Aromatics blending for high sustainable aviation fuel blend ratios with synthetic paraffinic kerosene

Abstract

The present disclosure relates generally to jet fuels. More particularly this disclosure relates to sustainable jet fuel. One aspect of the disclosure provides a sustainable aviation fuel comprising 50-92% vol% of a synthetic paraffinic kerosene (SPK) component having an aromatic content of less than 4 vol% as determined by ASTM D1319; and 8-50 vol% of a petroleum-derived aromatic-containing compound having at least 20 vol% aromatics as determined by ASTM D1319, wherein the sustainable aviation fuel has a 10% volume boiling point of no more than 205 °C as determined by test method IP 123; a final boiling point of no more than 300 °C as determined by test method IP 123; a viscosity at -40 °C of no more than 12 cSt as determined by ASTM D445; and an aromatic content in the range of 8-25 vol% as determined by ASTM D1319.

Description

AROMATICS BLENDING FOR HIGH SUSTAINABLE AVIATION FUEL BLEND RATIOS WITH SYNTHETIC PARAFFINIC KEROSENE1. Field

[0001] The present disclosure relates generally to jet fuels. More particularly this disclosure relates to sustainable jet fuel.2. Technical Background

[0002] As the global energy economy transitions towards the aim of a net-zero addition of CO2 into the atmosphere, alternative sources of energy that are not derived from the extraction and combustion of hydrocarbons need to be developed. Compared to other transportation sectors, efforts to decarbonize the aviation industry through direct electrification are less applicable, as current battery electric drives do not have the required energy density to be used in long-haul flights. The aviation industry has instead looked to identify lower life-cycle carbon intensity (i.e. , renewable) fuel source alternatives that can be blended into conventional jet fuel as a means for reducing the net carbon emissions into the atmosphere.

[0003] The specifications required of jet fuel are stringent in order to ensure the safety and performance of the aircraft. While countries and their militaries may have their own specifications for defining jet fuel, they generally follow the specifications outlined by ASTM International (ASTM) and the United Kingdom Ministry of Defense (MOD). Specifically, ASTM D1655 defines both Jet A and Jet A-1 fuels, Jet A-1 being the most common jet fuel used and produced internationally. Renewable fuels must also adhere to a similarly strict set of specifications before it can be blended with conventional jet fuel to provide sustainable aviation fuel (SAF). Renewable fuels that qualify to be blended with conventional jet fuel are defined in annexes to ASTM D7566, and the annexes specify blend limits for each renewable fuel such that the resulting sustainable aviation fuel remains compatible with conventional jet engines.

[0004] Hydroprocessed esters and fatty acids (HEFA) are expected to be a very common renewable fuel used for sustainable aviation fuel production in the near-term.HEFA is highly paraffinic, which presents challenges with maintaining total aromatic content and viscosity of the blended jet fuel. As such, the ASTM D7566 annex defines a maximum of 50% volume for blending HEFA with conventional jet fuel. However, jet fuels comprising more than 50% volume of renewable fuel will be required if the aviation industry is to approach net-zero carbon emissions from air travel.

[0005] Thus, there is a need for new sustainable aviation fuel compositions, especially fuel compositions that can incorporate more than 50% volume of renewable fuel.SUMMARY OF THE DISCLOSURE

[0006] One aspect of the disclosure provides a sustainable aviation fuel comprising 50- 92% vol% of a synthetic paraffinic kerosene (SPK) component having an aromatic content of less than 4 vol% as determined by ASTM D1319; and 8-50 vol% of a petroleum-derived aromatic-containing compound having at least 20 vol% aromatics as determined by ASTM D1319, wherein the sustainable aviation fuel has a 10% volume boiling point of no more than 205 °C as determined by test method IP 123; a final boiling point of no more than 300 °C as determined by test method IP 123; a viscosity at -40 °C of no more than 12 cSt as determined by ASTM D445; and an aromatic content in the range of 8-25 vol% as determined by ASTM D1319.

[0007] Another aspect of the disclosure provides a process for preparing a sustainable aviation fuel, the method comprising combining 50-92% vol% of a synthetic paraffinic kerosene (SPK) component having an aromatic content of less than 4 vol% as determined by ASTM D1319; with 8-50 vol% of a petroleum-derived aromatic-containing compound having at least 20 vol% aromatics as determined by ASTM D1319; to provide a sustainable aviation fuel having a 10% volume boiling point of no more than 205 °C as determined by test method IP 123; a final boiling point of no more than 300 °C as determined by test method IP 123; a viscosity at -40 °C of no more than 12 cSt as determined by ASTM D445; and an aromatic content in the range of 8-25 vol% as determined by ASTM D1319.BRIEF DESCRIPTION OF THE DRAWINGS

[0008] The accompanying drawings are included to provide a further understanding of the compositions and methods of the disclosure, and are incorporated in and constitute a part of this specification. The drawings are not necessarily to scale, and sizes of various elements may be distorted for clarity. The drawings illustrate one or more embodiment(s) of the disclosure and, together with the description, serve to explain the principles and operation of the disclosure.

[0009] FIG. 1 is a schematic view of a set of petroleum refinery processes and their product streams according to various embodiments of the disclosure.DETAILED DESCRIPTION

[0010] The present disclosure is concerned with blending synthetic paraffinic kerosene (SPK) into sustainable aviation fuel (SAF). In an effort to combat climate change, airline regulatory agencies are aiming to have air travel be completely carbon neutral by 2050. According to the International Air Transport Association (IATA), net-zero carbon emissions from air travel would require at least 65% of the jet fuel used be derived from sustainable components. Achieving this will be a challenge, as only a maximum 50 vol% of renewable fuel is permitted to be blended with conventional jet fuel. This 50 vol% limit holds true for all renewable fuels currently approved by ASTM D7566 annexes. The limitation is in place because current jet fuel specifications (i.e. , Jet A / A-1) require that the total aromatic content in jet fuel be in the range of 8-25 vol% in order to ensure that the jet fuel has the appropriate seal-swelling and specific energy properties when used in conventional jet engines.Synthetic paraffinic kerosene, a jet boiling-range renewable fuel synthesized from sustainable sources (e.g., HEFA) is generally very low in aromatic content, and as such, sustainable aviation fuels provided from blending more than 50 vol% of SPK conventionally have an aromatic content lower than the 8 vol% minimum.

[0011] The present inventors note that sustainable aviation fuels comprising greater than 50 vol% SPK can be provided by blending SPK with other petroleum refinery streams (i.e.,not conventional jet fuel streams) that themselves are highly aromatic (e.g., 30-70 vol% aromatic). The high aromatic content of such refinery streams can offset the low aromatic content of SPK to a larger degree than conventional jet fuel, allowing for SPK blending limits well above 50 vol%. An example of a refinery stream that can be used for this purpose is hydrotreated heavy catalytic cracked naphtha (HCN), which is a highly aromatic stream of jet boiling-range molecules obtained from a fluid catalytic cracker (FCC). This material may be used to provide the aromatic content of conventional jet fuel, and thus the aromatic molecules provided by HCN are the same aromatic molecules found in conventional Jet A / A- 1 fuels. This represents an important advantage over other approaches to achieving on highly sustainable jet fuels, as there are no novel aromatic molecules in the provided jet fuel that need to be qualified prior to implementation.

[0012] Thus, one aspect of this disclosure is a sustainable aviation fuel comprising SO- 92 vol% of a synthetic paraffinic kerosene (SPK) component having an aromatic content of less than 4 vol% as determined by ASTM D1319; and 8-50 vol% of petroleum-derived aromatic-containing component having at least 20 vol% aromatics as determined by ASTM D1319, the sustainable aviation fuel having a 10% volume boiling point of no more than 205 °C as determined by test method IP 123; a final boiling point of no more than 300 °C as determined by test method IP 123; a viscosity at -40 °C of no more than 12 cSt as determined by ASTM D445; and an aromatic content in the range of 8-25 vol% as determined by ASTM D1319.

