass feedstock 36 complete the closed loop system, providing a sustainable model for the production of SAF.

[0024] SAF utilizes sustainable feedstocks (such as biomass feedstocks 36) that can utilize or offset carbon emissions 46 or other emission types to form a closed loop system. The closed loop system provides fuel sustainability, which provides an overall reduction in emissions by utilizing carbon emissions 46 emitted through the use of the fuel.

[0025] refer to Figure 3 , a system 50 is provided as a decision tool 52 to evaluate and adopt different fuel pathways based on an emissions score determined for a sustainable aircraft fuel (SAF). The emissions score may represent a monetary cost, emissions, or a combination thereof that is specific to the SAF. For example, the monetary cost of the emissions score may be the price to purchase the SAF, the price to produce or sell a feedstock, or the price required to perform a portion of the system 50, and may be measured in terms of the price by weight or volume of materials used or fuel produced.

[0026] Emissions can be a measurement of pollutants released by the production, preparation or use of SAF, and can be measured by weight or volume. For example, particulate pollutants can be measured by weight, while gaseous pollutants can be measured by weight or volume. In another example, emissions can be expressed in grams of pollutants per unit distance traveled by the aircraft. In yet another example, emissions can be carbon costs, measuring the amount of carbon emitted due to the use, preparation or consumption of fossil fuels or other products, and emissions can be carbon footprints expressed in terms of the mass of carbon dioxide emitted per unit time. In yet another example, emissions can measure carbon intensity. However, emissions or carbon intensity need not be limited to carbon, and can be a measurement of total emissions (including but not limited to carbon, carbon dioxide, methane, nitrous oxide, hydrofluorocarbons, perfluorocarbons, fluorinated emissions or other greenhouse gases).

[0027] In this manner, it should be appreciated that the decision tool 52 can be used to determine an emission score for a particular or specific type of emissions, fuels, or a combination thereof. Thus, the emission score can describe either or both of the monetary value and the pollutant value of purchasing or using the SAF. The decision tool 52 can utilize the emission score to determine the value or cost of purchasing or using the SAF in real time, while taking into account the entire life cycle of the SAF.

[0028] As shown, the system 50 can be controllably implemented or enabled by a controller module 54 having a processor 56 and a memory 58. In a non-limiting example, the controller module 54 may include a decision tool 52, or may be incorporated into the decision tool 52, as described herein. The decision tool 52 may be constructed to receive data or information related to SAF, and use the data or information to prepare or determine the emission score. The decision tool 52 provides real-time decision-making based on the emission score, and can provide fleet-wide decisions or decisions related to multiple carriers using SAF. For example, the decision tool 52 may be in the form of a program or software, such as a program or software for storing and executing such a program or software provided on the controller module 54. Such tools may be used by governments, airlines, fuel companies, and businesses to closely monitor or manage emissions and climate risks, and to assess the economics or feasibility of adopting different sustainable fuel pathways represented in the system 50. In addition, the decision tool 52 may allow for emissions from using or purchasing certain SAFs to determine or predict the cost of such use or purchase of SAFs. It is desirable that a business or organization be able to easily determine or predict in real time the monetary cost, emissions, carbon footprint, credit requirements, or costs thereof associated with an individual SAF or flight across various factors that contribute to the monetary cost or emissions, taking into account multiple simultaneous flights. In another non-limiting example, the system 50 may be controllably implemented or enabled in response to a request, such as a user's request for monetary cost or emissions. In a non-limiting example, the user or end customer may be, for example, an airline or similar business, or a SAF retailer or airport 32 (which supplies fuel to an aircraft) that supplies fuel to an aircraft. Figure 1 In further non-limiting examples of the present disclosure, the decision tool 52 or its controller module 54 may be further configured to predict the emissions score of a SAF of a particular price or composition, predict the monetary cost of the SAF relative to the emissions generated, and the emissions score of an aircraft flight for operations in up to a fleet of aircraft. Non-limiting examples of emissions scores may further include a detailed breakdown of emissions or associated costs based on specific fuel pathways to provide flexibility in scheduling, forecasting, or estimation.

[0029] The system 50 can be divided into different production pathways, wherein each SAF defines a separate production pathway. Each SAF production pathway can include an upstream portion 60, a downstream portion 62, and an aircraft flight portion 64. The upstream portion 60 can include feedstock production 70, feedstock processing 72, and SAF production 74, the downstream portion 62 can include transportation and logistics 80, blending or mixing 82, and distribution and storage 84, and the aircraft flight portion 64 can include departure 90, flight 92, and arrival 94.

[0030] Raw material production 70 can include raw material production or extraction, such as animals, biomass, oil, vegetation, air, liquid or water in non-limiting examples. This production can include planting, growing, cultivating, harvesting, drying, sorting and regrowth, or other required steps in non-limiting biomass examples. In addition, it is envisioned that power-to-liquid feedstock, such as renewable electricity, water or carbon. Additional non-limiting examples of raw material production 70 can include collecting or producing rough materials or raw materials (such as crude oil, coal, natural gas or other fossil fuels, corn, soybeans or other biomass, biofuels or renewable fuels), or can include alternative fuels (such as hydrogen fuel) that can be produced by other raw materials (such as water). Growing, collecting, collecting or otherwise preparing raw materials for final SAF production contributes to the emission score. For example, agricultural machinery for planting and growing biomass raw materials burns fuel and produces emissions to produce raw materials. These emissions contribute to the overall emission score required for operating an aircraft, which burns fuel produced by raw materials produced at least in part by raw material production 70. Additionally, it is contemplated that feedstock production 70 may include electrical energy (such as battery stored energy), as hybrid aircraft using a mixture of electrical and chemical energy are within the scope of the present disclosure.

