Jet-RCF · Jet-Range Circular Feedstock
JET-RCF
JET RANGE FRACTION ANALYSIS
Identifying and recovering aviation-fuel-range molecules from circular pyrolysis hydrocarbons.
Plastic-derived pyrolysis liquids contain hydrocarbons distributed across a broad molecular and boiling range. Green Fuel Tech's strategy is to use controlled upgrading and fractionation to isolate a targeted jet-range fraction rather than treating the entire pyrolysis liquid as a single fuel product.
This fraction is designated JET-RCF — Jet-Range Circular Feedstock.
JET-RCF ≠ FINISHED SAF
Jet-RCF is a targeted hydrocarbon fraction intended for further analysis, refining, hydrotreatment and potential use as a refinery feedstock toward an aviation-fuel pathway. Green Fuel Tech does not present it as certified Jet A-1 or finished SAF.
Research-based molecular range
WHERE THE JET-RANGE MOLECULES SIT.
Recent plastic-to-jet research identifies C8–C16 as the principal carbon-number window relevant to kerosene-range aviation hydrocarbons.
Light hydrocarbons
< C8
Jet-range target
C8 – C16
Heavier hydrocarbons
> C16
Research target
Approximately C8–C16
Carbon number
However, carbon number alone does not determine aviation-fuel suitability. Molecular structure, branching, aromatic content, olefins, contaminants, freezing behaviour, flash point, energy density and thermal stability are also critical.
Proposed Green Fuel Tech fractionation window
A RESEARCH WINDOW — NOT A FIXED PRODUCTION SPECIFICATION.
Upgraded pyrolysis oil enters the fractionation column. As the column separates by boiling range, a targeted jet-range fraction is drawn off under controlled conditions.
Naphtha / light fraction
≈ < 150–160 °C
Jet-RCF development window
≈ 150–250 °C
Diesel transition range
≈ 250 °C +
Published pyrolysis-oil fractionation studies commonly identify approximately 150–250 °C as a useful experimental window covering much of the jet/kerosene-range material. Commercial Jet A / Jet A-1 distillation specifications allow a broader overall boiling envelope, with final boiling point controlled at approximately 300 °C. Green Fuel Tech should therefore experimentally optimise the Jet-RCF cut rather than automatically collecting the entire theoretical aviation-fuel boiling envelope.
Initial development cut
150–250 °C
Optimisation window
≈ 160–260 °C
Potential broader evaluation
≈ 150–300 °C
Research / development ranges — not final product specifications
Why the cut point matters
EVERY DEGREE CHANGES THE MOLECULE MIX.
Move the cut from narrow to broad and the balance between selectivity, yield and downstream upgrading effort shifts with it.
ILLUSTRATIVE WINDOW ≈ 160–248 °C
NARROWER CUT
Advantages
- + Higher molecular selectivity
- + Potentially cleaner jet-range distribution
- + Reduced heavy-end contamination
- + Potentially improved downstream upgrading
Trade-offs
- − Lower Jet-RCF yield
- − More material diverted to naphtha and diesel
- − Potential loss of useful boundary molecules
BROADER CUT
Advantages
- + Higher Jet-RCF recovery
- + Greater potential volume
Trade-offs
- − Higher heavy/light crossover
- − Potentially poorer freezing behaviour
- − Greater downstream upgrading requirement
- − Potential flash-point / volatility issues
THE OBJECTIVE IS NOT MAXIMUM JET-RCF VOLUME. THE OBJECTIVE IS MAXIMUM VALUE FROM A REFINERY-ACCEPTABLE JET-RANGE FEEDSTOCK.
Provisional Jet-RCF analysis
DEVELOPMENT TARGETS AGAINST RESEARCH REFERENCES.
Where no universal ASTM limit applies to Jet-RCF itself, the figure is labelled as a Green Fuel Tech development target — not an ASTM specification.