[0013] The synthetic paraffinic kerosene component of the sustainable aviation fuel can be synthesized from a variety of sources, including esters and fatty acids. The person of ordinary skill in the art will recognize that esters and fatty acids can be derived from various renewable sources, including fats and oils from biomass, household waste, and waste oils. The esters and fatty acids can be converted into renewable fuel (i.e. , HEFA) through hydroprocessing. During this process, the esters and fatty acids are hydrotreated (e.g., hydrogenated and / or deoxygenated) and / or hydrocracked to form paraffins. The resulting paraffins are then distilled to yield kerosene boiling range hydrocarbons. The moleculesmay also undergo other refinery processes before or after these steps. In some embodiments as described herein, the synthetic paraffinic kerosene component of the sustainable aviation fuel comprises (or is) a HEFA fuel. In various embodiments, the HEFA fuel is made by hydroprocessing one or more fats or oils.

[0014] The synthetic paraffinic kerosene component of the sustainable aviation fuel can also be derived from alcohols. Alcohols for making fuels (e.g., ethanol, n-butanol, and isobutanol) can be obtained from a variety of sources, but they are generally provided through the fermentation of gas or sugar feedstocks. Sugars are a renewable feedstock derived from biomass, and gas fermentation has the added environmental benefit of converting waste gases into a usable liquid product. Alcohol to jet (ATJ) processes begin by dehydrating alcohols to form ethylene or other olefin products (e.g., isobutylene). Such olefin products can then be fed into well-established olefin oligomerization processes (e.g., Zeigler-Natta processes or Shell Higher Olefins Process (SHOP)) to form primarily C10 and C12 carbon length olefins. Subsequent hydrogenation of the oligomers followed by distillation provides synthetic paraffinic kerosene. For example, in various embodiments as described herein, the synthetic paraffinic kerosene component of the SAF is a paraffinic fuel made by conversion of alcohol to paraffin, .e.g., by dehydration and oligomerization.

[0015] The synthetic paraffinic kerosene component of the sustainable aviation fuel can also be derived from oxides of carbon (i.e. , carbon monoxide and carbon dioxide). The Fischer-Tropsch process is a reaction that converts synthesis gas (i.e., carbon monoxide and H2) into linear hydrocarbons and water, as shown below:CO + 2 H2-> [-CH2-] + H2OSynthetic paraffinic kerosene provided by Fischer-Tropsch synthesis is attractive for sustainable aviation fuel because hydrocarbon fuels derived from Fischer-Tropsch processes generally have lower contents of sulfur and nitrogen compared to hydrocarbon fuels derived from petroleum refineries. As such, hydrocarbon fuels derived from Fischer- Tropsch synthesis emit less pollutants (e.g., SO2 and NOX) during combustion. Additionally, when Fischer-Tropsch processes are coupled with reverse water-gas shift reactions,wherein hydrocarbon fuels can be synthesized from carbon dioxide and H2. Synthetic paraffinic kerosene provided through such a process represents a net removal of carbon dioxide from the atmosphere, providing further progress towards achieving air travel with net-zero carbon emissions. In some embodiments as described herein, the synthetic paraffinic kerosene component of the sustainable aviation fuel comprises (or is) a paraffinic fuel made by Fischer-Tropsch synthesis.

[0016] Methods to prepare synthetic paraffinic kerosene as described above generally involve a step that requires the use of high temperature and pressure under hydrogen atmosphere. Any aromatic compounds that form during the preparation of synthetic paraffinic kerosene may be reduced to naphthenes (i.e. , cyclic alkanes). Additionally, Fischer-Tropsch synthesis is selective for forming linear hydrocarbons, oxygenates, and / or terminal olefins, not aromatics. As such, synthetic paraffinic kerosene generally contains very low amounts of aromatic content. For example, in various embodiments as described herein, the synthetic paraffinic kerosene component of the SAF has an aromatic content of less than 2 vol%, e.g., less than 1.5 vol%, as determined by ASTM D1319. In some embodiments, the synthetic paraffinic kerosene component has an aromatic content of less than 1 vol%, e.g., less than 0.5 vol%, as determined by ASTM D1319.

[0017] The petroleum-derived aromatic-containing component can be derived from a variety of petroleum refinery streams. A variety of petroleum refiner streams can be used alone or in combination, e.g., a heavy catalytic cracked naphtha from a fluid catalytic cracker, a heavy catalytic reformate from a catalytic reformer, a light gasoil or a heavy naphtha from a coker, a light fraction product from a visbreaker, or a spirit from a steam cracker. Regardless of its origin, the quality of each refinery stream should be suitable for jet fuel blending, e.g., having a 10% volume boiling point of no more than 205 °C as determined by test method IP 123 and / or a final boiling point of no more than 300 °C as determined by test method IP 123. Product derived from a stream of an incorrect boiling range or containing reactive species such as oxygenates may give a range of problems, for example,a flash point below 38 °C, a freezing point above -40°C, or failing the thermal stability test according to IP 123.

[0018] FIG. 1 provides a diagram of an interrelated set of refinery operations. By way of example, fluid catalytic cracking (FCC) is a process shown in FIG. 1 in which hydrotreated heavy gasoil from the vacuum distillation unit and coker are fed into the fluid catalytic cracker to provide butylenes, light cracked naphtha, and heavy cracked naphtha. FCC breaks down large hydrocarbons by converting them into carbocations, wherein subsequent rearrangements and carbon-carbon bond scissions break down the long chain hydrocarbons into shorter chain hydrocarbons. During FCC, naphthenes formed from rearrangement of carbocations can be further transformed into aromatic molecules, e.g., benzene, toluene, and xylenes (i.e. , BTX). As such, fractions from FCC within the heavy naphtha boiling range (for example 65-230 °C, or from 130-210 °C) will be rich in aromatic content, suitable for blending with highly paraffinic SPK as described herein. In some embodiments described herein, the petroleum-derived aromatic-containing component of the SAF comprises (or is) heavy catalytic cracked naphtha (HCN) with a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and a freezing point of no more than -40 °C. In various embodiments, the HCN has an initial boiling point and a final boiling point each within the range of 65-300 °C, e.g., in the range of 85-300 °C, in the range of 105-300 °C, in the range of 125-300 °C, in the range of 145-300 °C, in the range of 165-300 °C, in the range of 185- 300 °C, or in the range of 205-300 °C. In various embodiments, the HCN has an initial boiling point and a final boiling point each within the range of 65-230 °C, e.g., in the range of 85-230 °C, in the range of 105-230 °C, in the range of 125-230 °C, in the range of 145-230 °C, in the range of 165-230 °C, in the range of 185-230 °C, or in the range of 205-230 °C. In various embodiments, the HCN has an initial boiling point and a final boiling point each within the range of 130-210 °C, e.g., in the range of 150-210 °C, in the range of 170-210 °C, or in the range of 190-210 °C.

[0019] Catalytic reforming is another process carried out in petroleum refineries shown in FIG. 1. In this process, hydrotreated or hydrocracked heavy naphtha from the crudedistil lation unit is fed into the catalytic reformer, providing reformate product that is split into light and heavy fractions by the reformate splitter. The catalytic reformer converts naphtha boiling-range fractions with low octane rating into a high-octane reformate products.Catalytic reforming accomplishes this primarily through two different types of transformations. In one aspect, catalytic reforming increases octane rating by isomerizing linear hydrocarbons into branched hydrocarbons and cyclic naphthenes. Under catalytic reforming conditions, the cyclic naphthenes can also be dehydrogenated to provide high- octane aromatic hydrocarbons and H2 gas. As such, heavy naphtha reformate fractions from the catalytic reformer product stream will be rich in aromatic content, suitable for blending with highly paraffinic SPK. In some embodiments described herein, the petroleum- derived aromatic-containing component of the SAF comprises (or is) a heavy fraction (e.g., has a boiling range within the range of 88-230 °C, e.g., 88-193 °C, or 130-230 °C) of a reformed naphtha with a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and a freezing point of no more than -40 °C. In various embodiments, the heavy fraction of the reformed naphtha has an initial boiling point and a final boiling point each within the range of 88-300 °C, e.g., in the range of 100-300 °C, in the range of 120-300 °C, in the range of 140-300 °C, in the range of 160-300 °C, in the range of 180-300 °C, or in the range of 200-300 °C. In various embodiments, the heavy fraction of the reformed naphtha has an initial boiling point and a final boiling point each within the range of 88-230 °C, e.g., in the range of 100-230 °C, in the range of 115-230 °C, in the range of 130-230 °C, in the range of 160-230 °C, in the range of 180-230 °C, or in the range of 200-230 °C. In various embodiments, the heavy fraction of the reformed naphtha has an initial boiling point and a final boiling point each within the range of 88-193 °C, e.g., in the range of 100-193 °C, in the range of 120-193 °C, in the range of 140-193 °C, or in the range of 160-193 °C.