[0031] The emission score of feedstock production 70 may include the total emissions required to produce a specific feedstock. The total emissions may depend on the type of feedstock. For example, in the case where the feedstock is biomass (such as corn or soybeans), the total emissions of preparing, planting and growing this biomass are included in the emission score. For example, preparing land (such as arable land or tillage) usually requires machinery operated by fossil fuels. The emission score may include the use of these fossil fuels to operate the machinery, as well as the footprint required to manufacture the machinery. In addition, the land may be treated with nitrogen before or after planting crops. The emission score may include nitrogen used to prepare the land, which may contribute to the emission score. For example, planting may include the cost of fossil fuels for loading and operating electroplating machinery. Watering crops may require the transportation of non-local water, which contributes to the emission score. Crops may further require treatment, such as chemicals for insect deterrents, plant feeding or weed deterrents, which need to contribute to the emission score to produce and apply to crops. All of these considerations, as well as any other requirements added to the emission score, can be included in the emission score that defines the feedstock production 70.

[0032] In another example, when the feedstock is biomass (such as garbage, waste fat, oil or grease) or renewable energy (such as eCO 2 and H 2), the emissions score may include the emissions from collecting the feedstock, as well as the energy required to perform these aspects. In addition, any emissions avoidance available or utilized during the collection of the feedstock may be included in the determination of the emissions score. Similar considerations may be used for other feedstocks, while specific feedstocks may require specific considerations, such as the cost of prospecting, mining, drilling, and extraction of specific materials. For example, the cost of extracting hydrogen by weight and energy output is different from the cost of extracting biomass by weight and energy output. Specific feedstocks are decisive for specific emissions scores and are unique to specific feedstocks.

[0033] Feedstock processing 72 may include processing or refining feedstock materials collected or generated during feedstock production 70. For example, biomass crude oil or other sustainable feedstocks may be refined or otherwise processed from raw form into a form that can be subjected to SAF production 74. Such processing may include sorting or drying, or other processing unique to biomass feedstocks. Biomass feedstocks (such as corn or other crops) may be processed to form ethanol from corn oil. Feedstock processing 72 may further include preparing biomass materials for producing biodiesel fuel at SAF production 74. The processing of feedstocks also requires machinery and operations that have energy costs that contribute to the emission score.

[0034] The emission score for feedstock processing 72 may include the total emissions required to process a particular feedstock or feedstock mixture. The emission score may depend on the type of feedstock or the particular desired processing. For example, the emission score for processing biomass is different from the emission score for processing hydrogen. Regardless of the feedstock material, processing type, or other aspects, the processing of the feedstock contributes to the overall emission score when preparing the SAF for use in flight.

[0035] At SAF production 74, the processed feedstock from feedstock processing 72 may be produced as SAF, such as for use in driving engine 22 ( Figure 1 ) of SAF 16. SAF production 74 can include the production of gasoline or other motor fuels from fossil fuels (such as crude oil). Ethanol, biofuel, renewable diesel, SAF, renewable gasoline or biodiesel fuel can be produced from biomass of other processed feedstocks and can be used as renewable materials, which may contribute to the use of carbon credits. The SAF production 74 emission score is determined by the cost and emissions required to produce SAF from the feedstock. In addition, there may be waste from SAF production 74 that needs to be disposed of, where such disposal contributes to the emission score.

[0036] After SAF production 74, the produced SAF can be certified by certification 76. Certification 76 may include analysis, measurement or review so that the produced SAF meets certain standards or expectations, usually purity or concentration standards. For example, different SAF and its production pathway can be certified in different ways, or based on different standards (such as different maximum values ​​or thresholds, or different blending ratios). Certification may vary from place to place (such as a government or enterprise). According to local certification requirements, changes in certification may lead to changes in SAF fuel. System 50 can take these changes into account when determining the emission score, which is the result of different certification requirements. The certification of SAF can be carried out by an independent enterprise or entity to determine whether the fuel meets the required industry, government or environmental standards. Many governments or enterprises require SAF to meet specific standards and require certification 76 before transportation and logistics 80. The certification 76 of SAF can contribute to the emission score. This certification requires costs, such as measurement, testing, storage during testing or any other requirements used in this certification. Such additional costs can be monetary and / or emissions, and contribute to the emission score. In one non-limiting example, the SAF may be transported to a certification location where the transportation and movement of the fuel contributes to the emission score. Additionally, while the certification 76 is shown as being positioned between the SAF production 74 and the transportation and logistics 80, it should be appreciated that the decision tool 52 may perform certification at any point within the system 50 that may be desired or required to ensure that the SAF meets standards or requirements throughout the production, transportation, and use process.

[0037] Transportation and logistics 80 include supplying the produced SAF from SAF production 74 to one or more governments, businesses, buyers or consumers. For example, SAF produced at SAF production 74 may be allocated to SAF companies for use in aircraft 20 ( Figure 1 ) refueling. Alternatively, SAF can be provided to airport 32 ( Figure 1 ) or other suitable facilities for storage prior to distribution to aircraft. Transportation and logistics 80 may not be direct and may include one or more intermediate distributors, participants, warehouses or locations. The distribution of SAF contributes to the emission score. For example, the SAF, energy and carrier required to transport the SAF for distribution contribute to the overall emission score. Non-limiting examples of SAF transportation can include by carrier, car, truck, ship, train or aircraft, each of which can contribute to the emission score according to its own specific requirements.

