Manuel Garcia-Perez: Tailoring Sustainable Aviation Fuel to Regional Realities and Global Needs

As aviation continues to grow globally, so too does its environmental impact. While the sector accounts for only a small share of total greenhouse gas emissions, the urgency to decarbonize aviation has placed sustainable aviation fuel (SAF) at the centre of industry and academic efforts. 

EcoAero had the opportunity to speak with Dr. Manuel Garcia-Perez, a leading researcher at Washington State University focused on fuel development and biomass conversion, to explore the technological, economic, and policy-driven dynamics shaping the future of sustainable aviation. Dr. Garcia-Perez emphasized that SAF is not a monolithic solution to the climate crisis, but rather a diverse portfolio of technologies tailored to different regional conditions, feedstocks, and infrastructure capabilities.

At the molecular level, Dr. Garcia-Perez explained, the goal of SAF is to replicate the chemical characteristics of Jet A and Jet A-1 fuel. Alternative jet fuels, whether derived from lipids, alcohols, or biomass, must contain a blend of paraffins, aromatics, and other hydrocarbons to be compatible with current aircraft engines. Many SAF technologies in development, such as hydroprocessed esters and fatty acids (HEFA) or alcohol-to-jet (ATJ), produce drop-in fuels that require no changes to existing turbine engines. However, these methods yield only fractions of conventional jet fuel and must be blended to meet combustion and sealing standards. From a performance perspective, SAF functions identically to fossil-based jet fuel, with some variants offering environmental benefits such as reduced soot formation and lower life cycle carbon emissions. 

Yet, while SAF offers a technically viable alternative, scaling its production remains a formidable challenge. According to Dr. Garcia-Perez, one of the primary limitations in the United States is feedstock availability, specifically the supply of lipids needed for HEFA processes. Although technology has matured to the point where facilities are operational, feedstock constraints continue to slow expansion. For alcohol-to-jet production, the current bottleneck is not just ethanol availability but also its carbon intensity. Reducing the carbon footprint of ethanol production through agricultural innovation and renewable energy integration is essential to making this pathway truly sustainable. 

Dr. Garcia-Perez provided a compelling global perspective on SAF, underscoring that its scalability depends on a complex ecology of local conditions. In the United States, overlapping interests from agriculture, refining, and climate policy have created opportunities for SAF to thrive – particularly with government incentives like California’s Low Carbon Fuel Standard. In Latin America, however, the conversation is different. Countries such as Brazil, which lack petroleum resources but possess vast arable land and robust sugarcane industries, may find SAF production economically viable without relying heavily on incentives. Meanwhile, other regions, including parts of Africa and the Caribbean, face additional barriers due to underdeveloped infrastructure or limited market access. In these areas, policies supporting knowledge transfer and international collaboration may be essential to unlocking SAF’s potential. 

Looking to future technologies beyond SAF, hydrogen and battery-electric aviation are often heralded as long-term solutions. However, these technologies are not feasible on a commercial scale due to thermodynamic and logistical limitations, particularly their low volumetric energy density and high production costs. “Electricity will always be the most expensive form of energy,” Dr. Garcia-Perez explained, adding that conversion efficiencies for electricity to hydrogen remain low. While these technologies may serve niche applications, SAF offers the most practical path forward for widespread decarbonization over the next several decades. 

Beyond technological readiness, SAF’s future also hinges on economic incentives and policy frameworks. SAF production cannot be regulated in isolation; it must be integrated into broader economic ecosystems. For example, ethanol producers in the United States may view SAF as a diversification strategy, especially as demand for gasoline declines. Likewise, sugarcane-producing nations may see SAF as a way to revive or stabilize agricultural markets disrupted by shifting trade dynamics. 

Emerging research areas include the conversion of lignocellulosic biomass and municipal solid waste into jet fuel – technologies that remain in development but are crucial for future scalability. Dr. Garcia-Perez’s lab is actively exploring gasification under pressurized conditions and other thermochemical conversion processes. These pathways are particularly important for countries with limited agricultural land or abundant waste streams, offering sustainable fuel solutions without competing with food production. However, he noted that technological roadblocks must be overcome before these approaches can be commercially viable. 

In theory, SAF also has the potential to reduce contrail formation due to its lower aromatic content, though further research is required to fully understand and mitigate contrail-related climate impacts. 

At EcoAero, we are inspired by Dr. Garcia-Perez’s multifaceted approach to SAF development – one that blends rigorous scientific inquiry with pragmatic economic analysis. As the aviation industry confronts mounting environmental and regulatory pressures, we believe the path forward lies not in a singular breakthrough, but in a constellation of regionally adapted strategies. By supporting innovation, advocating smart policy, and fostering global collaboration, EcoAero remains committed to advancing sustainable aviation fuel as a cornerstone of climate-conscious aerospace development. 

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