[0020] A coker is a processing unit in petroleum refineries that is responsible for upgrading the residual oil left over from the vacuum distillation column. This process is shown in FIG. 1, where residual oil from the vacuum distillation unit (i.e., vacuum residue) is fed into the coker, providing a product stream comprising light hydrocarbons (i.e., diesel,light naphtha, and heavy naphtha), light gasoil, heavy gasoil, as well as solid petroleum coke. Cokers thermally crack the residual oil, providing product fractions that are generally higher in aromatic, olefin, and sulfur content compared to related product fractions from other refinery processes. The boiling range of products from cokers that can be blended into SAF is not particularly limited. Light coker gasoil (e.g., having a boiling range less than 300 °C) fractions and heavy naphtha (e.g., having a boiling range within the range of as described above) fractions are all suitable blending components for SAF. For example, in some embodiments as described herein, the petroleum-derived aromatic-containing component of the SAF comprises (or is) light coker gasoil with a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and a freezing point of no more than -40 °C. In some embodiments as otherwise described herein, the petroleum-derived aromatic- containing component comprises (or is) heavy coker naphtha with a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and a freezing point of no more than -40 °C.

[0021] A visbreaker is similar to a coker in that it is a processing unit that upgrades vacuum residue via thermal cracking. However, the thermal cracking conditions are much milder in a visbreaker, as visbreakers primarily upgrade residual oil by reducing its viscosity, rather than converting the residual oil into light hydrocarbon products. Nonetheless, the lighter boiling (i.e. , having a boiling range of 300 °C maximum) fractions of the visbreaker product stream can be blended into SAF. For example, in some embodiments as described herein, the petroleum-derived aromatic-containing component of the SAF comprises (or is) a light fraction of a visbreaker product with a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and a freezing point of no more than -40 °C.

[0022] A steam cracker is a processing unit that heats a petroleum feed with steam at high temperatures (e.g., about 850 °C) to crack the petroleum feed to provide lighter products. After the cracking temperature has been reached, the gas is quickly quenched in order to prevent further reactions such as decomposing into carbon and hydrogen. Steam cracking can provide a significant fraction of aromatic products, especially when heavierhydrocarbon (e.g., naphthas such as heavy naphthas). In some embodiments as described herein, the petroleum-derived aromatic-containing component of the SAF comprises (or is) a spirit from a steam cracker having a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and a freezing point of no more than -40 °C.

[0023] While the percentage volume of aromatics in the petroleum-derived blending component is not particularly limited, as higher amounts of aromatic-poor (i.e. , having low vol% of aromatics) synthetic paraffinic kerosene are incorporated into SAF, the petroleum- derived blending component will require higher percentage of aromatics to provide a jet fuel that meets specification. The person of ordinary skill in the art will be able to determine the appropriate amount of aromatics in the petroleum-derived blending component required to provide a jet fuel that meets specification. In various embodiments as described herein, the petroleum-derived aromatic-containing component in the SAF has aromatics in the range of 20-85 vol%, 20-80 vol%, or 20-75 vol%, or 20-70 vol%, or 20-60 vol%, or 20-50 vol%, as determined by ASTM D1319. For example, in some embodiments, the petroleum-derived aromatic-containing component has at least 25 vol% aromatics, e.g., in the range of 25-85 vol%, or 25-80 vol%, or 25-75 vol%, or 25-70 vol%, or 25-60 vol%, or 25-50 vol%, as determined by ASTM D1319. For example, in some embodiments, the petroleum-derived aromatic-containing component has at least 30 vol% aromatics, e.g., in the range of 30-85 vol%, or 30-80 vol%, or 30-75 vol%, or 30-70 vol%, or 30-60 vol%, or 30-50 vol%, as determined by ASTM D1319. For example, in some embodiments, the petroleum-derived aromatic-containing component has at least 40 vol% aromatics, e.g., in the range of 40-85 vol%, or 40-80 vol%, or 40-75 vol%, or 40-70 vol%, or 40-60 vol%, or 40-50 vol%, as determined by ASTM D1319. For example, in some embodiments, the petroleum-derived aromatic-containing component has at least 45 vol% aromatics, e.g., in the range of 45-85 vol%, or 45-80 vol%, or 45-75 vol%, or 45-70 vol%, or 45-60 vol%, or 45-50 vol%, as determined by ASTM D1319. For example, in some embodiments, the petroleum-derived aromatic-containing component has at least 50 vol% aromatics, e.g., in the range of 50-85 vol%, or 50-80 vol%, or 50-75 vol%, or 50-70 vol%, or 50-60 vol%, as determined by ASTMD1319. For example, in some embodiments, the petroleum-derived aromatic-containing component has at least 60 vol% aromatics, e.g., in the range of 60-85 vol%, or 60-80 vol%, or 60-75 vol%, or 60-70 vol%, as determined by ASTM D1319.

[0024] The catalysts used in catalytic reforming processes generally contain noble metals (e.g., platinum and / or rhenium) that are sensitive to the presence of sulfur- and nitrogen-containing compounds. To prevent poisoning of the reforming catalysts, naphtha feed streams designated for catalytic reforming are hydrotreated in a prior step, removing sulfur and nitrogen heteroatoms from the feed stream. Fluid catalytic cracking and coking both introduce significant amounts of sulfur into their product streams, and coker products are generally high in olefin content. Sulfur and olefins can be undesirable components in jet fuel, as sulfur is converted to SO2 pollutant during combustion, and olefin content is one of the factors responsible for gum formation and poor thermal stability inside jet engines. Gum formation and thermal stability can be problematic during jet engine operation, leading to unacceptably high filter pressure drops and / or undesirable tube deposits. As such, it can be beneficial to hydrotreat the petroleum-derived aromatic-containing component to minimize its sulfur and olefin content. In various embodiments as described herein, the petroleum- derived aromatic-containing component of the SAF has been hydrotreated. Further, in some embodiments, the petroleum-derived aromatic-containing component has a sulfur content of no more than 0.30 mass%, e.g., no more than 0.10 mass%, or no more than 0.05 mass%, or no more than 0.01 mass%, as determined by ASTM D3227. In some embodiments, the petroleum-derived aromatic-containing component has a filter pressure drop of no more than 25 mmHg (e.g., no more than 10 mmHg, or no more than 5 mmHg), and a tube deposit rating of no more than 3 (e.g., no more than 2, or no more than 1), as determined by test method IP 123.

[0025] While jet fuel requires a particular range of aromatic content in order to be compatible with current jet engines, aromatic compounds themselves are problematic as pollutants. The combustion of aromatic compounds releases not only greenhouse gases, but particulates as well. The post-combustion particulate matter generated from aromaticcompounds can form contrails during jet operation. Contrails are a potential contributor to global warming, as the water that condenses onto post-combustion particulate matter can absorb thermal radiation in the atmosphere. Bicyclic aromatics, i.e. , naphthalenes, contribute a disproportionally large amount to post-combustion particulate generation compared to other aromatic compounds found in jet fuel (e.g., BTX and ethylbenzene). As such, it can be beneficial for the SAF to contain minimal amounts of naphthalenes. For example, in some embodiments as described herein, the petroleum-derived aromatic- containing component has a naphthalenes content of no more than 3.0 vol%, e.g., no more than 2.0 vol%, or no more than 1.0 vol%, or no more than 0.5 vol%, as determined by ASTM D1840. The methods and compositions of the present disclosure advantageously allow for a fuel to be blended with the correct amount of aromatics together with a very low naphthalene content, leading to good flame color, as well as low soot and contrail formation, during combustion.