[0038] At blending or mixing 82, the allocated SAF can be blended or mixed. For example, SAF can be blended with fossil-based jet fuel or other fuels to form a new fuel, which can result in an overall reduction in emissions or an increase in efficiency caused by adding SAF. In addition, the blended or mixed fuel can change the engine operation through fuel combustion (such as combustion rate or temperature). Blending or mixing SAF contributes to the emission score. For example, the SAF blender tax credit (BTC) can provide a credit or value per gallon for SAF fuel blended with fossil-based fuels or other jet fuels. Therefore, it is envisioned that system 50 considers the credit of fuel blends, and cost offsets can be considered based on the credit received for the fuel blend qualified for the use of SAF BTC. For example, the jet fuel can be blended with SAF to form a SAF blend. Alternatively, SAF can be 100% ready to use, which can be used without blending with another fuel. In another example, all fuels including SAF are eligible to obtain greenhouse gas emission reduction performance credits based on baseline values ​​or factors as clean fuel production credits. The system 50 can consider the potential to offset fuel costs by incorporating one or more SAFs into the fuel mixture in order to qualify for one or more credits. In this way, it should be understood that the emission fraction of the mixed or blended SAF can be determined based on the SAF mixed or blended into the final fuel, and can be performed with consideration of the requirements required to receive the blended or clean fuel credit. In another example, biomass-based diesel has been shown to reduce greenhouse gas emissions by 54-66% as sugarcane ethanol compared to a petroleum baseline, and the U.S. Environmental Protection Agency has approved the benefits of fuels with an equivalence value of 1.6 or 1.7. For example, the SAF renewable identification number (RIN) can be 1.6SAF. The system 50 can consider such values ​​of potential fuel mixtures and offset costs through credits for these mixtures. In another example, various regions have approved low-carbon fuel standards designed to reduce carbon intensity and fossil fuel dependence and improve air quality. The system 50 can further consider what kind of SAF mixture or SAF amount can be used to meet such standards in order to receive the benefits associated with such standards. In addition, it should be appreciated that blending or mixing of fuels can also contribute to the emission fraction. There are energy costs associated with mixing the fuels and any additional processing or production that may be required after mixing or blending. All of these factors contribute to the emission fraction of the blended or mixed SAF.

[0039] In an alternative non-limiting example, such blending or mixing may include additional additives, wherein the emissions of a particular additive may be included in the total emissions fraction. In one example, the emissions fraction may be allocated proportionally according to the content percentage. In another example, the additive may not be considered part of the emissions fraction. In another example, the additive may be used to change or alter the emissions generated using the SAF. The system 50 may take into account changes in emissions caused by the use of additives, and may update the emissions fraction when necessary based on the use of the additive. Although only one blending or mixing is shown, it should be appreciated that multiple blending or mixing may occur, wherein the additional distribution or storage of SAF is an intermediate process of multiple blending or mixing, all of which further contribute to the emissions fraction. In another example, in the case where the injected fuel is not blended or mixed, transportation and logistics 80 and blending or mixing 82 may be skipped, or not contribute to the emissions fraction, or there is no consideration of the decision tool 52. In addition, it is envisioned that the blended or mixed fuel may be certified before distribution and storage 84, similar to certification 76.

[0040] At distribution and storage 84, the blended or mixed SAF can be further distributed to enterprises, airports 32 ( Figure 1 ), government or consumer, where such SAF can be stored for use. Such allocation and storage contributes to the emission score. Storage may include specific requirements or monitoring. For example, highly flammable fuels require dedicated storage to ensure safe storage. Such dedicated storage may include cooling or other temperature management, seals to prevent contamination, monitoring or other special equipment. Such dedicated storage may contribute to the emission score and may depend on the amount of time the SAF is stored. Longer storage periods may have a relatively larger impact on the emission score. In addition to allocating SAF prior to such storage, the preparation and maintenance of the storage facility also contributes to the overall emission score.

[0041] The aircraft flight portion 64 contributes to the emissions score, and specific portions of the aircraft flight portion 64 may have different effects on the emissions score. In a non-limiting example, departure 90 may include flight preparations, such as system checks, fuel checks and aircraft refueling, maintenance, aircraft taxiing, passenger boarding, transportation material loading, and idle engine operations. In one example, in preparation for departure or during departure, the engine 22 ( Figure 1 ) often run at idle or low speed to power an aircraft in preparation for flight, or to move around an airport area. Running these engines before the actual flight contributes to the emissions score because there is a cost to prepare the aircraft for departure before the aircraft flies. In another example, a fuel carrier may burn fossil fuels to fuel the aircraft. These factors further contribute to the emissions score.

[0042] In a non-limiting example, flight 92 may include takeoff, climb, cruise, descent, and landing. Takeoff and landing may include instant acceleration or deceleration for lift or landing, and may also include runway travel or waiting for takeoff or landing. Climbing typically requires maximum or near-maximum engine operation, which burns a relatively large amount of fuel relative to other parts of flight 92 and may contribute a relatively large amount to the emission score. Climbing requires generating enough thrust to get the aircraft airborne, which requires a relatively higher fuel consumption rate than the fuel consumption rate required to maintain flight (cruise) or descent. Cruise may operate the engine at a specific speed to generate a specific amount of thrust to maintain altitude and flight path. Cruise may further include ascending or descending to a different altitude or other flight path changes relative to real-time updates. For example, weather patterns or other environmental or industry factors may cause changes in flight plans or missions. Changing flight plans or missions may change fuel use or the region where fuel use occurs. System 50 may consider potential changes in flight plans or missions that may offset costs. For example, different flight paths for multiple aircraft in an aircraft fleet may be considered to reduce the cost of the entire fleet. These different flight paths or missions can take into account local credits in order to offset costs. In addition, it is contemplated that the system 50 can receive instructions for updated flight paths, and the system 50 can consider various potential alternative flight paths in order to offset fuel costs by using SAFs and potential credits along alternative flight paths. In addition, it should be appreciated that the emissions fraction of the SAF can change in real time. For example, as flight conditions change or the flight mission changes, the average emissions fraction of the SAF may change during the flight. In this way, it should be understood that the emissions fraction of the SAF used on the aircraft can change in real time, and the system 50 can take into account any such changes. In addition, such changes can be caused by changes in fuel costs, which can be caused by economic forces outside the aircraft or flight, but can still have an impact on the emissions fraction burned by the aircraft in real time.

