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Raven SR to supply sustainable aviation fuel to ANA and JAL

Raven SR signed memoranda of understanding (MOU) to supply sustainable aviation fuel (SAF) to All Nippon Airways (ANA) and to Japan Airlines (JAL) for major global routes.

Each MOU provides for an initial 50,000 tons of SAF supply in the first year, 2025, with annual incremental increases to 200,000 tons for year 10. The supply will be produced by Raven SR at facilities planned for major global markets outside Japan to serve specific international routes of each airline.

Raven SR’s strategic partner Itochu introduced the company to ANA and JAL. ITOCHU is one of several strategic investors in privately held Raven SR, and the two companies maintain a strong partnership, including plans for commercial production and sales of renewable fuels worldwide.

By converting various types of local waste, such as green waste, municipal solid waste, organic waste, and methane from municipal solid waste, into clean fuels, Raven SR offers a sustainable solution for the reliable and long-term production of SAF.

The Japanese airline industry is required by the country’s General Assembly of the International Civil Aviation Organization (ICAO) to reach a goal of achieving net-zero CO2 emissions from aircraft by 2050. Starting in 2024, Japanese airlines must reduce or offset 15% of emissions from 2019 levels.

Global SAF supply currently comprises 0.03% of total jet fuel consumption due to a limited supply of feedstock like used cooking oils and tallow.

Raven SR plans to begin commercial production of SAF by 2025 in California, and expand SAF production by 200,000 tons/year until 2034 in the US and Europe. rvp

Raven SR’s use of waste as feedstock for its SAF production is expected to stabilize both the supply and pricing of SAF. Additionally, the third-generation synthetic SAF produced using Raven SR’s proprietary technology is projected to reduce CO2 emissions compared to conventional jet fuel and extend the lifespan of jet engines.

Third-generation (SAF) refers to synthetic aviation fuels that are produced from non-traditional feedstocks, such as agricultural waste, forestry residues, and algae. These feedstocks are considered to be more sustainable and environmentally preferable than traditional feedstocks, such as fossil fuels, as they do not contribute to greenhouse gas emissions or deplete finite resources.

Third-generation SAFs also have the potential to reduce the carbon footprint of the aviation industry significantly, as they emit lower levels of GHGs during fuel production and use process compared to fossil fuels.

The Raven SR technology is a non-combustion thermal, chemical reductive process that converts organic waste and landfill gas to hydrogen and Fischer-Tropsch synthetic fuels. Unlike other hydrogen production technologies, its Steam/CO2 Reformation does not require fresh water as a feedstock.

The process is more efficient than conventional hydrogen production and can deliver fuel with low to negative carbon intensity. Additionally, Raven SR’s goal is to generate as much of its own power onsite as possible to reduce reliance on the power grid and be independent of the grid. Its modular design provides a scalable means to produce renewable hydrogen and synthetic liquid fuels locally from local waste.



Airbus is pressing ahead with plans to develop liquid hydrogen held in cyrogenic tanks for lighter aircraft:


The very knowledgeable Gryf does not much fancy it, but then again having expertise in the area he has a very clear idea of the substantial obstacles.

Carrying no such burden, I remain optimistic that we can get this excellent solution to work! ;-)


From your reference: “four liters of liquid hydrogen are the equivalent of just one liter of standard jet fuel, Airbus says.”

Liquid H2 has 2.4 kWh/l volumetric density vs methanol higher volumetric energy density of 4.33kWh/l (though still not as good as SAF or standard jet fuel).
So, nothing wrong with using a fuel cell on smaller aircraft or helicopters, except Green Methanol makes more sense than liquid H2. Remember, liquid hydrogen aircraft are nothing new, they were tried over 50 years ago.
However, a rocket ship to the Moon using liquid H2 makes a lot of sense re:Artemis.


Hi Gryf:

Liquid hydrogen is nothing new, but some of the materials we can now bring to bear to contain it certainly were not available 50 years ago.

And it is a pain needing more volume, and redisigning aircraft to allow that whilst enabling its advantages in low weight is a non trivial and expensive enterprise.

But surely it remains a great, although difficult to implement, solution?

Anyway, with my low knowledge level, in reality my response has to be 'my dad is bigger than your dad!'

ie, Airbus seem to think that they have a chance of making it work, and is worthwhile, and certainly they are an expert witness.

So you have not yet convinced me that I should not accord them a reasonable degree of credence.

And it has very substantial benefits if it can in fact be made to work.


Raven SR offers a sustainable solution for the reliable and long-term production of SAF by converting various types of waste: agricultural, industrial, and municipal solid waste into clean fuels.

Maybe there is another use for the Raven SR process. What if it could clean up the dirtiest fuel on the planet - Bunker fuel - which is used on board a ship. Remember that “Bunker” fuel is made from the dregs of the oil refining process
Raven SR Uses a non-combustion, non-catalytic “Steam/CO2 Reformation” technology that produces a hydrogen-rich syngas regardless of feedstock utilized.
Read a recent scientific article which discusses “Syngas” engines.
“Synthesis gas as a fuel for internal combustion engines in transportation”



I ain't agin SAF, and certainly it has more present potential for more ready conversion and longer range.

But as usual I tend to favour not ruling stuff out to quickly, and at least potentially liquid hydrogen can provide advantages SAF can't.

The big question seem to be not whether those potential advantages exist, but whether it can be pulled off.

In your expert opinion you regard that as unrealistic.

In my non expert take, Airbus and others seem to think it can be done.

So I am content to see how they get on with their latest prototyping.

In addition, my view is that the aircraft industry and air transport receives illegitimate and regressive tax breaks.

Why the heck should a private jet carrying the connected and wealthy not pay any fuel tax, whilst a coach carrying pensioners on the same route does?

So my no doubt unworldly view is that the highest standards should be applied to aircraft emissions, taxes equalised, and loaded for emissions, carbon, contrails and the rest, let alone their exemption to spew lead on the public, for goshsakes.

They have had a free ride for far too long, and if the industry and its emissions has to shrink, good.


"Why the heck should a private jet carrying the connected and wealthy not pay any fuel tax, whilst a coach carrying pensioners on the same route does?"
Because "big business" and politics are corrupt to a certain degree; money talks.
There is always excessive praise of our western democracies but it is my conviction, that democracy prevails up to the voting booth then the lobbyists take over and push the interest of their financiers.

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