| Parameter | Jet-RCF development target | Research / reference range | Why it matters | Actual GFT COA |
|---|---|---|---|---|
| Carbon distribution | Predominantly C8–C16 | Research window C8–C16 | Core kerosene-range molecular window | Pending |
| Boiling range | ≈ 150–250 °C initially | Evaluation potentially extending toward 300 °C | Controls light/heavy fraction crossover | Pending |
| Density @ 15 °C | GFT development evaluation range | ≈ 0.75–0.84 kg/L | Energy density and hydrocarbon composition | Pending |
| Flash point | > 38 °C (GFT development target) | Minimum conventional jet-fuel safety benchmark | Handling, storage and transport safety | Pending |
| Final boiling point | GFT development ceiling | ≤ 300 °C reference | Conventional aviation turbine fuel distillation reference | Pending |
| 10 % recovery temperature | GFT development target | ≤ 205 °C reference | Volatility / distillation behaviour | Pending |
| Freezing point | Development aspiration toward ≤ −47 °C | Jet A-1 comparison ≤ −47 °C | Critical high-altitude operability | Pending |
| Viscosity @ −20 °C | Development aspiration ≤ 8 mm²/s | Jet A-1 comparison ≤ 8 mm²/s | Low-temperature fuel flow | Pending |
| Total sulphur | GFT development target: progressively reduce | Jet A-1 comparison ≤ 0.30 mass % | Downstream processing and emissions | Pending |
| Mercaptan sulphur | GFT development target: minimise | Jet A-1 comparison ≤ 0.003 mass % | Corrosivity and odour | Pending |
| Aromatics | GFT development target: characterise and control | Jet A-1 comparison ≤ 25 vol % | Combustion, seal swell and soot behaviour | Pending |
| Nitrogen | GFT refinery-feedstock target < 500 ppm initially | Stretch target < 100 ppm depending on refinery requirement | Catalyst poisoning in downstream hydrotreatment | Pending |
| Chlorine | GFT target < 50 ppm initial commercial development | Preferred refinery target < 10 ppm; stretch as low as practically achievable | Corrosion and refinery acceptance | Pending |
| Water | GFT target: minimal / refinery acceptable | By refinery agreement | Phase separation, corrosion and handling | Pending |
| Oxygen | GFT target: very low after upgrading | By refinery agreement | Stability and downstream hydrogen demand | Pending |
| Olefins | GFT target: substantially reduced prior to aviation-fuel upgrading | By refinery agreement | Gum formation and thermal stability | Pending |
| Acid number | GFT target: low / refinery acceptable | By refinery agreement | Corrosivity of the feedstock | Pending |
| Metals | GFT target: trace / below customer-specific refinery limits | By refinery agreement | Catalyst protection in downstream units | Pending |
Jet A-1 figures are shown only as comparison references for finished aviation turbine fuel. They are not specifications for Jet-RCF. Actual COA values are populated from Green Fuel Tech laboratory results once available.
Visual comparison
BROAD. SELECTED. TIGHTLY CONTROLLED.
From raw pyrolysis oil, through the recovered jet-range fraction, to finished certified aviation fuel.
Expected Jet-RCF recovery
HOW MUCH JET-RCF COULD WE RECOVER?
Published research demonstrates that jet-range recovery from pyrolysis liquids varies dramatically with feedstock, process conditions, cut points and downstream upgrading.
Conservative commercial model
5%
Current Green Fuel Tech financial model
Development case
10%
Process development scenario
Target case
15%
Future optimisation target
Future optimisation target
High jet-range feedstock case
20%
Favourable feedstock and upgrading scenario
% of suitable liquid hydrocarbon feed — Green Fuel Tech modelling scenarios, not guaranteed production yields
Feedstock effect
NOT ALL PLASTIC CREATES THE SAME JET FRACTION.
The molecular distribution of the pyrolysis liquid — and therefore the recoverable jet-range fraction — begins with what enters the reactor.
PP
Potentially favourable for lighter / jet-range hydrocarbons depending on operating conditions.
HDPE
Can generate a broader and heavier hydrocarbon distribution requiring greater fractionation and/or cracking.
LDPE
Potential source of paraffinic hydrocarbon material, but process conditions strongly influence molecular distribution.
PS
Aromatic-rich output. Requires separate consideration for aviation pathways.
PVC
UNDESIRABLE — chlorine contamination risk.
PET
UNDESIRABLE / CONTROLLED — oxygenated compounds and different pyrolysis chemistry.
Mixed plastic
Requires feedstock control and batch analysis.
FEEDSTOCK CONTROL IS THE FIRST STAGE OF FUEL QUALITY.
Capability and limits
WHAT DISTILLATION CAN — AND CANNOT — DO.
Distillation can
- + Select boiling range
- + Concentrate C8–C16 molecules
- + Remove significant light fraction
- + Remove significant heavy fraction
- + Improve consistency
- + Create dedicated product cuts
Distillation cannot fully
- − Remove chlorine
- − Remove nitrogen
- − Remove sulphur
- − Remove all oxygenates
- − Saturate olefins
- − Control aromatic chemistry
- − Guarantee freezing point
- − Create ASTM-compliant SAF
FRACTIONATION SELECTS THE MOLECULES.
UPGRADING IMPROVES THE MOLECULES.
CERTIFICATION QUALIFIES THE FINAL FUEL.
Green Fuel Tech development path
FROM CHARACTERISATION TO COMMERCIAL JET-RCF.
PPO CHARACTERISATION
- · GC-MS
- · Simulated distillation
- · CHNS
- · Chlorine
- · Water
- · Density
- · Flash point
LAB FRACTIONATION
- · Test cut 150–200 °C
- · Test cut 200–250 °C
- · Test cut 250–300 °C
- · Analyse each fraction
OPTIMISE JET-RCF CUT
- · C8–C16 recovery
- · Flash point
- · Density
- · Freezing behaviour
- · Contaminant profile
- · Economic yield
JET-RCF UPGRADING
- · Guard beds
- · Contaminant removal
- · Hydrogenation / hydrotreatment evaluation
- · Stabilisation
REFINERY QUALIFICATION
- · Representative sample
- · COA
- · GC×GC / GC-MS
- · SimDist
- · Elemental analysis
- · Contaminant profile
- · Batch traceability
COMMERCIAL JET-RCF
- · Produce against an agreed refinery feedstock specification
Interactive tool
EXPLORE THE FRACTIONATION WINDOW.