[0043] Flight 92 may further include details about the aircraft itself, such as aircraft type or engine type, flight weight, flight mission, departure and arrival locations, and environment. Each of these factors will affect the fuel requirements of the flight, thereby contributing to the emissions score.

[0044] Arrival 94 may be similar to departure 90, but customized based on requirements after completion of flight 92. For example, taxiing the aircraft for passenger or cargo unloading, further maintenance or service required after the flight, or other system measurements or reviews. Fuel is used to move the aircraft to the final destination after arrival, and storage or maintenance after arrival but before preparing for another departure. Each of these aspects may require operation of the engine 22, or energy costs, each of which contributes to the emissions score.

[0045] Thus, the system 50 may define multiple fuel pathways, with one fuel pathway being defined by the details of each SAF. More specifically, one fuel pathway may include the entire system 50 or a portion thereof, but with details specific to a particular SAF, defining the emissions fraction of the SAF over the entire fuel lifecycle at a particular cost. The production pathway may include an upstream portion 60 and a downstream portion 62, while the flight pathway may include an aircraft flight portion 64. The combination of the production pathway and the flight pathway may define the emissions fraction of each SAF, thereby defining multiple fuel pathways.

[0046] In one non-limiting example, feedstock production 70 may include extracting crude oil, which is processed at feedstock processing 72 and produced as a fuel, such as gasoline, at SAF production 74. Extracting, processing and producing gasoline defines the emission fraction of the upstream portion 60 and defines a fuel path or a portion thereof. Alternatives may include a situation where feedstock production 70 is corn, which is processed at feedstock processing 72 and produced as a biofuel, such as ethanol. The contribution of growing, harvesting, processing and producing ethanol to the emission fraction is different from the contribution of crude oil to the emission fraction. In this way, it should be understood that within the system 50, products such as crude oil or corn can change the emission fraction, thereby defining a separate fuel path or a portion thereof for the system 50. In another example, SAF can be blended or mixed 82 with injection fuel, thereby defining the emission fraction in the case of considering the combination between the two, and the new SAF produced as a mixture of the two defines a new fuel path, and the new fuel path contains two fuels that contribute to the blending or mixing 82 of SAF. Therefore, it should be understood that depending on the specific circumstances of the various elements of the system 50, a plurality of different fuel paths are envisioned. With this understanding, it should be appreciated that each individual fuel path may include a separate emissions fraction.

[0047] The decision tool 52 may provide information specific to SAFs, which may allow the user to compare SAFs by emissions score or another factor. The decision tool 52 may also allow the user to make decisions to reduce costs by selecting a SAF, allowing the user to consider costs along the entire life cycle of the SAF. In this way, the decision tool 52 may allow the user to reduce monetary costs, thereby maximizing value based on emissions, and determining service risks associated with dynamic changes in policies or costs.

[0048] The decision tool 52 can generate or output a contract service agreement (CSA) that allows an airline, pilot, or other user to ultimately purchase SAF, which can generate a document or agreement that forms the CSA. The CSA can be part of a service program, or a service program is established with a purchaser. Airlines, aircraft, or other SAF customers can use this service program to manage risks (such as fuel costs, emissions) and provide evidence support for requiring emission credits or offsets. In addition, the decision tool 52 can be used to manage customer portfolios, including a group of multiple aircraft or aircraft fleets that utilize various different SAF fuels. The specific elements of the CSA or service program can include, but are not limited to, the price of SAF, the amount of SAF, the availability of credits or offsets for a specific SAF or region, or a specific location or region where an aircraft can operate.

[0049] The decision tool 52 allows the end customer (such as an airline) to review, evaluate and ultimately purchase SAF for use by the end customer. The decision tool 52 can create or generate a CSA that includes emission information as an emission score, which allows the end user to manage and mitigate climate risks and emissions while understanding the total emissions required for the use of SAFs for aircraft, engines, flights, or multiple thereof. The CSA can be customized for certain governments or places, allowing end customers to use SAFs or reduce emissions using local credits. In another example, the decision tool 52 can be used in a transaction setting. More specifically, the decision tool 52 or system 50 can provide SAFs available for purchase on a per-aircraft or per-flight basis. This allows end customers to manage emissions and climate risks by purchasing SAFs using the decision tool 52.

[0050] Additionally, the system 50 can be in the form of an evidence tool for generating reports using the emissions scores of the SAF. These generated reports can be used as evidence during certification, or for receiving tax credits or emissions credits from governments or local authorities. The system 50 can extrapolate this information across an entire fleet of aircraft or across a business portfolio for air travel or SAF use. In this way, the system 50 can monitor and manage emissions and associated risks for trading end users, as well as provide evidence of available credits.

[0051] In another example, the system 50 can be used as a tool to measure and demonstrate overall emissions reductions using SAF. The system 50 can record progress in decarbonization or emissions reductions and can output or quantify emissions reductions for customers, airlines, governments, or localities. Such a record can also be an estimate based on the trend of fuel use or cost extrapolated over time.

[0052] Figure 4 is an illustration of selecting a sustainable aircraft fuel (SAF) for a departure airport and a destination airport (such as Figure 1 An example flow chart of a method 100 for a flight between an airport 32 of a certain airport or a certain airport of a certain airport. Non-limiting aspects of the method 100 may include, at 102, determining, by the controller module 54 of the decision tool 52, an available SAF at or near the departure airport. The vicinity may be within a threshold proximity such that the SAF may be transported to the aircraft for use in flight. The SAF may include any aircraft environment. In a non-limiting example, the SAF may include hydrogen-based fuels, renewable diesel, renewable gasoline, or renewable natural gas. Additionally, in a non-limiting example, it is contemplated that renewable fuels may be used in non-aircraft environments, such as ground-based, marine, or land-based systems or engines.

