An Airbus A320 aircraft took off in the roar, leaving a perfect arc whining away. After 85 minutes, the test flight ended and the plane landed smoothly at Shanghai Hongqiao International Airport.
The aircraft raised is Sinopec No. 1 biological aviation kerosene, and part of its raw materials is a lot of people's "disgusting" waste oil. But you may not imagine that after the "reconstruction" of technology, the waste oil was upgraded to biological aviation fuel.
In the words of Liu Zhimin and Zhou Xiaoqing, the captains of the flight test task, he said: "This test flight is very satisfactory. The power during the flight is sufficient and there is no difference with the use of conventional aviation fuel."
Compared to conventional jet fuel, bio-aviation fuels can achieve a carbon dioxide emission reduction of 55% to 92%. It is not only renewable but also sustainable. It does not require modification of the engine and has a high environmental advantage.
The first person who proposed the conversion of waste oil into aviation fuel has no current research. But to be sure, the Dutch biologist Mark Goldsmith is definitely one of the early advocators and explorers of "digging" aviation fuel.
Mark had been engaged in the deoxidation of vegetable oil in his early years. One unpleasant experience of encountering waste oil at a restaurant reminded him of whether it is possible to convert waste oil into “renewable energy†through organic chemical reactions such as deoxidation. When it was done, Mark immediately set out to experiment. However, the progress of the experiment is not going well. He added the transformed vegetable oil to the bait and found that the fish that had eaten the bait had died. Mark is disappointed.
In the summer of 2010, Mark took a Dutch Airlines flight. The Captain's remarks left him open. The captain said: "Global oil prices are rising every day. I really can't stand it. If there is a substitute for jet fuel, it would be nice." In his previous efforts, Mark immediately contacted the airline and sought cooperation. At this moment, the EU just happened to propose a reduction bill that requires all airlines in the Netherlands to reduce their CO2 emissions by 3% by 2012. The airline is worrying about how to complete this target. As a result, the two parties immediately decided to join hands to conduct experiments.
Thanks to previous experience, Mark's experiment was much smoother. After perfecting the technological process and then adopting a series of organic chemical reactions such as deoxidation treatment of vegetable oil, Mark's “ditch oil†finally reborn and transformed into a qualified aviation “renewable flying fuelâ€.
At present, the global air transportation industry consumes 1.5 billion to 1.7 billion barrels of aviation kerosene each year. Because the aircraft is very close to the sky when flying, the ability and harm to produce a greenhouse effect is far greater than other transportation means. Improvements to existing aviation fuels have yielded significant reductions in emissions.
From waste oil to biodiesel to aviation fuel, this process is not complicated. According to some experts, "The bio-preparation of waste oil for food and catering, and the ethanol esterification reaction to refine biodiesel, the domestic technology has become less mature."
After the waste oil is collected, it is first necessary to remove the leaves, food residues and other impurities. Next, the adsorbents in the inorganic diatomaceous earth and molecular sieves are used to remove the gum from the oil. In this way, the dark brown trench oil will become clearer, but it still retains the original acid odor. For this purpose, it is necessary to add glycerol therein to esterify the waste oil to form relatively pure glycerides. In the third step, the preliminary refined glycerides are subjected to further esterification. Finally, the excess methanol and ethanol catalysts are removed by distillation, and the appropriate amount of stabilizer is added. Qualified biodiesel is generated.
So far, the biodiesel we have obtained cannot be used directly as aviation fuel. We know that most aircraft now use aviation kerosene, and biodiesel and aviation kerosene have huge differences in many physical and chemical properties, such as solidification temperature, fuel safety, and anti-knock ability. Therefore, the conversion of biofuels into reliable aviation fuels still requires further refining: hydrogenation and cracking of biodiesel at a high temperature of several hundred degrees Celsius to obtain oxygen-free hydrocarbons. The main aviation biofuel.
"However, the technology in this area is similar, only separated by a layer of paper, that is broken." For fear of technical disclosure, experts avoid specific details.
Although successfully meeting various technical difficulties and taking the first step on the road of bio-flying coal, the road to mass production of bio-aerosols leading to bright prospects has been difficult.
The first choice for European and American countries to develop bio-fuel raw materials is palm oil, rapeseed oil, coconut oil, and other herbal oils, which are of high purity and stable quality. However, this practice was initially resisted by the people. People generally believe that this is a struggle with the people. Scientists' raw material choices are forced to turn to cheaper herbs and even catering waste oil.
China's raw material selection has also undergone a similar change process. Obviously, if waste oil can turn waste into treasure, it is indeed a good thing that kills two birds with one stone. It not only solves the source problem of raw materials for biofuels, but also completely cures stubborn oil. However, from waste oil to aviation oil, there will be two direct costs. On the one hand, the cost of purchasing and transporting waste oil is costly. On the other hand, the extraction and disposal of waste oil requires cost. In addition, there are external indirect costs.
Tao Zhiping, an expert from the Sinopec Research Institute of Petroleum and Petrochemical Sciences, said that in fact, the development of bio-aviation coal is still in its infancy globally. At present, the price of bio-aviation fuel is about two to three times that of ordinary jet fuel, and the cost of bio-aviation is too high. The bottleneck is the mark that bioaero must cross.
In the eyes of experts, as a new energy source, only a variety of raw materials can be combined, and relying on multiple channels and raw materials, and accumulating experience, the development of bio-flying coal can be overwhelming and economic breakthroughs can be achieved. At the same time, we expect the government to introduce more supportive policies.
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