[0026] The person of ordinary skill in the art can determine the amount of petroleum- derived aromatic-containing component required to blend with a given synthetic paraffinic kerosene component in order to provide an on specification jet fuel. In various embodiments as described herein, the petroleum-derived aromatic-containing component is present in the SAF in an amount in the range of 8-40 vol%, e.g., 8-30 vol%, or 8-20 vol%, or 8-18 vol%. For example, in some embodiments, the petroleum-derived aromatic-containing component is present in the SAF in an amount in the range of 10-50 vol%, e.g., 10-40 vol%, or 10-30 vol%, or 10-20 vol%, or 10-18 vol%. For example, in some embodiments, the petroleum- derived aromatic-containing component is present in the SAF in an amount in the range of 15-50 vol%, e.g., 15-40 vol%, or 15-30 vol%, or 15-25 vol%. For example, in some embodiments, the petroleum-derived aromatic-containing component is present in the SAF in an amount in the range of 20-50 vol%, e.g., 20-40 vol%, or 20-35 vol%, or 20-30 vol%. For example, in some embodiments, the petroleum-derived aromatic-containing component is present in the SAF in an amount in the range of 25-50 vol%, e.g., 25-40 vol%, or 25-35 vol%. For example, in some embodiments, the petroleum-derived aromatic-containingcomponent is present in the SAF in an amount in the range of 30-50 vol%, e.g., 30-45 vol%, or 30-40 vol%.

[0027] In various embodiments as described herein, at least 80 vol% of the SAF is made up of the synthetic paraffinic component and the petroleum-derived aromatic-containing component, e.g., at least 85 vol%. For example, in some embodiments, at least 90 vol% of the SAF is made up of the synthetic paraffinic component and the petroleum-derived aromatic-containing component, e.g., at least 95 vol%. For example, in some embodiments, at least 98 vol% of the SAF is made up of the synthetic paraffinic component and the petroleum-derived aromatic-containing component, e.g., at least 99 vol%. While it would be desirable to arrive at an on specification jet fuel directly from the blending of a paraffinic synthetic kerosene component and a petroleum-derived aromatic-containing component, additional additives may be required, or at least desirable, for use in a jet engine. In various embodiments, the SAF further comprises a fuel additive selected from antioxidants, icing inhibitors, lubricity improvers, corrosion inhibitors, static dissipaters, metal deactivators, injector cleanliness additives, thermal stability improvers, and combinations thereof.Amounts of such additives are typically no more than 0.15 wt% of the sustainable aviation fuel, and / or no more than 24 mg / kg, however, more can be used.

[0028] Sustainable aviation fuel is required to meet or exceed the specifications defined in ASTM D7566 in order to be used in jet engines. The sustainable aviation fuel disclosed herein meets or exceeds the specifications defined in ASTM D7566. For example, in various embodiments as described herein, the SAF has a density at 15 °C in the range of 774-840 kg / m3as determined by test method IP 365. In some embodiments, the SAF has a flash point of at least 38 °C as measured by test method IP 170. In some embodiments, the SAF has a freezing point of no more than -47 °C as determined by test method IP 529. In some embodiments, the SAF has a net specific energy, corrected for condensed sulfur compounds, of at least 42.80 MJ / kg as determined by ASTM D3338. In some embodiments, the SAF has a residue content of no more than 1.5 vol%, as determined by test method IP

[0029] As noted above, sulfur and olefins are undesirable components in jet fuel, as sulfur is converted to SO2 pollutant during combustion, and olefin content is one of the factors responsible for gum formation inside jet engines. As such, ASTM D7566 specifies limits on the sulfur content, filter pressure drop, and tube deposit rating of sustainable aviation fuel. For example, in various embodiments as described herein, the sustainable aviation fuel has a sulfur content of no more than 0.30 mass%, e.g., no more than 0.10 mass%, or no more than 0.05 mass%, or no more than 0.01 mass%, as determined by ASTM D3227. For example, in some embodiments, the sustainable aviation fuel has a filter pressure drop of no more than 25 mmHg (e.g., no more than 10 mmHg, or no more than 5 mmHg), and a tube deposit rating of no more than 3 (e.g., no more than 2, or no more than 1), as determined by test method IP 123.

[0030] ASTM D7566 defines a particular concentration range (i.e., 8-25 vol%) of aromatics in sustainable aviation fuel required for it to maintain proper seal swelling properties. For example, in various embodiments as described herein, the sustainable aviation fuel has an aromatic content in the range of 8-20 vol%, e.g., in the range of 8-17 vol%, or 8-15 vol%, or 8-12 vol%. In some embodiments, the sustainable aviation fuel has an aromatic content in the range of 10-25 vol%, e.g., in the range of 10-20 vol%, or 10-17%, or 10-15 vol%, or 10-12 vol%. In some embodiments, the sustainable aviation fuel has an aromatic content in the range of 12-25 vol%, e.g., in the range of 12-20 vol%, or 12-17 vol%, or 12-15 vol%. However, ASTM D7566 defines an upper limit for the naphthalenes content in sustainable aviation fuel because of their disproportionally large contribution to particulate formation compared to other aromatics. For example, in various embodiments as described herein, the sustainable aviation fuel has a naphthalenes content of no more than 3.0 vol%, e.g., no more than 2.0 vol%, or no more than 1.0 vol%, or no more than 0.5 vol%, as determined by ASTM D1840.

[0031] In various embodiments, the sustainable aviation fuel has a naphthenes content of no more than 20 vol%, e.g., no more than 18 vol%, no more than 16 vol%, no more than14 vol%, or no more than 12 vol%, as determined by ASTM D2425-21. In variousembodiments, the sustainable aviation fuel has a naphthenes content of no more than 10 vol%, e.g., no more than 9 vol%, no more than 8 vol%, or no more than 7 vol%, as determined by ASTM D2425-21. In various embodiments, the sustainable aviation fuel has a naphthenes content in the range of 10-20 vol%, e.g., in the range of 10-18 vol%, in the range of 10-16 vol%, or in the range of 10-14 vol%, or in the range of 10-12 vol%, as determined by ASTM D2425-21. In various embodiments, the sustainable aviation fuel has a naphthenes content in the range of 12-20 vol%, e.g., in the range of 12-18 vol%, or in the range of 12-16 vol%, or in the range of 12-14 vol%, as determined by ASTM D2425-21.

[0032] Another aspect of the disclosure describes a process for making a sustainable aviation fuel as described above, the method comprising combining 50-92 vol% of a synthetic paraffinic kerosene having an aromatic content of less than 4 vol% as determined by ASTM D1319; with 8-50 vol% of a petroleum-derived aromatic-containing component having at least 20 vol% aromatics as determined by ASTM D1319, the sustainable aviation fuel having a 10% volume boiling point of no more than 205 °C as determined by test method IP 123; a final boiling point of no more than 300 °C as determined by test method IP 123; a viscosity at -40 °C of no more than 12 cSt as determined by ASTM D445; and an aromatic content in the range of 8-25 vol% as determined by ASTM D1319.

[0033] The method for combining the synthetic paraffinic kerosene and petroleum- derived aromatic-containing component is not particularly limited. In various embodiments as otherwise described herein, the blending tank can be filled from the bottom, and the higher density petroleum-derived aromatic-containing component can be added to the blending tank first, followed by the lower density synthetic paraffinic kerosene. In other embodiments as otherwise described herein, the blending tank can be filled from the top, wherein the lower density synthetic paraffinic kerosene can be added to the blending tank first, followed by the higher density petroleum-derived aromatic-containing component. The present inventors have found that the two components should be added to the blending tank in an order such that the lower density synthetic paraffinic kerosene must rise up through the higher density petroleum-derived aromatic-containing component, thus promoting mixing.The appropriate order of addition of the two components can advantageously avoid tank layering and thus can provide a jet fuel mixture suitable for certification without require additional energy for mixing. Particular materials and amounts thereof can be as described above with respect to the sustainable aviation fuels. The person of ordinary skill in the art can determine additional adjustments or additives necessary to provide an on-specification sustainable aviation fuel.EXAMPLES

[0034] The Examples that follow are illustrative of specific embodiments of the materials of the disclosure. They are set forth for explanatory purposes only, and are not to be taken as limiting the scope of the disclosure.Example 1. Non-Linearity of Blending SPK and HCN

[0035] When blending synthetic paraffinic kerosene with heavy cracked naphtha, the present inventors expected that the viscosity of the resulting blend could limit how much synthetic paraffinic kerosene could be added. The present inventors calculated predicted viscosities at -40 °C for various blend ratios of a HEFA-SPK with heavy catalytic cracked naphtha (HCN) from a petroleum refinery, assuming that viscosity at -40 °C would change linearly with the blend ratio. The predicted viscosities at -40 °C for various HEFA-SPK / HCN blends, as well as measured viscosities at -40 °C for actual blends between the HEFA-SPK and the HCN are reported below in Table 1.Table 1.