Adjust the low and high cut temperatures to see how the window may shift yields, contamination risk and downstream upgrading requirement.
JET-RCF FRACTION ANALYSER
Conceptual engineering modelSelected window
150 – 250 °C
Outputs are directional engineering illustrations only — not Green Fuel Tech laboratory results. The tool is architected so that actual SimDist, GC-MS and batch COA data can be loaded from the production database and drive these estimates directly.
Research insight
WHAT THE PLASTIC-TO-JET LITERATURE INDICATES.
- Conventional jet fuel is concentrated predominantly around C8–C16 hydrocarbons.
- Plastic pyrolysis liquids can have much broader distributions extending roughly C2–C40 depending on feedstock and process.
- Fractional distillation can successfully enrich the jet-range portion.
- PP may generate a higher proportion of C8–C16 material than HDPE under some pyrolysis conditions.
- Catalysts and operating conditions can substantially shift jet-range selectivity.
- Distillation alone does not resolve all aviation-fuel quality requirements.
- Hydrotreating / hydrogenation and potentially hydroisomerisation may be required downstream.
THIS IS WHY GREEN FUEL TECH POSITIONS JET-RCF AS A REFINERY FEEDSTOCK — NOT DIRECT-TO-AIRCRAFT FUEL.
Jet-RCF process journey
From circular feedstock to a qualified downstream pathway.
The same core Green Fuel Tech process chain — feedstock, preparation, Technotherm pyrolysis, vapour management, condensation, pyrolysis liquid, upgrading, fractionation, quality control — with the jet-range branch highlighted.
- 01
PLASTIC / SUITABLE CIRCULAR FEEDSTOCK
- 02
PREPARATION
- 03
TECHNOTHERM PYROLYSIS
- 04
HYDROCARBON VAPOURS
- 05
VAPOUR CONDITIONING
- 06
CONDENSATION
- 07
PYROLYSIS OIL
- 08
CONTAMINANT MANAGEMENT
- 09
DEHYDRATION / UPGRADING
- 10
FRACTIONATION
- 11
JET-RANGE CUT
- 12
JET-RCF
- 13
QUALITY ANALYSIS
- 14
DOWNSTREAM REFINERY / SAF PRODUCER
- 15
FURTHER UPGRADING
- 16
POTENTIAL AVIATION FUEL PATHWAY
Downstream refining, hydrotreatment, qualification, blending and certification are carried out by qualified third parties. Green Fuel Tech supplies the circular feedstock fraction.
Product information
Jet-RCF product architecture.
Presented in the same specification-driven structure as every other Green Fuel Tech product.
- Product
- Jet-RCF
- Category
- Jet-Range Circular Feedstock
- Source
- Selected waste-derived hydrocarbon feedstocks processed through the Green Fuel Tech / Technotherm platform.
- Process
- Pyrolysis → vapour treatment → condensation → upgrading → controlled fractionation.
- Product form
- Liquid hydrocarbon fraction.
- Target market
- Downstream refiners, renewable fuel producers, SAF developers and circular hydrocarbon processors.
- Potential application
- Feedstock for further refining and upgrading toward aviation-fuel-range products.
- Commercial basis
- Supplied against agreed product specifications and batch Certificate of Analysis.
- Traceability
- Product traceability is being developed around feedstock origin, production batch, processing route and downstream chain-of-custody requirements.
- Certification
- ISCC / ISCC PLUS / ISCC EU status: not currently held. Certification status will be published here only once formally obtained.
Product portfolio
ONE FEEDSTOCK. MULTIPLE CIRCULAR PRODUCTS.
Rather than treating the whole pyrolysis liquid as a single commodity, the upgrading strategy recovers the highest-value molecular fractions for their most appropriate downstream markets.
The commercial objective
RECOVER THE RIGHT MOLECULES.
Green Fuel Tech does not need to become an aviation refinery. The objective is to produce a consistent, traceable, low-contaminant, jet-range circular hydrocarbon feedstock that can be evaluated by downstream refiners and aviation-fuel producers.
- 01→
PLASTIC WASTE
- 02→
TECHNOTHERM PYROLYSIS
- 03→
GREEN FUEL TECH UPGRADING
- 04→
FRACTIONATION
- 05→
JET-RCF
- 06→
REFINERY
- 07→
HYDROTREATING / ADVANCED UPGRADING
- 08→
QUALIFICATION
- 09
AVIATION FUEL PATHWAY
WE DON'T NEED TO MAKE THE FINAL JET FUEL.
WE NEED TO RECOVER THE RIGHT MOLECULES.