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Yes: concentrated sunlight can supply the high-temperature heat needed to turn water and carbon dioxide into syngas, which can then be converted into kerosene-type fuel. Laboratory projects demonstrated the chemistry, and Synhelion reports plant production and a 2025 delivery for SWISS operations. Those milestones show progress, not yet an aviation-scale supply or proof of low lifecycle emissions at commercial scale.
How sunlight and air become jet fuel
This is a solar-thermochemical process, not a conventional refinery powered simply by solar panels. Mirrors concentrate sunlight to provide intense heat. A ceria-based reactor uses that heat to split water and carbon dioxide into syngas, a mixture of hydrogen and carbon monoxide. The syngas is then converted into kerosene through Fischer–Tropsch synthesis, an established industrial process.
1. Supply water and carbon dioxide
The process needs water and a carbon source. The SOLAR-JET pathway described by the International Civil Aviation Organization includes carbon dioxide captured from air and water. Other plants may use carbon dioxide from another source, so “made from air” should not be assumed for every batch of solar fuel.
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In the ceria cycle, high-temperature heat removes oxygen from ceria, leaving oxygen vacancies in the material. In a later step, water and carbon dioxide replenish the ceria and yield hydrogen and carbon monoxide. The heat is the central solar input; the reactor is not just an electrically powered fuel-making unit. ETH Zurich describes the cycle in its SOLARJET research overview.
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3. Convert syngas into liquid fuel
Fischer–Tropsch synthesis turns syngas into hydrocarbons that can be refined into kerosene. The SOLAR-JET project demonstrated this full chain at laboratory scale: ICAO records the project period as 2011–2015 and its first synthesized solar jet fuel in April 2014. That was a proof of process, not a demonstration of sustained commercial production.
What has been demonstrated—and what the figures mean
Different milestones measure different things: reactor performance, a small demonstrator’s output, a modeled plant, or fuel delivered for airline use. They are not interchangeable measures of industry supply.
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| Evidence | Reported result | What it establishes |
|---|---|---|
| SOLAR-JET reactor results | The European Commission’s CORDIS project report gives 1.7% energy-conversion efficiency for the first-generation reactor and 2.7% for the second-generation reactor. | These are project reactor results, not the overall efficiency of a commercial plant making fuel. |
| Modeled plant baseline | The same CORDIS report modeled €2.2 per litre of jet fuel and 0.5 kg CO2-equivalent per litre for a 1,000-barrel-per-day jet-fuel facility co-producing 865 barrels per day of naphtha. | These are historical modeled estimates, not a current market price or verified lifecycle emissions for an operating plant. |
| ETH Zurich rooftop mini-refinery | ETH Zurich reported about 0.1 litre of fuel per day in its 2019 account. | A feasibility demonstration, not an aviation-scale production rate. |
| Synhelion DAWN plant | Synhelion says its Jülich plant uses process heat above 1,200°C, began producing fuel in late summer 2024, and was close to nameplate capacity by April 2025. | These operating details are company-reported; they do not by themselves show independent performance or the plant’s share of aviation demand. |
| SWISS fuel integration | In July 2025, Synhelion and SWISS announced delivery of 190 litres of synthetic crude for refining into certified Jet-A-1 used in SWISS flight operations. | A reported delivery and integration milestone, not an annual production figure or evidence of broad fuel availability. |
There is no audited current global production statistic in these cited sources that establishes how much aviation fuel is solar-derived. The demonstrated process and reported plant milestones therefore should not be read as evidence that solar fuel already supplies a meaningful share of airline demand.
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Not automatically. Burning hydrocarbon fuel releases carbon dioxide. The potential climate benefit depends on the carbon source and the energy used across the full production chain, not just on whether sunlight heats the reactor.
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The European Commission’s CORDIS report says significant lifecycle-emissions reductions depend materially on using carbon dioxide from a renewable, non-fossil source and renewable electricity. Capturing carbon from air can make the carbon input part of a shorter cycle, but the result still depends on the capture method, plant energy, fuel processing and accounting boundaries. The report’s modeled 0.5 kg CO2-equivalent per litre is a historical project estimate, not a measured result for today’s commercial operation.
Could it replace conventional jet fuel?
Solar-derived kerosene is intended to use the same broad class of hydrocarbon fuel as conventional aviation kerosene, rather than requiring aircraft to fly on hydrogen or batteries. Synhelion says its sustainable aviation fuel is drop-in compatible, that neat fuel meets ASTM D7566 FT-SPK specifications, and that blended fuel is ASTM D1655 compliant. These are the company’s product statements; the July 2025 SWISS announcement describes a particular delivered batch refined into certified Jet-A-1.
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Compatibility is only one requirement for replacement. The pathway must also produce enough fuel, meet applicable specifications, and achieve acceptable lifecycle emissions and cost. Synhelion says it has five-year offtake agreements with SWISS and Pilatus for fuel from an upcoming commercial plant; that is a company-reported future supply arrangement, not a consumer purchase route or proof of broad availability.
What would determine whether it can decarbonise aviation?
- Carbon source: lifecycle benefit depends on where the carbon dioxide comes from and how its capture is powered.
- Whole-plant energy performance: reactor efficiency alone does not capture the energy needed for carbon capture, electricity, heat storage, fuel synthesis and refining.
- Actual output: a laboratory chain, a small daily-output demonstrator, modeled facility capacity and plant operation are distinct evidence levels.
- Cost basis: estimates need consistent assumptions for plant scale, currency year, co-products such as naphtha, financing and allocation of emissions.
- Deployment and fuel approval: production capacity, applicable fuel standards, blend requirements and infrastructure compatibility all affect how much conventional fuel could be displaced.
Solar thermochemical fuel is therefore a technically demonstrated route with early reported industrial milestones, but the available figures do not establish that it can yet provide aviation with large volumes of low-emissions fuel at a competitive cost.
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