ThermodynamicsLabsLesson Plans

Lesson Pack: Teaching Thermodynamics Through Jet Fuel Case Studies

UUnknown

2026-02-10

11 min read

Use 2025–2026 jet-fuel news to teach calorimetry, combustion enthalpy, engine efficiency, and environmental impact with classroom-ready worked problems.

Start here: turn students' frustration with abstract calorimetry into real-world problem solving

Struggling students often ask: "When will I ever use calorimetry or combustion enthalpy outside the textbook?" Use a timely and tangible hook—news about jet-fuel case studies, Sustainable Aviation Fuel (SAF) mandates, and airline carbon reports—to teach core thermodynamics while developing quantitative intuition. This lesson pack gives you a full classroom-ready unit (labs, worked problems, assessments) that ties calorimetry, combustion enthalpy, engine efficiency, and environmental-impact calculations to jet-fuel case studies reported in 2025–2026 news cycles.

The elevator pitch (most important ideas first)

What students will learn: how to perform calorimetry-based enthalpy calculations for jet fuel, convert calorimeter results into per-mass energy and emissions factors, compute practical engine efficiency for turbofan engines, and estimate environmental impacts including CO2 emissions and SAF benefits.

Why now (2026 relevance): 2025–2026 has seen major policy and industry shifts—expanded SAF incentives, new government blending mandates, and airline net-zero pledges—that make jet fuel thermodynamics a timely context for physics and chemistry lessons. These real-world anchors increase motivation and offer data-rich case studies students can analyze with current news sources.

Lesson set overview

Duration: 3–4 class periods + 1 lab session (or equivalent modules)
Grade/Level: Late high school AP Physics/AP Chemistry or first-year college thermodynamics
Core topics: calorimetry basics, enthalpy of combustion, fuel energy density, Brayton-cycle/engine efficiency, lifecycle emissions and SAF comparison
Skills built: error analysis, unit conversions, dimensional analysis, data interpretation, science communication

Background & 2026 trends (short)

Recent developments through late 2025 and early 2026 have made jet-fuel science relevant in classrooms: increased SAF production pilots, government incentives to scale low-carbon aviation fuels, and public reporting of airline fuel use and emissions. Organizations such as ICAO, IATA, and ASTM continue to update standards and guidance for SAF and jet-fuel testing—context that makes thermodynamics calculations immediately applicable to policy and engineering discussions.

Quick reference numbers (useful for all worked problems)

Typical Jet-A LHV (approx.): 43 MJ/kg (lower heating value)
Typical Jet-A HHV (approx.): 46 MJ/kg (higher heating value)
CO2 emission factor (combustion only): ≈ 3.15 kg CO2 per kg fuel (complete combustion)
ASTM specification: Jet fuels are characterized in standards such as ASTM D1655 and SAF pathways are covered via specimen standards (see ASTM D7566 family)

Lesson 1 — Calorimetry and the enthalpy of combustion (90 minutes)

Learning objectives

Understand bomb calorimetry and how to convert measured temperature rise to enthalpy per mole and per kg
Practice error correction (wash corrections, heat capacity of calorimeter, fuse, combustion products)
Connect calorimeter data to real-world fuel energy metrics

Materials

Bomb calorimeter simulator or institutional bomb calorimeter (follow lab safety)
Sample hydrocarbon or surrogate fuel (e.g., dodecane C12H26 often used as a kerosene surrogate in teaching)
Thermometer/temperature sensors, ignition wire, oxygen supply for bomb calorimeter

Worked example 1: From calorimeter reading to energy per kg

Use this step-by-step worked problem in class. Provide students with data and require them to show all unit conversions.

Given (example dataset)

Mass of sample (dodecane surrogate): 0.850 g
Observed temperature rise: ΔT = 2.85 °C
Calorimeter heat capacity (including water, bomb, stirrer): C_cal = 9.65 kJ/°C
Correction for ignition fuse and impurities: 0.10 kJ (subtractive)

Step-by-step solution

Compute heat released in calorimeter: Q_raw = C_cal × ΔT = 9.65 kJ/°C × 2.85 °C = 27.50 kJ
Correct for ignition fuse: Q_net = Q_raw − 0.10 kJ = 27.40 kJ
Convert to per gram of fuel: q = Q_net / mass = 27.40 kJ / 0.850 g = 32.24 kJ/g
Convert to per kg: 32.24 kJ/g × 1000 g/kg = 32.24 MJ/kg (this is the experimental LHV approximation for the sample)
Convert to per mole (molar mass of C12H26 ≈ 170.34 g/mol): q_molar = 32.24 kJ/g × 170.34 g/mol = 5493 kJ/mol ≈ 5.49 MJ/mol

Discuss sources of discrepancy vs. textbook values (e.g., incomplete combustion, heat losses, difference between surrogate and real Jet-A composition). Have students calculate percent error against a literature LHV for dodecane (approx. 44 MJ/kg for longer alkanes), then brainstorm systematic improvements.

Lesson 2 — Combustion enthalpy and emissions calculations (90 minutes)

Learning objectives

Calculate enthalpy per kg and per mole for typical jet fuel using stoichiometry
Estimate CO2 produced per kg fuel and per passenger on a case-study flight

Worked example 2: Energy and CO2 for a single long-haul flight

Frame this with a 2025–2026 news item about an airline's published fuel use for a transcontinental flight. Provide the class with a plausible fuel consumption: 50,000 kg fuel for a long-haul widebody flight (this is a representative case used for teaching; real flights vary).