[0053] At 104, method 100 may include determining a first emission value for each of the available SAFs determined at 102. The first emission value corresponds to the emissions associated with the production pathway of each SAF. The production pathway may include the life cycle of the SAF from production to use, including an upstream portion 60 and a downstream portion 62, the upstream portion 60 including raw material production 70, raw material processing 72 and SAF production 74, and the downstream portion 62 including transportation and logistics 80, blending or mixing 82 and distribution and storage 84. Determining the first emission value may further include determining the current price of the SAF. In addition, determining the first emission value may include determining the storage capacity of the available SAF, or the availability of emission credits associated with the available SAF. In a non-limiting example, such emission credits may be production credits, consumption credits, offset credits or carbon credits. In addition, the availability of other credits, such as carbon dioxide capture or forestry planting credits, is envisioned. Determining the first emission value may further include determining the proximity to each SAF. Furthermore, it should be appreciated that, for example, the production pathway of one SAF may receive more tax credits or carbon credits than the production pathway of another SAF, where the first SAF includes a relatively lower value of the first emissions value. The integration of policies, regions or governments that dictate how credits are awarded is important to ensuring the accuracy of the first emissions value.

[0054] It should be understood that individual SAFs, their mixtures or blends, feedstocks, processing systems, production processes, distribution channels and strategies, storage, and final use of the aircraft 20 all contribute to the emissions resulting from the production and use of the SAFs. In this way, an individual fuel or mixture may have its own specific fuel pathway, wherein determining multiple production pathways for different SAFs, mixtures, or other aspects is beneficial for comparison of such multiple fuel pathways to reduce fuel costs and emissions.

[0055] At 106, method 100 may include determining a second emission value for each of the available SAFs determined at 102. The second emission value corresponds to emissions associated with emissions from a flight from a departure airport to a destination airport. In a non-limiting example, determining the second emission value may include determining the current price or cost of the SAF. In another non-limiting example, determining the second emission value may include determining supply and / or demand, which may be evaluated over time. It should be appreciated that method 100 may measure the second emission value of an expected flight between a departure airport and a destination airport, or may measure in real time during a flight, and may update the second emission value based on real-time flight information. In addition, a flight may be determined as a group of flights across a fleet of aircraft. In addition, the group of flights may be divided into subsets of flights. For example, such a subset may be specific to a region or place. In a non-limiting example, modeling may be used to determine emissions between a departure airport and a destination airport. Such modeling or determining the second emission value of the group of flights may be performed within various operating cycles of the group of flights or a subset of flights. In a non-limiting example, such an operating cycle may include takeoff, cruising, or landing. The second emission value may include, for example, departure 90, flight 92, and arrival 94, as well as any additional areas within the life cycle of the SAF that may contribute to the emission score, such as certification 76. In addition, the second emission value may include the supply and demand of the SAF over time. For example, such time may be a time period associated with emission credits.

[0056] It should be further appreciated that determining the first and second emissions values ​​at 104, 106 may be an iterative process. Such an iterative process may include updating the available SAF at the departure airport. For example, the first and second emissions values ​​and the final emissions score may be updated periodically to obtain updates on fuel costs, availability, etc. It should be further appreciated that the emissions scores of one or more SAFs may be updated in real time, such as periodically updating the emissions score of the SAF at the destination airport during a flight to the destination airport in order to prepare the aircraft for refueling for the next flight mission.

[0057] At 108, method 100 may include displaying emissions scores for available SAFs. In a non-limiting example, displaying the emissions scores may include displaying the lowest emissions score, the highest emissions score, the emissions score of the fuel with the lowest price, the emissions score with the lowest emissions, or the emissions score of the fuel with the lowest unit fuel price per unit of emissions. The emissions scores represent a first emissions value and a second emissions value for the available SAFs. In a non-limiting example, the emissions represented in the emissions scores may include nitrous oxide, carbon monoxide, water vapor, or methane. Such a display may be within the aircraft 20, for example, such as a visual display within a cockpit or control area of ​​the aircraft 20, allowing, for example, a pilot to purchase fuel. In an alternative example, the display may be remote from the aircraft. For example, an airport 32( Figure 1 ) or other remote location may request an emissions score for a particular fuel pathway for an aircraft's SAF for an aircraft performing a flight mission. The airport 32 may utilize the emissions score when making decisions across a fleet of multiple aircraft 20, such as when or where to purchase a particular SAF, or at what cost. In one example, the emissions score may represent carbon intensity. Further, the method 100 may include determining a cost required to achieve a particular threshold carbon intensity, such as the SAF content of a particular fuel. Further, the system 50 may determine a minimum carbon intensity for a particular price or availability of SAF, which may be based on the emissions score.

[0058] Displaying the emission score may also include displaying from whom the SAF is purchased, such as a distributor, an airline, or a government in non-limiting examples. In addition, displaying the emission score may also include displaying where at least one SAF is purchased, such as a specific airport 32 where the SAF may be purchased. Figure 1 ) or an area within an airport. In addition, displaying the emissions score may include displaying when the purchase will occur. For example, the time frame may change the availability of SAF or related credits, and thus the purchase time may affect the emissions score. In addition, displaying the emissions score may include displaying the amount available or purchased, or requesting a purchase amount or volume. Displaying the emissions score may further include displaying the current cost of the SAF or the expected cost at the time of purchase.

[0059] In another non-limiting aspect, the method 100 may include determining the availability of SAF at 110. Prior to purchasing the SAF, the decision tool 52 may determine whether any SAF is available for purchase. Additionally, the method 100 may determine the proximity of the SAF available for purchase, since transporting the SAF or aircraft for provisioning may affect the emission score. This effect is reflected in the decision tool 52.

