E-Jet® is Jet Fuel Made from Air
Twelve’s Power-to-Liquid synthetic aviation fuel, E-Jet®, delivers up to 90% lower lifecycle emissions, works with existing aviation infrastructure, and creates a new pathway for more distributed and resilient fuel production.
Aviation will continue to depend on energy-dense liquid hydrocarbons for long-haul flight. The opportunity is to change how those hydrocarbons are produced.
E-Jet® Fuel provides aviation with an additional source of fuel supply. Rather than beginning with petroleum or a finite pool of biological feedstocks, E-Jet is manufactured from CO2, water and electricity using Twelve’s Power-to-Liquid technology.
The need for additional supply is growing. The global e-fuels market is projected to reach $66.25 billion by 2030, up from $24.49 billion in 2025, as aviation, shipping and other industries seek alternative sources of liquid fuels.
The challenge is therefore not only demonstrating that alternative fuels can work. It is developing sufficient production capacity, infrastructure and commercial demand to bring them to scale at increasingly competitive economics.
What is E-Jet® Fuel?
E-Jet® Fuel is Twelve’s Power-to-Liquid synthetic aviation fuel, made from CO2, water and renewable electricity rather than petroleum.
Power-to-Liquid, or PtL, is a form of synthetic fuel production in which electricity provides the primary energy input used to manufacture liquid hydrocarbons. Twelve uses electricity to convert CO2 and water into synthesis gas. That synthesis gas is then refined via Fischer-Tropsch and RWGS into drop-in ready E-Jet Fuel.
In simplified form:
CO2 + water + renewable electricity → synthesis gas → hydrocarbons → E-Jet® Fuel
E-Jet is both a synthetic aviation fuel and a Power-to-Liquid fuel. Synthetic describes how the fuel is manufactured; its lifecycle performance depends on the carbon source, electricity and production pathway behind it.
E-Jet can deliver up to 90% lower lifecycle emissions compared with conventional jet fuel. It meets ASTM D7566 Annex A1 specifications and can be blended at up to 50% with conventional Jet A for use within the existing aviation system.
E-Jet® Fuel has Five Key Advantages
Power-to-Liquid affects more than the emissions profile of jet fuel. It also changes the feedstocks, production geography, supply chain and potential long-term economics associated with producing it.
1. A new feedstock base for aviation
Every fuel pathway depends on the availability of the resources required to produce it.
Bio-based aviation fuels can be made from waste oils, animal fats, agricultural materials, biomass and other biological inputs. These pathways are an important part of the alternative aviation fuel market, but regardless of pathway, biofuels compete for a finite pool of biological feedstocks, creating a persistent constraint on the industry's ability to scale to meet growing demand.
E-Jet draws from a different resource base: CO2, water and electricity. These inputs can be sourced across a broader range of geographies, expanding the locations and resources from which aviation fuel can potentially be manufactured.
Aviation is likely to require multiple alternative fuel pathways. Power-to-Liquid adds another source of supply without requiring every additional gallon of alternative fuel to compete for the same pool of biological feedstocks.
2. Up to 90% lower lifecycle emissions
E-Jet can deliver up to 90% lower lifecycle emissions compared with conventional jet fuel, depending on the carbon and electricity inputs used in production.
Lifecycle emissions account for the full production pathway, rather than only the emissions that occur when fuel is combusted in an aircraft. By manufacturing jet fuel from captured CO2 using renewable electricity, E-Jet changes the lifecycle emissions profile associated with producing the hydrocarbons aviation requires.
3. Compatibility with existing aviation infrastructure
Aviation has spent decades building aircraft, airports, terminals, storage systems and distribution networks around energy-dense liquid fuels.
E-Jet is designed to operate within that existing system. Once blended in accordance with applicable specifications, it can move through established aviation fuel infrastructure without requiring a new aircraft architecture or a parallel fueling network. Twelve is working with World Fuel Services on blending, storage, quality assurance and airport delivery.
This allows aviation to introduce a new upstream source of fuel while continuing to use much of the downstream infrastructure already in place.
4. More distributed and resilient fuel production
Petroleum production is largely determined by geology. Power-to-Liquid production can instead be developed where the appropriate combination of electricity, CO2, water, infrastructure, logistics and customer demand exists.
This creates greater flexibility in where fuel can be manufactured. Regions with abundant energy and industrial infrastructure can potentially become fuel-producing regions even if they have not historically been major petroleum producers.
For the United States, this offers another pathway for manufacturing strategic fuels from onshore resources, broadening the domestic production base and diversifying fuel supply.
5. Greater potential for long-term fuel price predictability
The way a fuel is produced influences its exposure to market volatility.