[0036] The initially-calculated values suggest that if viscosity at -40 °C the SPK / HCN jet fuel blend fail the specification outlined in ASTM D7566 (i.e. , less than 12.0 cSt) even at a 50 / 50 blend.

[0037] However, the viscosity at -40 °C for a HEFA-SPK was measured to be 21.520 cSt as determined by ASTM 445. The measurement of the prepared SPK / HCN blends surprisingly demonstrated that a 70 / 30 blend of SPK / HCN meets the viscosity specifications for sustainable aviation fuel set by ASTM D7566, and that viscosity at -40 °C is in fact a nonlinear blend parameter.Example 2. Jet Fuel Specification Test as Defined by ASTM D7566

[0038] The present inventors consider viscosity at -40 °C to be the most limiting of the sustainable aviation fuel parameters outlined in ASTM D7566. The 70 / 30 blend of SPK / HCN has a viscosity at -40 °C of 10.81 cSt, which falls within the requirements of ASTM D7566.In view of the surprisingly low viscosity of the blend, a full specification test according to ASTM D7566 Table 1 parts 1 and 2 would need to be carried out to evaluate SPK / HCN blends as sustainable aviation fuels. The results of the full specification test for a 70 / 30 blend between the HEFA-SPK and HCN is shown below in Table 2.

[0039] Table 2.The results shown above show full compliance with the required specifications of ASTM D7566 as it applies to ASTM D1655 jet fuel. In some aspects, various parameters of the 70 / 30 blend of SPK / HCN outperforms Jet-A1 fuels currently on the market. Thermal stability analysis of the 70 / 30 blend shows that it is stable even at 275 °C. Additionally, the 70 / 30 SPK / HCN blend has lower aromatic content and a higher smoke point that current jet fuels,which can be attributed to its high percentage volume of synthetic component within the blend.