[0060] In yet another non-limiting aspect, method 100 may include, at 112, purchasing SAF based on the emission score. The purchase may be performed by a user of decision tool 52, such as a pilot refueling an aircraft before a flight. Alternatively, an airline, enterprise or government away from aircraft 20 may purchase SAF in bulk and store it to provide it to the aircraft, in anticipation of reducing costs or emissions by eventually using the stored SAF. The purchase of SAF may further include details specific to the SAF, such as a purchase price, a purchase amount and a purchase time period. In addition, it is contemplated that the purchase of SAF may include executing an emission management service contract. In addition, the purchase of SAF may be completed on behalf of the pilot for a specific aircraft or flight mission. Such a purchase may be performed by a remote entity (e.g., a fleet management system such as a fleet that purchases fuel for a specific aircraft within a fleet).

[0061] In yet another non-limiting aspect, the method 100 may include, at 114, generating an aircraft mission based on the emissions score. Different emissions scores may be generated for different missions, and may be performed for multiple aircraft in a fleet. For example, fuel costs or requirements may be determined for different missions, and the fleet may be managed to take advantage of cost offsets. If the emissions or costs are too large, or exceed a certain threshold, the mission may be rejected, modified, or updated to account for the emissions determined by the emissions score, thereby reducing emissions or costs. For example, a fuel tank may include storing more fuel on the aircraft than required for the flight, so as to avoid or reduce refueling, which may require time and increased fuel costs. Therefore, in an aircraft mission, the location and availability of fuel and the cost may be decisive in order to reduce the emissions score of subsequent flights of the same or a separate aircraft. The aircraft fleet includes multiple aircraft operating simultaneously in real time. Managing the flight missions of multiple aircraft may reduce the emissions score by changing one or more missions based on the emissions score. The method 100 may further include tracking one or more flights of an aircraft or a fleet of aircraft at 114. The generated flight missions can be for a single aircraft or for multiple aircraft, such as a fleet. Tracking flights can update SAF costs and availability in real time as flights change over time.

[0062] In yet another non-limiting aspect, the method 100 may include, at 116, booking or requesting a flight associated with an available SAF. The decision tool 52 may further include upcoming flights and determine the emissions scores of the available SAFs along these upcoming flights. Thus, the method 100 and decision tool 52 allow a user to review the emissions scores of different SAFs as they may be associated with a flight, allowing a pilot or airline to schedule flights associated with the use of SAFs and their associated emissions scores.

[0063] In yet another non-limiting aspect, the method 100 may include, at 118, comparing the emission scores of the available SAFs. The decision tool 52 may model multiple emission scores for multiple available SAFs. By modeling multiple emission scores, these scores are allowed to be compared between the available SAFs. Such a comparison may allow the user to make decisions with the decision tool 52 about which SAFs to purchase, store, or utilize in order to reduce costs and emissions, or to increase or utilize the use, value, or offset of emission credits. It is further contemplated that the method 100 may be periodically updated with the emission scores of the SAFs, as the scores may change over time, and the periodic updates may be used to purchase or utilize the SAFs in real time.

[0064] The non-limiting aspects of method 100 may also include modeling the emission fraction of SAF or fuel pathways through controller module 54. Decision tool 52 may utilize data or information collected by system 50 to generate emission fractions based on specific SAF and fuel pathways. Emission fractions represent the emissions generated by utilizing SAF across the life cycle of fuel and along the fuel pathway. Emission fractions may further represent the emissions and / or monetary costs for utilizing SAF. For example, emission fractions may include the price of SAF. Utilizing these costs or emission fractions, users may use decision tool 52 to determine which SAFs to purchase at what time or in which time period, thereby reducing costs and emissions. Emission fractions may further include storage capacity. This storage capacity may be specific to SAF or fuel pathways, or may be across multiple SAFs for multiple fuel pathways. The storage of some SAFs may require different considerations than other SAFs, and this storage may include different costs, systems, or capacities. Such capacity may include storage capacity for a specific aircraft, the capacity of an aircraft fleet or a subset thereof, or the storage capacity for storing SAFs.

[0065] The emission score may further include determining the availability of emission credits (such as carbon credits). For example, emission credits may be SAF, government or regional specific, where the potential for utilizing or selling offset emission credits may affect the emission score. The emission score may further model the emissions of a flight or aircraft fleet in real time, and the decision tool 52 may provide updated decision information for the purchase, sale, storage or other use of SAF. In another example, the emission score may include carbon intensity. The emission score may include potential carbon offsets, such as carbon dioxide capture or forestry planting. In yet another example, the emission score may model the supply and demand of SAF within a certain time period, so as to determine the emission score of the fuel pathway based on the expected demand of SAF or the availability of SAF thus generated during the time period. For example, such a time period may be adjusted according to emission credits. In addition, the emission score may consider emission credits outside the fuel pathway of a specific SAF. In another example, modeling the emission score in real time may further consider aircraft routes, where such routes may determine the emission score of the fuel pathway, such as the availability of environment, weather or local emission credits. In another non-limiting example, modeling may include an offline determination utilizing historical flight data or SAF data for determining an emissions score based on the flight mission, flight path, weather expectations, or other commonality based on historical data. Additionally, real-time modeling of the emissions score may include operating conditions of the engine 22 burning the SAF, such as at takeoff, climb, cruise, descent, or landing. Still further, it is contemplated that the emissions score may be updated periodically during the flight of the aircraft 20, as flight requirements may change fuel requirements, and therefore the emissions score.

[0066] The depicted order is for illustrative purposes only and is not meant to limit method 100 in any way, as it should be understood that the various parts of the method may be performed in a different logical order, additional or intervening parts may be included, or the described parts of the method may be divided into multiple parts, or the described parts of the method may be omitted without departing from the described method.

[0067] In addition to the aspects and configurations shown in the above-mentioned figures, the present disclosure also contemplates many other possible aspects and configurations. The aspects disclosed herein provide an aircraft that utilizes a SAF with an emissions score. The technical effect is that the emissions score and the above-mentioned aspects enable the design, estimation, prediction, enablement and implementation of determining the financial and environmental suitability of purchasing or using SAF over the entire life cycle of the fuel. One advantage that can be achieved in the above-mentioned aspects is that the above-mentioned aspects can intelligently utilize fuel requirements based on several factors including emissions.