Conventional jet fuel is derived from crude oil, leaving airlines exposed to fluctuations driven by geopolitical events, supply disruptions, refining capacity constraints and broader commodity-market dynamics. These factors can create significant uncertainty in an industry where fuel represents one of the largest operating expenses.
E-Jet has a different underlying cost structure. Rather than relying on petroleum feedstocks, it is manufactured from CO2, water and renewable electricity. As production scales, a greater share of its economics could be linked to long-term energy agreements and infrastructure investments rather than day-to-day movements in global crude markets.
Electricity and CO2 supply can be secured through longer-term contracts, while production infrastructure is financed and operated over multi-year asset lives. This creates the potential for longer-term fuel supply agreements with greater price predictability and reduced direct exposure to Brent crude volatility.
This does not mean E-Jet is immune to changes in energy, infrastructure or financing costs. It means that its underlying cost drivers differ from those of conventional jet fuel. For airlines, greater visibility into those costs could support budgeting, route planning and longer-term financial forecasting while helping reduce exposure to sudden commodity price shocks.
How is E-Jet® Fuel made?
Twelve produces E-Jet through its AirPlant™ Power-to-X platform for distributed hydrocarbon production.
AirPlant combines electrochemical reduction technology with established hydrocarbon synthesis and upgrading processes. Electricity powers the conversion of CO2 and water into synthesis gas, which is then refined through Reverse Water Gas Shift and Fischer-Tropsch processes into E-Jet Fuel.
Twelve refers to this model as eManufacturing: advanced hydrocarbon production using electricity to manufacture essential hydrocarbons from CO2.
What sources of CO2 and electricity can AirPlant use?
AirPlant is designed around three fundamental inputs: CO2, water and electricity.
AirPlant One uses biogenic CO2 sourced from an ethanol facility in the Pacific Northwest and is powered by Columbia River hydropower.
The platform is not tied to one carbon or electricity source. Future AirPlants can be designed around qualifying CO2 streams and available low-carbon power in each region. Potential carbon sources include biogenic and other captured CO2 streams, and Direct Air Capture, as that technology develops.
Similarly, the electricity supply can vary by location. Hydropower and solar are among the potential sources, while advanced nuclear technologies such as small modular reactors could expand the range of options available to future projects. The appropriate combination will depend on economics, infrastructure, carbon intensity and applicable policy requirements.
AirPlant™: How Twelve Scales E-Jet®
AirPlant™ is designed to use onshore feedstocks of CO2, water and electricity, AirPlants can manufacture fuels and chemicals in locations wherever the necessary resources, infrastructure and commercial conditions come together.
The platform is central both to how Twelve produces E-Jet and to its approach to scaling production. Rather than relying on a single facility, the model is intended to be replicated across multiple locations, with each subsequent project building on the engineering, operational and commercial experience of the facilities before it.
AirPlant™ One: The first node
AirPlant™ One in Moses Lake, Washington, is Twelve’s first commercial-scale facility and the first node in its distributed eManufacturing platform.
AirPlant One began commercial operations in June 2026 and is currently producing E-Jet® Fuel and E-Naphtha™ feedstock from CO2, water and renewable electricity.
AirPlant One is designed for production of up to 100 barrels per day. AirPlant One validates Twelve’s integrated Power-to-Liquid technology at commercial demonstration scale.
Twelve’s next-generation AirPlant design is intended to increase production into the tens of millions of gallons annually, establishing a repeatable blueprint for subsequent facilities.
The planned scale increases significantly from there:
AirPlant One: up to 100 barrels per day
AirPlant Two and future commercial AirPlants: designed toward approximately 3,000 barrels per day
AirPlant™ Tactical Fuels: units designed toward approximately 500 barrels per day for military applications
AirPlant One therefore serves as both a commercial production facility and a foundation for the larger plants that follow.
Where are Twelve’s AirPlants located?
AirPlant One is operating today in Moses Lake, Washington.
Twelve is also advancing the next generation of AirPlants. Our next AirPlants will likely be in midwestern States such as North Dakota, Nebraska, Wyoming and/or southern States such as Texas. The broader strategy is based on distributed deployment rather than concentration in a single geography. Future locations will depend on the availability and economics of power, CO2, infrastructure, logistics, policy support and customer demand.
What does it take to build an AirPlant in a new location?
An AirPlant does not need to be located above a geological hydrocarbon resource. It instead requires the combination of inputs and industrial conditions necessary to manufacture hydrocarbons.
Key requirements include:
Abundant low-carbon electricity: Competitive, reliable power is one of the most important inputs because AirPlant uses electricity to produce both carbon monoxide and hydrogen. Suitable supply may include hydropower, wind, solar or other qualifying low-carbon generation, supported by appropriate power-purchase and grid-integration structures.