[0040] Other aspects of the disclosure are described with respect to the following enumerated embodiments, which may be combined in any fashion and in any number that is not technically or logically inconsistent.Embodiment 1. A sustainable aviation fuel comprising:50-92 vol% of a synthetic paraffinic kerosene component having an aromatic content of less than 4 vol% as determined by ASTM D1319; and8-50 vol% of a petroleum-derived aromatic-containing component having at least 20 vol% aromatics as determined by ASTM D1319, the sustainable aviation fuel having a 10% volume boiling point of no more than 205 °C as determined by test method IP 123; a final boiling point of no more than 300 °C as determined by test method IP 123; a viscosity at -40 °C of no more than 12 cSt as determined by ASTM D445; and an aromatic content in the range of 8-25 vol% as determined by ASTM D1319.Embodiment 2. A sustainable aviation fuel comprising:50-92 vol% of a synthetic paraffinic kerosene component having an aromatic content of less than 4 vol% as determined by ASTM D1319; and8-50 vol% of a petroleum-derived aromatic-containing component having at least 20 vol% aromatics as determined by ASTM D1319, wherein the petroleum-derived aromatic-containing component comprises (or is) one or more petroleum refinery streams, the petroleum-derived aromatic-containing component not being a jet fuel, the sustainable aviation fuel havinga 10% volume boiling point of no more than 205 °C as determined by test method IP 123; a final boiling point of no more than 300 °C as determined by test method IP 123; a viscosity at -40 °C of no more than 12 cSt as determined by ASTM D445; and an aromatic content in the range of 8-25 vol% as determined by ASTM D1319.Embodiment 3. A sustainable aviation fuel comprising:50-92 vol% of a synthetic paraffinic kerosene component having an aromatic content of less than 4 vol% as determined by ASTM D1319; and8-50 vol% of a petroleum-derived aromatic-containing component having at least 20 vol% aromatics as determined by ASTM D1319, wherein the petroleum-derived aromatic-containing component comprises (or is) one or more of a heavy catalytic cracked naphtha, a heavy fraction of a reformed naphtha, a light coker gasoil, a heavy coker gasoil, and a light fraction of a visbreaker product, each having a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and a freezing point of no more than -40 °C, the sustainable aviation fuel having a 10% volume boiling point of no more than 205 °C as determined by test method IP 123; a final boiling point of no more than 300 °C as determined by test method IP 123; a viscosity at -40 °C of no more than 12 cSt as determined by ASTM D445; and an aromatic content in the range of 8-25 vol% as determined by ASTM D1319.Embodiment 4. A sustainable aviation fuel comprising:50-92 vol% of a synthetic paraffinic kerosene component having an aromatic content of less than 4 vol% as determined by ASTM D1319; and8-50 vol% of a petroleum-derived aromatic-containing component having at least 20 vol% aromatics as determined by ASTM D1319, and comprises (or is) one ormore of: a heavy catalytic cracked naphtha, a heavy fraction of a reformed naphtha, a light coker gasoil, a heavy coker gasoil, a light fraction of a visbreaker product, and a spirit from a steam cracker, each having a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and a freezing point of no more than -40 °C, the sustainable aviation fuel having a 10% volume boiling point of no more than 205 °C as determined by test method IP 123; a final boiling point of no more than 300 °C as determined by test method IP 123; a viscosity at -40 °C of no more than 12 cSt as determined by ASTM D445; and an aromatic content in the range of 8-25 vol% as determined by ASTM D1319.Embodiment 5. The sustainable aviation fuel according to any of embodiments 1-4, wherein the synthetic paraffinic kerosene component comprises (or is) a hydrogenated esters and fatty acid (HEFA) fuel.Embodiment 6. The sustainable aviation fuel according to embodiment 5, wherein the hydrogenated esters and fatty acid fuel is made by hydroprocessing of one or more fats or oils.Embodiment 7. The sustainable aviation fuel according to any of embodiments 1-6 wherein the synthetic paraffinic kerosene component comprises (or is) a paraffinic fuel made by conversion of alcohol to paraffin, e.g., by dehydration and oligomerization.Embodiment 8. The sustainable aviation fuel according to any of embodiments 1-7, wherein the synthetic paraffinic kerosene component comprises (or is) a paraffinic fuel made by Fischer-Tropsch synthesis.Embodiment 9. The sustainable aviation fuel according to any of embodiments 1-8, wherein the synthetic paraffinic kerosene component has an aromatic content of less than 2 vol%, e.g., less than 1.5 vol%, as determined by ASTM D1319.Embodiment 10. The sustainable aviation fuel according to any of embodiments 1-8, wherein the synthetic paraffinic kerosene component has an aromatic content of less than 1 vol%, e.g., less than 0.5 vol%, as determined by ASTM D1319.Embodiment 11. The sustainable aviation fuel according to any of embodiments 1-10, wherein the petroleum-derived aromatic-containing component comprises (or is) a heavy catalytic cracked naphtha with a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and a freezing point of no more than -40 °C.Embodiment 12. The sustainable aviation fuel according to embodiment 11, wherein the heavy catalytic cracked naphtha has an initial boiling point and a final boiling point each within the range of 65-300 °C, e.g., in the range of 85-300 °C, in the range of 105-300 °C, in the range of 125-300 °C, in the range of 145-300 °C, in the range of 165-300 °C, in the range of 185-300 °C, or in the range of 205-300 °C.Embodiment 13. The sustainable aviation fuel according to embodiment 11, wherein the heavy catalytic cracked naphtha has an initial boiling point and a final boiling point each within the range of 65-230 °C, e.g., in the range of 85-230 °C, in the range of 105-230 °C, in the range of 125-230 °C, in the range of 145-230 °C, in the range of 165-230 °C, in the range of 185-230 °C, or in the range of 205-230 °C.Embodiment 14. The sustainable aviation fuel according to embodiment 11, wherein the heavy catalytic cracked naphtha has an initial boiling point and a final boiling point eachwithin the range of 130-210 °C, e.g., in the range of 150-210 °C, in the range of 170-210 °C, or in the range of 190-210 °C.Embodiment 15. The sustainable aviation fuel according to any of embodiments 1-14, wherein the petroleum-derived aromatic-containing component comprises (or is) a heavy fraction of a reformed naphtha with a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and a freezing point of no more than -40 °C.Embodiment 16. The sustainable aviation fuel according to embodiment 15, wherein the heavy fraction of the reformed naphtha has an initial boiling point and a final boiling point each within the range of 88-300 °C, e.g., in the range of 100-300 °C, in the range of 120-230 °C, in the range of 140-300 °C, in the range of 160-300 °C, in the range of 180-300 °C, or in the range of 200-300 °C.Embodiment 17. The sustainable aviation fuel according to embodiment 15, wherein the heavy fraction of the reformed naphtha has an initial boiling point and a final boiling point each within the range of 88-230 °C, e.g., in the range of 100-230 °C, in the range of 115-230 °C, in the range of 130-230 °C, in the range of 160-230 °C, in the range of 180-230 °C, or in the range of 200-230 °C.Embodiment 18. The sustainable aviation fuel according to embodiment 15, wherein the heavy fraction of the reformed naphtha has an initial boiling point and a final boiling point each within the range of 88-193 °C, e.g., in the range of 100-193 °C, in the range of 120-193 °C, in the range of 140-193 °C, or in the range of 160-193 °C.Embodiment 19. The sustainable aviation fuel according to any of embodiments 1-18, wherein the petroleum-derived aromatic-containing component comprises (or is) a lightcoker gasoil with a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and a freezing point of no more than -40 °C.Embodiment 20. The sustainable aviation fuel according to any of embodiments 1-19, wherein the petroleum-derived aromatic-containing component comprises (or is) a heavy coker naphtha with a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and freezing point of no more than -40 °C.Embodiment 21. The sustainable aviation fuel according to any of embodiments 1-20, wherein the petroleum-derived aromatic-containing component comprises (or is) a light fraction of a visbreaker product with a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and a freezing point of no more than -40 °C.Embodiment 22. The sustainable aviation fuel according to any of embodiments 1-21 , wherein the petroleum-derived aromatic-containing component comprises (or is) a spirit from a steam cracker with a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and a freezing point of no more than -40 °C.Embodiment 23. The sustainable aviation fuel according to any of embodiments 1-22, wherein the petroleum-derived aromatic-containing component has in the range of 20-85 vol% aromatics, e.g., in the range of 20-80 vol%, or 20-75 vol%, or 20-70 vol%, or 20-60 vol%, or 20-50 vol%, as determined by ASTM D1319.Embodiment 24. The sustainable aviation fuel according to any of embodiments 1-22, wherein the petroleum-derived aromatic-containing component has at least 25 vol% aromatics, e.g., in the range of 25-85 vol%, or 25-80 vol%, or 25-75 vol%, or 25-70 vol%, or 25-60 vol%, or 25-50 vol%, as determined by ASTM D1319.Embodiment 25. The sustainable aviation fuel according to any of embodiments 1-24, wherein the petroleum-derived aromatic-containing component has at least 30 vol% aromatics, e.g., in the range of 30-85 vol%, or 30-80 vol%, or 30-75 vol%, or 30-70 vol%, or 30-60 vol%, or 30-50 vol%, as determined by ASTM D1319.Embodiment 26. The sustainable aviation fuel according to any of embodiments 1-24, wherein the petroleum-derived aromatic-containing component has at least 40 vol% aromatics, e.g., in the range of 40-85 vol%, or 40-80 vol%, or 40-75 vol%, or 40-70 vol%, or 40-60 vol%, or 40-50 vol%, as determined by ASTM D1319.Embodiment 27. The sustainable aviation fuel according to any of embodiments 1-24, wherein the petroleum derived aromatic-containing component has at least 45 vol% aromatics, e.g., in the range of 45-85 vol%, or 45-80 vol%, or 45-75 vol%, or 45-70 vol%, or 45-60 vol%, or 45-50 vol%, as determined by ASTM D1319.Embodiment 28. The sustainable aviation fuel according to any of embodiments 1-24, wherein the petroleum-derived aromatic-containing component has at least 50 vol% aromatics, e.g., in the range of 50-85 vol%, or 50-80 vol%, or 50-75 vol%, or 50-70 vol%, or 50-60 vol%, as determined by ASTM D1319.Embodiment 29. The sustainable aviation fuel according to any of embodiments 1-24, wherein the petroleum-derived aromatic-containing component has at least 60 vol% aromatics, e.g., in the range of 60-85 vol%, or 60-80 vol%, or 60-75 vol%, or 60-70 vol%, as determined by ASTM D1319.Embodiment 30. The sustainable aviation fuel according to any of embodiments 1-29, wherein the petroleum-derived aromatic-containing component has been hydrotreated.Embodiment 31. The sustainable aviation fuel according to any of embodiments 1-30, wherein the petroleum-derived aromatic-containing component has a sulfur content of no more than 0.30 mass%, e.g., no more than 0.10 mass%, or no more than 0.05 mass%, or no more than 0.01 mass%, as determined by ASTM D3227.Embodiment 32. The sustainable aviation fuel according to any of embodiments 1-31 , wherein the petroleum-derived aromatic-containing component has a filter pressure drop of no more than 25 mmHg (e.g., no more than 10 mmHg, or no more than 5 mmHg), and a tube deposit rating of no more than 3 (e.g., no more than 2, or no more than 1), as determined by test method IP 123.Embodiment 33. The sustainable aviation fuel according to any of embodiments 1-32, wherein the petroleum-derived aromatic-containing component has a naphthalenes content of no more than 3.0 vol%, e.g., no more than 2.0 vol%, or no more than 1.0 vol%, or no more than 0.5 vol%, as determined by ASTM D1840.Embodiment 34. The sustainable aviation fuel according to any of embodiments 1-33, wherein the petroleum-derived aromatic-containing component is present in the sustainable aviation fuel in an amount in the range of 8-40 vol%, e.g., 8-30 vol%, or 8-20 vol, or 8-18 vol%.Embodiment 35. The sustainable aviation fuel according to any of embodiments 1-33, wherein the petroleum-derived aromatic-containing component is present in the sustainable aviation fuel in an amount in the range of 10-50 vol%, e.g., 10-40 vol%, or 10-30 vol%, or IQ- 20 vol%, or 10-18 vol%.Embodiment 36. The sustainable aviation fuel according to any of embodiments 1-33, wherein the petroleum-derived aromatic-containing component is present in the sustainableaviation fuel in an amount in the range of 15-50 vol%, e.g., 15-40 vol%, or 15-30 vol%, 15-25 vol%.Embodiment 37. The sustainable aviation fuel according to any of embodiments 1-33, wherein the petroleum-derived aromatic-containing component is present in the sustainable aviation fuel in an amount in the range of 20-50 vol%, e.g., 20-40 vol%, or 20-35 vol%, or 20- 30 vol%.Embodiment 38. The sustainable aviation fuel according to any of embodiments 1-33, wherein the petroleum-derived aromatic-containing component is present in the sustainable aviation fuel in an amount in the range of 25-50 vol%, e.g., 25-40 vol%, or 25-35 vol%.Embodiment 39. The sustainable aviation fuel according to any of embodiments 1-33, wherein the petroleum-derived aromatic-containing component is present in the sustainable aviation fuel in an amount in the range of 30-50 vol%, e.g., 30-45 vol%, or 30-40 vol%.Embodiment 40. The sustainable aviation fuel according to any of embodiments 1-39, wherein at least 80 vol% of the sustainable aviation fuel is made up of the synthetic paraffinic component and the petroleum-derived aromatic-containing component, e.g., at least 85 vol%.Embodiment 41. The sustainable aviation fuel according to any of embodiments 1-39, wherein at least 90 vol% of the sustainable aviation fuel is made up of the synthetic paraffinic component and the petroleum-derived aromatic-containing component, e.g., at least 95 vol%.Embodiment 42. The sustainable aviation fuel according to any of embodiments 1-39, wherein at least 98 vol% of the sustainable aviation fuel is made up of the syntheticparaffinic component and the petroleum-derived aromatic-containing component, e.g., at least 99 vol%.Embodiment 43. The sustainable aviation fuel according to any of embodiments 1-42, having a density at 15 °C in the range of 774-840 kg / m3as determined by test method IP 365.Embodiment 44. The sustainable aviation fuel according to any of embodiments 1-43, having a flash point of at least 38 °C as measured by test method IP 170.Embodiment 45. The sustainable aviation fuel according to any of embodiments 1-44, having a freezing point of no more than -47 °C as determined by test method IP 529.Embodiment 46. The sustainable aviation fuel according to any of embodiments 1-45, having a sulfur content of no more than 0.30 mass%, e.g., no more than 0.10 mass%, or no more than 0.05 mass%, or no more than 0.01 mass%, as determined by ASTM D3227.Embodiment 47. The sustainable aviation fuel according to any of embodiments 1-46, having a filter pressure drop of no more than 25 mmHg (e.g., no more than 10 mmHg, or no more than 5 mmHg), and a tube deposit rating of no more than 3 (e.g., no more than 2, or no more than 1), as determined by test method IP 123.Embodiment 48. The sustainable aviation fuel according to any of embodiments 1-47, having an aromatic content in the range of 8-20 vol%, e.g., in the range of 8-17 vol%, or 8-15 vol%.Embodiment 49. The sustainable aviation fuel according to any of embodiments 1-48, having an aromatic content in the range of 10-25 vol%, e.g., in the range of 10-20 vol%, or 10-15 vol%.Embodiment 50. The sustainable aviation fuel according to any of embodiments 1-49, having an aromatic content in the range of 12-25 vol%, e.g., in the range of 12-20 vol%, or 12-17 vol%, or 12-15 vol%.Embodiment 51. The sustainable aviation fuel according to any of embodiments 1-50, having a naphthalenes content of no more than 3.0 vol%, e.g., no more than 2.0 vol%, or no more than 1.0 vol%, or no more than 0.5 vol%, as determined by ASTM D1840.Embodiment 52. The sustainable aviation fuel according to any of embodiments 1-51 , having a net specific energy, corrected for condensed sulfur compounds, of at least 42.80 MJ / kg as determined by ASTM D3338.Embodiment 53. The sustainable aviation fuel according to any of embodiments 1-52, having a residue content of no more than 1.5 vol%, as determined by test method IP 123.Embodiment 54. The sustainable aviation fuel according to any of embodiments 1-53, having a naphthenes content of no more than 20 vol%, e.g., no more than 18 vol%, no more than 16 vol%, no more than 14 vol%, or no more than 12 vol%, as determined by ASTM D2425-21.Embodiment 55. The sustainable aviation fuel according to any of embodiments 1-53, having a naphthenes content of no more than 10 vol%, e.g., no more than 9 vol%, no more than 16 vol%, or no more than 8 vol%, as determined by ASTM D2425-21.Embodiment 56. The sustainable aviation fuel according to any of embodiments 1-53, having a naphthenes content in the range of 10-20 vol%, e.g., in the range of 10-18 vol%, in the range of 10-16 vol%, or in the range of 10-14 vol%, or in the range of 10-12 vol%, as determined by ASTM D2425-21.Embodiment 57. The sustainable aviation fuel according to any of embodiments 1-53, having a naphthenes content in the range of 12-20 vol%, e.g., in the range of 12-18 vol%, or in the range of 12-16 vol%, or in the range of 12-14 vol%, as determined by ASTM D2425- 21.Embodiment 58. A process for preparing a sustainable aviation fuel, the method comprising combining8-50 vol% of a petroleum-derived aromatic-containing component having at least 20 vol% aromatics as determined by ASTM D1319, and50-92 vol% synthetic paraffinic kerosene, the synthetic paraffinic kerosene having an aromatic content of less than 4 vol% as determined by ASTM D1319; the sustainable aviation fuel having a 10% volume boiling point of no more than 205 °C as determined by test method IP 123; a final boiling point of no more than 300 °C as determined by test method IP 123; a viscosity at -40 °C of no more than 12 cSt as determined by ASTM D445; and an aromatic content in the range of 8-25 vol% as determined by ASTM D1319.Embodiment 59. A process for preparing a sustainable aviation fuel, the method comprising combining8-50 vol% of a petroleum-derived aromatic-containing component having at least 20 vol% aromatics as determined by ASTM D1319, and8-50 vol% of a petroleum-derived aromatic-containing component having at least 20 vol% aromatics as determined by ASTM D1319, wherein the petroleum-derived aromatic-containing component comprises (or is) one or more petroleum refinery streams, the petroleum-derived aromatic-containing component not being a jet fuel,Embodiment 60. A process for preparing a sustainable aviation fuel, the method comprising combining8-50 vol% of a petroleum-derived aromatic-containing component having at least 20 vol% aromatics as determined by ASTM D1319, and50-92 vol% synthetic paraffinic kerosene, the synthetic paraffinic kerosene having an aromatic content of less than 4 vol% as determined by ASTM D1319 wherein the petroleum-derived aromatic-containing component comprises (or is) one or more of a heavy catalytic cracked naphtha, a heavy fraction of a reformed naphtha, a light coker gasoil, a heavy coker gasoil, and a light fraction of a visbreaker product; each having a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and a freezing point of no more than -40 °C, the sustainable aviation fuel having a 10% volume boiling point of no more than 205 °C as determined by test method IP 123; a final boiling point of no more than 300 °C as determined by test method IP 123; a viscosity at -40 °C of no more than 12 cSt as determined by ASTM D445; and an aromatic content in the range of 8-25 vol% as determined by ASTM D1319.Embodiment 61. A process for preparing a sustainable aviation fuel, the method comprising combining8-50 vol% of a petroleum-derived aromatic-containing component having at least 20 vol% aromatics as determined by ASTM D1319, and50-92 vol% synthetic paraffinic kerosene, the synthetic paraffinic kerosene having an aromatic content of less than 4 vol% as determined by ASTM D1319 wherein the petroleum-derived aromatic-containing component comprises (or is) one or more of a heavy catalytic cracked naphtha, a heavy fraction of a reformed naphtha, a light coker gasoil, a heavy coker gasoil, a light fraction of a visbreaker product, and a spirit from a steam cracker; each having a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and a freezing point of no more than - 40 °C, the sustainable aviation fuel having a 10% volume boiling point of no more than 205 °C as determined by test method IP 123; a final boiling point of no more than 300 °C as determined by test method IP 123; a viscosity at -40 °C of no more than 12 cSt as determined by ASTM D445; and an aromatic content in the range of 8-25 vol% as determined by ASTM D1319.Embodiment 62. The process according to embodiments 58-61, wherein the sustainable aviation fuel is a sustainable aviation fuel according to any of embodiments 1-57.Embodiment 63. The process according to any of embodiments 58-62, wherein the synthetic paraffinic kerosene is as described in any of embodiments 5-10.Embodiment 58. The process according to any of embodiments 58-63, wherein the petroleum-derived aromatic-containing component is as described in any of embodiments 11-39.