[0068] Another advantage of aspects of the present disclosure may provide a decision tool for real-time decision making on fuel usage, taking into account aircraft currently in flight. Yet another advantage may include taking into account future travel plans for a particular vehicle or flight plan and making fuel cost or emissions recommendations for those future travel plans. Yet another advantage of the present disclosure is that the decision tool may be applicable to multiple systems, platforms, fuels, and vehicles. Yet another advantage includes the ability to predict jet fuel prices or SAF prices to estimate aircraft or airline operating costs, thereby allowing optimization of fuel management for a single vehicle or an entire fleet. Yet another advantage is the ability to measure regional progress or credit usage for global industry-wide decarbonization efforts. Such measured progress or credit usage may provide information for policy development or other environmental services related to SAF, its production, or its use.

[0069] To the extent that one or more of the structures provided herein may be known in the art, it should be appreciated that the present disclosure may include combinations of structures not previously known to be combined, at least in part based on reasons of conflicting interests, desired modes of operation, or other forms of teaching in the art.

[0070] This written description uses examples to disclose the present disclosure, including the best mode, and also to enable any person skilled in the art to practice the present disclosure, including making and using any device or system and performing any combined methods. The patentable scope of the present disclosure is defined by the claims, and may include other examples that occur to those skilled in the art. These other examples are intended to fall within the scope of the claims if they include structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements that do not differ substantially from the literal language of the claims.

[0071] Further aspects of the disclosure are provided by the subject matter of the following clauses:

[0072] A method for utilizing sustainable aircraft fuel (SAF) for use by an aircraft in a flight between a departure airport and a destination airport, the method comprising: determining available SAFs available to the aircraft at the departure airport; determining a first emissions value for each of the available SAFs, wherein the first emissions value corresponds to emissions associated with a production pathway for each of the available SAFs; determining a second emissions value for each of the available SAFs, wherein the second emissions value is associated with emissions for the flight from the departure airport to the destination airport; generating an emissions score for the available SAFs based on the first emissions value and the second emissions value; and initiating fueling of the aircraft with a selected SAF from the available SAFs based on the emissions score for completing the flight between the departure airport and the destination airport.

[0073] A method as in any preceding clause, further comprising purchasing a selected SAF from among the available SAFs.

[0074] The method of any preceding clause, further comprising combusting the selected SAF to fuel the aircraft to complete the flight between the departure airport and the destination airport.

[0075] A method as in any preceding clause, further comprising generating a service agreement for purchasing at least one SAF for fueling the aircraft.

[0076] A method as in any preceding clause, further comprising selecting at least one of the available SAFs based on the emissions fraction.

[0077] A method as in any preceding clause, wherein selecting at least one SAF further comprises selecting an emissions fraction having lowest emissions.

[0078] A method as in any preceding clause, further comprising reducing a cost of fueling the aircraft by utilizing a selected one of the available SAFs to fuel the aircraft.

[0079] A method as in any preceding clause, wherein determining the second emissions value further comprises determining a current price of the SAF.

[0080] A method as described in any preceding clause, wherein the production pathway comprises an upstream portion and a downstream portion.

[0081] A method as defined in any preceding clause, wherein determining the first emissions value for the upstream portion further comprises determining emissions generated by feedstock production, feedstock processing, and fuel production.

[0082] A method as defined in any preceding clause, wherein determining the first emissions value for the downstream portion further comprises determining emissions generated by fuel dispensing, fuel blending, and fuel storage.

[0083] A method as in any preceding clause, wherein determining the second emissions value comprises determining emissions generated by departures, the flights and arrivals between the departure airport and the destination airport.

[0084] A method as in any preceding clause, further comprising determining a storage capacity of the available SAF.

[0085] A method as in any preceding clause, wherein determining capacity comprises determining one of aircraft capacity, fleet capacity, or storage capacity.

[0086] A method as described in any preceding clause, wherein determining the second emissions value further comprises modelling carbon dioxide emissions for the flight from the departure airport to the destination airport.

[0087] A method as in any preceding clause, wherein determining the second emissions value further comprises determining emissions for flights across a fleet of aircraft having a set of flights.

[0088] A method as in any preceding clause, wherein determining the second emissions value further comprises determining emissions across a subset of flights in the set of flights.

[0089] A method as in any preceding clause, wherein determining the second emissions value further comprises determining emissions for each operational cycle of the set of flights.

[0090] A method as in any preceding clause, further comprising tracking flights across a fleet of aircraft having a set of flights.

[0091] A method as in any preceding clause, further comprising modeling usage of the at least one SAF during various operating cycles.

[0092] A method as defined in any preceding clause, further comprising determining availability of emission credits.

[0093] A method as in any preceding clause, wherein determining the availability of the emissions credits is region or government specific.

[0094] A method as in any preceding clause, wherein determining the availability of the emissions credit is related to an amount of the available SAF.

[0095] A method as in any preceding clause, wherein the emissions credit comprises at least one of a production credit, a consumption credit, an offset credit, or a carbon credit.

[0096] A method as in any preceding clause, wherein determining the second emissions value further comprises determining emissions for a flight between the departure airport and the destination airport in real time.

[0097] A method as in any preceding clause, wherein determining the second emissions value comprises determining an aircraft route.

[0098] A method as in any preceding clause, wherein determining the second emissions value comprises determining an operating state of an engine combusting the SAF.

[0099] A method as described in any preceding clause, wherein determining the second emissions value further comprises determining a supply and demand of the SAF over a period of time.

[0100] A method as in any preceding clause, wherein the time period is based on emissions credits.

[0101] A method as defined in any preceding clause, further comprising determining an availability of carbon credits or carbon offsets associated with the available SAF.