A scalable, eligible CO₂ supply: Near-term projects can use captured biogenic or qualifying industrial CO₂. The source must meet applicable purity, lifecycle-carbon and sustainability requirements. Direct air capture could provide an additional source as that industry scales.
Water: Water is required for electrolysis and supporting plant operations, with local availability, treatment and discharge requirements evaluated during site development.
Grid and site infrastructure: Large-scale projects require adequate transmission and interconnection capacity, industrially zoned land, utilities and access to qualified construction and operating resources.
Product logistics: Access to rail, pipelines, terminals, blending facilities or other transportation infrastructure is important for moving E‑Jet and E‑Naphtha to customers.
Permitting and community alignment: Air, water, land-use, construction and operating permits—as well as sustained engagement with local governments, communities and Indigenous or Tribal stakeholders where relevant—are essential.
Long-term customer demand: Bankable offtake agreements help support financing and ensure that the plant is aligned with regional and international demand.
A competitive policy environment: Production incentives, investment tax credits, grants and supportive low-carbon-fuel policies can materially improve project economics. They are important enablers, but should not be described as a physical requirement of the technology.
Electricity is particularly important because Power-to-Liquid production is energy-intensive. Access to competitive low-carbon power can therefore be one of the primary determinants of project economics. CO2 availability, existing infrastructure, logistics and proximity to customers are also important considerations.
Together, these requirements determine where distributed production is commercially and operationally viable.
What does E-Jet® Fuel cost?
E-Jet carries a premium to conventional jet fuel today. This reflects the current stage of Power-to-Liquid deployment. The industry is moving from first-of-a-kind commercial facilities toward larger and more repeatable production systems. As facilities become larger, equipment matures, supply chains develop and access to competitive power expands, production economics are expected to improve.
Twelve expects E-Jet to become cost-competitive with conventional petroleum-based jet fuel at full scale. Twelve’s existing E-Jet FAQ illustrates this trajectory using Power-to-Liquid cost projections from the World Economic Forum.
The relevant comparison is therefore not only the cost of early production today, but how the economics change as the technology moves toward repeatable industrial scale.
Lower production costs depend on more than technical improvements. They also depend on higher utilization, larger facilities, more mature supply chains, competitive electricity, project financing and sufficient customer demand to support investment in additional capacity.
How does E-Jet® reach scale?
Scaling Power-to-Liquid requires several parts of the market to develop in parallel.
Long-term airline and cargo offtake provides visibility into future physical fuel demand. Corporate Scope 3 procurement can create an additional source of demand through SAF certificate purchases. Durable policy frameworks help customers, producers and investors evaluate projects over the long time horizons required for industrial infrastructure.
Together, these factors can improve project financeability and support investment in additional AirPlants. Each new facility, in turn, adds production capacity and provides operating experience that can inform future projects.
AirPlant One demonstrates this model in practice. Bringing the plant online required coordination among CO2 suppliers, renewable power providers, engineering and construction partners, financiers, customers, regulators and fuel-distribution partners.
The pathway to scale is therefore cumulative: customer demand, supportive policy and access to capital enable additional production capacity, while additional AirPlants create the operating experience and volume needed to improve economics over time.
Who buys E-Jet® Fuel, and how?
E-Jet can serve several different types of customers, with procurement structures that vary according to how each customer participates in the aviation fuel market.
Airlines and cargo operators: physical fuel and offtake
Airlines and cargo operators can purchase physical E-Jet through direct fuel agreements and long-term offtake contracts. The fuel is blended according to applicable specifications and delivered through established aviation fuel infrastructure.
For airlines, long-term E-Jet procurement can support lower lifecycle emissions, diversification of fuel supply and progress toward regulatory or corporate goals. It may also provide greater long-term fuel-cost visibility as the market develops.
Offtake agreements have an additional role in project development. Long-term customer commitments provide producers and investors with greater confidence in future demand, which can support financing for additional production capacity.
Corporate customers: SAF certificates and Book-and-Claim
Through a book-and-claim transaction, Twelve arranges for a specified quantity of E‑Jet SAF to be produced, certified and introduced into the aviation-fuel supply chain. The fuel’s verified environmental attributes are digitally recorded and transferred separately from the physical fuel to the purchasing customer. The customer then retires those attributes so they cannot be claimed by another party.
A typical transaction involves:
The customer and Twelve agree on the volume, delivery period, sustainability requirements and intended emissions claim.
Twelve produces the corresponding E‑Jet SAF and arranges for physical delivery, blending and uplift within the aviation system.
The fuel and its lifecycle emissions performance are independently documented under the applicable sustainability-certification framework.