[0041] The particulars shown herein are by way of example and for purposes of illustrative discussion of the preferred embodiments of the present invention only and are presented in the cause of providing what is believed to be the most useful and readilyunderstood description of the principles and conceptual aspects of various embodiments of the invention. In this regard, no attempt is made to show structural details of the invention in more detail than is necessary for the fundamental understanding of the invention, the description taken with the drawings and / or examples making apparent to those skilled in the art how the several forms of the invention may be embodied in practice. Thus, before the disclosed processes and devices are described, it is to be understood that the aspects described herein are not limited to specific embodiments, apparatuses, or configurations, and as such can, of course, vary. It is also to be understood that the terminology used herein is for the purpose of describing particular aspects only and, unless specifically defined herein, is not intended to be limiting.

[0042] The terms “a,” “an,” “the” and similar referents used in the context of describing the invention (especially in the context of the following claims) are to be construed to cover both the singular and the plural, unless otherwise indicated herein or clearly contradicted by context. Recitation of ranges of values herein is merely intended to serve as a shorthand method of referring individually to each separate value falling within the range. Unless otherwise indicated herein, each individual value is incorporated into the specification as if it were individually recited herein. It will be further understood that the endpoints of each of the ranges are significant both in relation to the other endpoint, and independently of the other endpoint.