[0102] The method of any preceding clause, wherein determining the availability of the carbon credit or the carbon offset further comprises performing a cost-benefit analysis based on the emissions fraction over the time period.

[0103] A method as in any preceding clause, further comprising purchasing SAF from the available SAF based on the emissions fraction.

[0104] A method as in any preceding clause, wherein determining available SAFs further comprises determining a proximity to each of the available SAFs.

[0105] A method as in any preceding clause, further comprising varying aircraft missions between the departure airport and the destination airport based on the emissions score.

[0106] A method as in any preceding clause, further comprising comparing the emissions fraction of each of the available SAFs.

[0107] The method of any preceding clause, wherein comparing the emissions scores of each SAF further comprises comparing an availability of the emissions credits of each SAF, a minimum fuel price of each SAF, or a minimum emissions score of each SAF.

[0108] A method as in any preceding clause, wherein displaying the emissions score further comprises allowing a user to purchase at least one of the available SAFs.

[0109] A method as in any preceding clause, wherein displaying the emissions score for each SAF further comprises displaying a highest emissions score of the available SAFs.

[0110] A method as in any preceding clause, further comprising periodically updating the emissions fraction for each available SAF during flight between the departure airport and the destination airport.

[0111] A method as in any preceding clause wherein the emissions fraction represents carbon intensity.

[0112] A method as in any preceding clause, further comprising determining a cost of the at least one SAF so as to achieve a threshold carbon intensity.

[0113] A method as in any preceding clause, wherein determining the emissions fraction further comprises determining at least one of carbon dioxide capture or forestry planting.

[0114] A method as defined in any preceding clause, further comprising determining a minimum carbon intensity of at least one of a specified cost of the at least one SAF or an availability of the at least one SAF.

[0115] A method as described in any of the preceding clauses, wherein displaying the emissions score further includes displaying at least one of who the at least one SAF is purchased from, where the at least one SAF is purchased, how much of the at least one SAF is purchased, when the purchase of the at least one SAF will occur, or how much the at least one SAF costs.

[0116] A method as in any preceding clause, further comprising purchasing the at least one SAF.

[0117] A method as defined in any preceding clause, further comprising executing an emissions management services contract.

[0118] A method as in any preceding clause, wherein purchasing the at least one SAF comprises purchasing the at least one SAF on behalf of the pilot.

[0119] A method as in any preceding clause, further comprising updating the available SAF at the departure airport.

[0120] A method as in any preceding clause, wherein the at least one SAF is one of a hydrogen-based fuel, renewable diesel, renewable gasoline, or renewable natural gas.

[0121] A method as described in any preceding clause, wherein the emissions include at least one of nitrous oxide, carbon monoxide, water vapour or methane.

[0122] A decision tool for selecting a sustainable aircraft fuel (SAF) for use in a flight between a departure airport and a destination airport, the decision tool comprising: a controller module, the controller module being configured to receive data related to the SAF, wherein the controller module is configured to use the received data to: determine available SAFs at the departure airport; determine a first emissions value for each of the available SAFs, wherein the first emissions value corresponds to emissions associated with a production pathway for each of the available SAFs; determine a second emissions value for each of the available SAFs, wherein the second emissions value is associated with emissions for the flight from the departure airport to the destination airport; generate an emissions score for at least one of the available SAFs based on the first emissions value and the second emissions value; and generate a contractual service agreement for purchasing the at least one of the available SAFs.

[0123] A decision tool as described in any preceding clause, wherein the controller module is further configured to determine a current price of the available SAF.

[0124] A decision tool as described in any preceding clause, wherein the controller module is further configured to determine a storage capacity of the available SAF.

[0125] A decision tool as defined in any preceding clause, wherein the controller module is further configured to determine the availability of the emissions credits associated with the available SAF.

[0126] A decision tool as in any preceding clause, wherein the controller module is further configured to determine emissions for a flight between the departure airport and the destination airport in real time.

[0127] A decision tool as in any preceding clause, wherein the controller module is further configured to purchase the at least one of the available SAFs based on the contractual service agreement.

Claims

1. A method of utilizing a sustainable aircraft fuel (SAF) for use in an aircraft flying between a departure airport and a destination airport, characterized in that: The method comprises: determining an available SAF at the departure airport for use by the aircraft; determining a first emissions value for each of the available SAFs, wherein the first emissions value corresponds to emissions associated with a production pathway for each of the available SAFs; determining a second emissions value for each of the available SAFs, wherein the second emissions value is associated with emissions for the flight from the departure airport to the destination airport; generating an emissions fraction for the available SAF based on the first emissions value and the second emissions value; and Based on the emissions score, fueling of the aircraft using a selected one of the available SAFs is initiated for completing the flight between the departure airport and the destination airport.

2. The method according to claim 1, characterized in that Further comprising purchasing a selected SAF from among the available SAFs.

3. The method according to claim 1, characterized in that Further comprising combusting the selected SAF to fuel the aircraft to complete the flight between the departure airport and the destination airport.

4. The method according to claim 1, characterized in that: Further included is generating a service agreement for purchasing the selected SAF for fueling the aircraft.

5. The method according to claim 1, characterized in that Further comprising selecting at least one of the available SAFs based on the emissions fraction.

6. The method according to claim 5, characterized in that in, Selecting at least one of the available SAFs further includes selecting a lowest emission fraction.

7. The method according to claim 1, characterized in that Further included is reducing the cost of fueling the aircraft by utilizing the selected ones of the available SAFs to fuel the aircraft.

8. The method according to claim 1, characterized in that in, The production pathway comprises an upstream portion and a downstream portion.

9. The method according to claim 8, characterized in that in, Determining the first emissions value for the upstream portion further includes determining emissions generated by feedstock production, feedstock processing, and fuel production.

10. The method according to claim 9, characterized in that in, Determining the first emissions value for the downstream portion further includes determining emissions generated by fuel dispensing, fuel blending, and fuel storage.

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