The corresponding environmental attributes are recorded in an approved digital registry.
The attributes are transferred to the customer and retired, generating documentation for the customer’s emissions accounting and reporting.
This allows airlines, business-aviation operators, freight customers and corporate travelers to support new SAF production without requiring the physical molecules to be delivered into every customer’s local airport. It also preserves traceability and helps prevent double counting.
Customers interested in purchasing E‑Jet SAF or its environmental attributes can contact
Twelve’s commercial team to structure either:
Physical supply, where E‑Jet is delivered into an agreed fuel supply chain;
Book-and-claim supply, where certified environmental attributes are transferred digitally; or
A combined structure, incorporating physical fuel, SAF certificates and longer-term offtake commitments.
Government and defense: distributed strategic fuel production
Power-to-Liquid also has potential applications for government and military customers.
Twelve has worked with the U.S. Air Force to demonstrate aviation fuel production from CO2 and evaluate the potential for more distributed synthetic fuel production.
That work is also reflected in AirPlant™ Tactical Fuels, or ATF, Twelve’s tactical fuel-production platform for military applications. ATF units are designed toward approximately 500 barrels per day, with the objective of enabling production closer to the point of need.
For domestic applications, distributed fuel production could broaden the number of ways strategic fuels are manufactured from onshore resources. In deployed settings, the model is intended to reduce dependence on long and centralized fuel logistics chains.
Twelve describes this concept as “fuel that moves with the mission.”
Who is already purchasing and partnering on E-Jet®?
The E-Jet ecosystem includes airlines, corporate buyers, fuel infrastructure partners and government organizations, with different participants supporting different parts of the value chain.
Airlines
International Airlines Group (IAG) has signed a 14-year agreement with Twelve for 785,000 tonnes, approximately 260 million gallons, of E-Jet to support British Airways, Iberia, Aer Lingus, Vueling and LEVEL. Long-term agreements of this kind can provide demand visibility for future production capacity.
Alaska Airlines and Microsoft have played important roles in the commercialization of AirPlant One. Alaska provides physical aviation demand, while Microsoft supports the associated environmental value through its Scope 3 strategy. Together, the arrangement illustrates how airline demand and corporate procurement can operate alongside one another in the SAF market.
Corporate Scope 3 Customers
Corporate customers including Autodesk and Boston Consulting Group, alongside other Sustainable Aviation Buyers Alliance participants, have also purchased SAF certificates connected with Twelve’s production.
Logistics Partners
World Fuel is working with Twelve on blending, quality assurance, logistics and integration into existing airport fuel systems.
U.S Air Force
The U.S. Air Force has worked with Twelve on the development and testing of synthetic aviation fuels for military applications.
Taken together, these relationships show the range of partnerships required to develop a Power-to-Liquid market: fuel buyers, corporate purchasers, infrastructure providers, capital providers and government all influence the pace at which additional capacity can be built.
Why does E-Jet® matter for U.S. industry and policy?
The growth of Power-to-Liquid extends beyond aviation. It also represents an emerging industrial opportunity.
For the United States, Power-to-Liquid creates an additional pathway for manufacturing strategic fuels domestically. Rather than depending solely on petroleum reserves or finite biological feedstocks, e-fuels can be manufactured from CO2, water and domestic electricity.
This could broaden the domestic fuel supply base while creating additional demand for power generation and industrial infrastructure. It can also support a more geographically distributed model of fuel production.
Policy will influence how rapidly that industry develops. Power-to-Liquid facilities are long-lived industrial investments, and project economics can depend materially on fuel standards, lifecycle carbon accounting, electricity eligibility, tax treatment, incentives and the treatment of environmental attributes.
Clear and durable policy frameworks can provide greater certainty to customers, producers and investors making long-term commitments. At the same time, Power-to-Liquid is one of several alternative fuel pathways likely to be required to serve future aviation demand.
The policy question is therefore less about selecting a single technology than about establishing the conditions under which multiple qualifying pathways can develop, compete and scale.
From AirPlant One to a Distributed Fuel Network
AirPlant One demonstrates commercial production of E-Jet from CO2, water and electricity. The next phase is to apply the operating experience, supply-chain relationships and commercial structures established there to substantially larger facilities and additional locations.
Moving toward 3,000-barrel-per-day commercial AirPlants will require more than larger equipment. It will require sufficient customer demand, long-term power and CO2 supply, infrastructure investment, project financing, supportive policy and local development.
The AirPlant model is intended to bring those elements together in a repeatable platform that can be deployed across multiple regions. If that replication is successful, E-Jet can move from first commercial production toward a more distributed source of aviation fuel supply.