[0043] All methods described herein can be performed in any suitable order of steps unless otherwise indicated herein or otherwise clearly contradicted by context. The use of any and all examples, or exemplary language (e.g., “such as”) provided herein is intended merely to better illuminate the invention and does not pose a limitation on the scope of the invention otherwise claimed. No language in the specification should be construed as indicating any non-claimed element essential to the practice of the invention.

[0044] Unless the context clearly requires otherwise, throughout the description and the claims, the words ‘comprise’, ‘comprising’, and the like are to be construed in an inclusive sense as opposed to an exclusive or exhaustive sense; that is to say, in the sense of“including, but not limited to”. Words using the singular or plural number also include the plural and singular number, respectively. Additionally, the words “herein,” “above,” and “below” and words of similar import, when used in this application, shall refer to this application as a whole and not to any particular portions of the application.

[0045] As will be understood by one of ordinary skill in the art, each embodiment disclosed herein can comprise, consist essentially of or consist of its particular stated element, step, ingredient or component. As used herein, the transition term “comprise” or “comprises” means includes, but is not limited to, and allows for the inclusion of unspecified elements, steps, ingredients, or components, even in major amounts. The transitional phrase “consisting of’ excludes any element, step, ingredient or component not specified. The transition phrase “consisting essentially of” limits the scope of the embodiment to the specified elements, steps, ingredients or components and to those that do not materially affect the embodiment.

[0046] Unless indicated to the contrary, the numerical parameters set forth in the specification and attached claims are approximations that may vary depending upon the desired properties sought to be obtained by the present invention. At the very least, and not as an attempt to limit the application of the doctrine of equivalents to the scope of the claims, each numerical parameter should at least be construed in light of the number of reported significant digits and by applying ordinary rounding techniques.

[0047] Notwithstanding that the numerical ranges and parameters setting forth the broad scope of the invention are approximations, the numerical values set forth in the specific examples are reported as precisely as possible. Any numerical value, however, inherently contains certain errors necessarily resulting from the standard deviation found in their respective testing measurements.

[0048] Groupings of alternative elements or embodiments of the invention disclosed herein are not to be construed as limitations. Each group member may be referred to and claimed individually or in any combination with other members of the group or other elements found herein. It is anticipated that one or more members of a group may beincluded in, or deleted from, a group for reasons of convenience and / or patentability. When any such inclusion or deletion occurs, the specification is deemed to contain the group as modified thus fulfilling the written description of all Markush groups used in the appended claims.

[0049] Some embodiments of this invention are described herein, including the best mode known to the inventors for carrying out the invention. Of course, variations on these described embodiments will become apparent to those of ordinary skill in the art upon reading the foregoing description. The inventor expects skilled artisans to employ such variations as appropriate, and the inventors intend for the invention to be practiced otherwise than specifically described herein. Accordingly, this invention includes all modifications and equivalents of the subject matter recited in the claims appended hereto as permitted by applicable law. Moreover, any combination of the above-described elements in all possible variations thereof is encompassed by the invention unless otherwise indicated herein or otherwise clearly contradicted by context.

[0050] Furthermore, it is to be understood that the embodiments of the invention disclosed herein are illustrative of the principles of the present invention. Other modifications that may be employed are within the scope of the invention. Thus, by way of example, but not of limitation, alternative configurations of the present invention may be utilized in accordance with the teachings herein. Accordingly, the present invention is not limited to that precisely as shown and described.

Claims

What is claimed is:

1. A sustainable aviation fuel comprising:50-92 vol% of a synthetic paraffinic kerosene component having an aromatic content of less than 4 vol% as determined by ASTM D1319; and8-50 vol% of a petroleum-derived aromatic-containing component having at least 20 vol% aromatics as determined by ASTM D1319, wherein the petroleum-derived aromatic-containing component has a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and a freezing point of no more than -40 °C, and is one or more of a heavy catalytic cracked naphtha, a heavy fraction of a reformed naphtha, a light coker gasoil, a heavy coker gasoil, and a light fraction of a visbreaker product; the sustainable aviation fuel having a 10% volume boiling point of no more than 205 °C as determined by test method IP 123; a final boiling point of no more than 300 °C as determined by test method IP 123; a viscosity at -40 °C of no more than 12 cSt as determined by ASTM D445; and an aromatic content in the range of 8-25 vol% as determined by ASTM D1319.

2. The sustainable aviation fuel according to claim 1 , wherein the synthetic paraffinic kerosene component comprises one or more of: a hydrogenated esters and fatty acid (HEFA) fuel a paraffinic fuel made by conversion of alcohol to paraffin, e.g., by dehydration and oligomerization; and a paraffinic fuel made by Fischer-Tropsch synthesis.

3. The sustainable aviation fuel according to claim 1 or claim 2, wherein the synthetic paraffinic kerosene component has an aromatic content of less than 0.5 vol%, as determined by ASTM D1319.

4. The sustainable aviation fuel according to any of claims 1-3, wherein the petroleum- derived aromatic-containing component comprises (or is) a heavy catalytic cracked naphtha with a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and a freezing point of no more than -40 °C.

5. The sustainable aviation fuel according to any of claims 1-4, wherein the petroleum- derived aromatic-containing component comprises (or is) a heavy fraction of a reformed naphtha with a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and a freezing point of no more than -40 °C.

6. The sustainable aviation fuel according to any of claims 1-5, wherein the petroleum- derived aromatic-containing component comprises (or is) a light coker gasoil with a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and a freezing point of no more than -40 °C.

7. The sustainable aviation fuel according to claims 1-6, wherein the petroleum-derived aromatic-containing component comprises (or is) a heavy coker naphtha with a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and freezing point of no more than -40 °C.

8. The sustainable aviation fuel according to any of claims 1-7, wherein the petroleum- derived aromatic-containing component comprises (or is) a light fraction of a visbreaker product with a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and a freezing point of no more than -40 °C.

9. The sustainable aviation fuel according to any of claims 1-8, wherein the petroleum- derived aromatic-containing component has at least 40 vol% aromatics, as determined by ASTM D1319.

10. The sustainable aviation fuel according to any of claims 1-9, wherein the petroleum- derived aromatic-containing component is present in the sustainable aviation fuel in an amount in the range of 15-50 vol%.

11. The sustainable aviation fuel according to any of claims 1-10, wherein at least 90 vol% of the sustainable aviation fuel is made up of the synthetic paraffinic component and the petroleum-derived aromatic-containing component.

12. The sustainable aviation fuel according to any of claims 1-11, having a density at 15 °C in the range of 774-840 kg / m3as determined by test method IP 365; a flash point of at least 38 °C as measured by test method IP 170; a freezing point of no more than -40 °C as determined by test method IP 529; and a sulfur content of no more than 0.05 mass%, as determined by ASTM D3227.

13. The sustainable aviation fuel according to any of claims 1-12, having an aromatic content in the range of 8-20 vol%.

14. The sustainable aviation fuel according to any of claims 1-13, having a net specific energy, corrected for condensed sulfur compounds, of at least 42.80 MJ / kg as determined by ASTM D3338.

15. A process for preparing a sustainable aviation fuel, the method comprising combining5-50 vol% of a petroleum-derived aromatic-containing component having at least 20 vol% aromatics as determined by ASTM D1319, and50-92 vol% synthetic paraffinic kerosene, the synthetic paraffinic kerosene having an aromatic content of less than 4 vol% as determined by ASTM D1319 wherein the petroleum-derived aromatic-containing component has a final boiling point of no more than 300 °C, a flash point of at least 38 °C, and a freezing point of no more than -40 °C, and comprises one or more of a heavy catalytic cracked naphtha, a heavy fraction of a reformed naphtha, a light coker gasoil, a heavy coker gasoil, a light fraction of a visbreaker product, and a spirit from a steam cracker; the sustainable aviation fuel having a 10% volume boiling point of no more than 205 °C as determined by test method IP 123; a final boiling point of no more than 300 °C as determined by test method IP 123; a viscosity at -40 °C of no more than 12 cSt as determined by ASTM D445; and an aromatic content in the range of 8-25 vol% as determined by ASTM D1319.

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