Episode Summary
Executive Summary: Jason Jacobs interviews Jimmy Simartsis, CEO of LanzaJet, about sustainable aviation fuel (SAF) as a near-term decarbonization lever for aviation. Jimmy explains LanzaJet’s ethanol-to-jet technology, its ASTM-approved pathway, scale-up plan, policy support, and why he sees SAF as a complement to hydrogen and battery aviation rather than a replacement. The discussion emphasizes real-world deployment, cost reduction, and the urgency of acting now.
Main Topics: What LanzaJet does (Priority: 5/5): LanzaJet is an engineering and technology company that converts ethanol into sustainable aviation fuel and renewable diesel, producing fuels with lower lifecycle emissions and better combustion characteristics. Why SAF matters for aviation decarbonization (Priority: 5/5): Jimmy argues SAF is one of the most important near- and long-term levers for reducing aviation emissions because jet aircraft need energy-dense liquid fuel and existing infrastructure can support drop-in fuels. Portfolio view of aviation solutions (Priority: 5/5): The conversation frames decarbonization as a portfolio approach: SAF for today and the near term, alongside hydrogen, battery, and hybrid aircraft for specific future use cases. Technology maturation and commercialization path (Priority: 4/5): Jimmy describes a 10-year progression from DOE lab work to ASTM approval, flight testing, and final commercial-scale plant construction in Georgia. Policy, investment, and market adoption (Priority: 4/5): Supportive policy, strategic investors, airline commitments, and corporate demand are presented as crucial enablers of SAF scale-up and cost improvement. Cost, feedstocks, and infrastructure (Priority: 4/5): The discussion covers SAF economics, the role of ethanol and waste-based feedstocks, compatibility with existing fuel logistics, and the importance of lowering carbon intensity. Industry credibility and climate urgency (Priority: 5/5): Jimmy defends SAF against skepticism, saying the technology is real, already in use, and should be pursued immediately rather than waiting for future breakthroughs.
Key Arguments: Aviation is difficult to decarbonize because long-haul aircraft require high-energy-density liquid fuels that batteries and hydrogen cannot yet broadly replace. SAF is a drop-in fuel that can use existing aircraft and airport fuel infrastructure with no engine or infrastructure changes, making it highly deployable today. LanzaJet’s pathway has already been ASTM-approved for commercial passenger flights, showing the technology is not speculative. The industry needs a portfolio of solutions; SAF can scale now while other aircraft technologies mature over time. Policy incentives are essential for bridging the cost gap and helping first-of-a-kind plants become commercial and competitive. There is no single solution that can replace the global jet fuel market, given enormous demand volumes and the long lifespan of aircraft assets. Corporate and airline net-zero commitments are credible when paired with investment and procurement behavior, not just public pledges. High-quality offsets can help, but direct emissions reduction through SAF is more durable and impactful. Waste-based ethanol and other low-carbon feedstocks are important because lifecycle emissions depend heavily on feedstock choice. Progress in SAF should be judged by real deployment: flights, commercial plants, investors, and growing production capacity.
Data Points: MCJ membership community: more than 1,300 members - Jason describes the MyClimate Journey member Slack community before the interview LanzaJet lifecycle GHG reduction: more than 70% - Jimmy explains the emissions benefit of fuels produced using LanzaJet’s technology Aviation climate footprint: 98%+ - Jimmy says jet fuel combustion is the largest contributor to airline emissions ICAO climate target: 50% reduction by 2050 - Jimmy references the International Civil Aviation Organization’s global aviation emissions goal Global jet fuel consumption (2019): 96 billion gallons - Jimmy cites worldwide jet fuel demand to show why no single solution can suffice U.S. jet fuel consumption: 21 billion gallons - Used to illustrate the scale gap relative to SAF production U.S. SAF used in 2020: 5 million gallons - Jimmy notes total SAF consumption in the U.S. in the prior year U.S. SAF produced in 2020: 1 million gallons - Most U.S. SAF used in 2020 was imported Georgia plant capacity: 10 million gallons per year - LanzaJet’s first commercial-scale plant under construction in Georgia LanzaJet production target: 100 million gallons by 2025 - Jimmy states the company’s scale-up goal ASTM-approved SAF blend limit: 50% SAF / 50% fossil jet fuel - Jimmy explains the current certification limit for SAF blending Commercial scale timeline: 10 years - Jimmy describes the development path from lab work to commercialization U.S. Department of Energy grant: nearly $19 million - Funding support for the Georgia plant
Pivotal Quotes: "Sustainable aviation fuel is one of the most important levers that the aviation sector has on the whole in order for it to decarbonize." — Jimmy Simartsis: Jimmy defines SAF’s strategic importance early in the conversation "It is about taking action and taking action today." — Jimmy Simartsis: Jimmy explains his climate philosophy and why he favors SAF as an immediate solution "There isn't a single solution that's going to address all of that need and all of that volume on a national basis or even on a global basis." — Jimmy Simartsis: Jimmy explains why aviation decarbonization requires multiple technologies
Implications: SAF is already commercially relevant and can cut aviation emissions without new aircraft or airport infrastructure, but scaling will depend on policy, capital, and feedstock supply. For climate-minded listeners, the message is to support immediate deployment while also backing next-generation aviation technologies.