Calculate total energy released on combustion

Use LHV ≈ 43 MJ/kg → E_total = 43 MJ/kg × 50,000 kg = 2,150,000 MJ = 2.15 × 10^9 kJ
Convert to GJ: E_total = 2,150 GJ

Calculate CO2 emissions (combustion only)

Use emission factor ≈ 3.15 kg CO2/kg fuel → CO2_total = 3.15 kg/kg × 50,000 kg = 157,500 kg CO2 = 157.5 metric tonnes CO2
If aircraft carried 300 passengers: per-passenger emission (combustion) = 157,500 kg / 300 ≈ 525 kg CO2 per passenger

Class discussion: compare to news headlines and airline reporting—students will appreciate how thermodynamic data converts to policy-relevant numbers like CO2 per passenger. Extend by calculating the effect of a 10% SAF blend or 50% SAF lifecycle reduction (worked below).

Lesson 3 — Engine efficiency and useful work (90 minutes)

Learning objectives

Relate fuel chemical energy to mechanical and propulsive work using thermal and propulsive efficiency concepts
Estimate overall efficiency for a turbofan and compute useful work delivered

Worked example 3: From combustion energy to mechanical work

Use a modern high-bypass turbofan with representative overall thermal efficiency numbers. For teaching, choose mildly optimistic but realistic efficiencies: thermal cycle efficiency η_th ≈ 40% (combustion-to-shaft energy) and propulsive efficiency η_p ≈ 60% for the engine/airframe combination. Overall propulsive conversion of fuel chemical energy to useful propulsive work is η_overall = η_th × η_p.

Fuel energy per kg: 43 MJ/kg
Useful propulsive energy per kg: 43 MJ/kg × 0.40 × 0.60 = 10.32 MJ/kg
For the 50,000 kg flight: useful work = 10.32 MJ/kg × 50,000 kg = 516,000 MJ = 516 GJ

Interpretation: the aircraft converts a fraction (≈24%) of chemical energy into propulsive work in this scenario (0.40 × 0.60 = 0.24). The remainder is lost as heat in hot exhaust, radiation, and other inefficiencies. Have students analyze sensitivity: what happens if thermal efficiency improves to 45% or propulsive efficiency to 70%? This links directly to 2026 engineering advances and research into high-pressure-ratio cores and geared turbofans.

Lesson 4 — Environmental impact, SAF scenarios, and lifecycle thinking (90 minutes)

Learning objectives

Compare combustion-only emissions to lifecycle emissions (Well-to-Wake)
Quantify emissions reductions from different SAF blending scenarios and show policy relevance

Worked example 4: SAF blend effect on lifecycle emissions

Contextualize with 2025–2026 policy momentum: many governments expanded SAF incentives and blending mandates, and airlines started reporting SAF use. Typical lifecycle reductions from SAF vary widely by feedstock and production pathway (HEFA, Fischer–Tropsch, e-kerosene), from ~20–80% compared with fossil jet fuel.

Starting combustion-only CO2: 157.5 t CO2 (from Worked example 2)
Assume a 30% lifecycle emissions reduction for a given SAF pathway (typical mid-range value)
For a 10% SAF blend by mass, lifecycle CO2 reduction = 0.10 × 0.30 × 157.5 t = 4.725 t CO2 saved
New lifecycle CO2 = 157.5 t − 4.725 t = 152.775 t

Class extension: ask students to compute break-even SAF prices if a carbon price is introduced (use ranges provided in current 2026 reports), or what blend fraction is needed to meet a hypothetical airline target of 20% lifecycle reduction.

Assessment: Practical problems and solutions (assign out-of-class)

Give students a problem set that mixes calculation with critical analysis. Sample problems below are ready to hand to students; answers and solution steps are included for instructors.

Problem A — Calorimetry correction and uncertainty

Students are given calorimeter data with repeated trials. They must compute the mean LHV, standard deviation, and perform a percent-error estimate against literature Jet-A LHV (43 MJ/kg). Include an extra-credit part: assess how a 1% uncertainty in calorimeter heat capacity alters final LHV uncertainty.

Problem B — CO2 and passenger allocation

Given an 8-hour flight consuming 35,000 kg fuel, calculate total combustion CO2 and CO2 per passenger for 250 passengers. Then compute the reduction if the carrier uses 20% SAF with a 50% lifecycle reduction.

Problem C — Engine efficiency sensitivity

For a base-case overall conversion efficiency of 24% (as above), compute how much fuel (in kg) would be saved for the same useful work if overall efficiency improves to 30% via engine improvements. Interpret savings in terms of CO2 avoided.

Classroom lab & demonstration ideas

Bomb calorimeter lab (or virtual simulation) to measure surrogate hydrocarbon enthalpies
Jet engine thermodynamic cycle modeling: use MATLAB/Python notebooks to simulate Brayton-cycle with variable pressure ratios and bypass ratios
Life-cycle calculator workshop: feed students real airline fuel-use data (publicly reported) and have them build a Well-to-Wake spreadsheet

Assessment rubric and grading tips

Problem-solving accuracy (40%): correct unit steps, dimensional checks
Data interpretation (30%): interpreting results in policy/engineering context
Communication (20%): clarity in presenting assumptions and uncertainties
Original insight (10%): extending results or critiquing assumptions (e.g., feedstock availability for SAF)

Teaching notes: common misconceptions & how to address them

Students often confuse HHV vs LHV — emphasize water vapor condensation and practical engine conditions; use a table of values and a short qualitative demonstration.
Confusion between energy content and useful work — use the engine efficiency worked example to separate chemical energy from mechanical output.
Equating combustion CO2 with lifecycle emissions — introduce Well-to-Wake early and use the SAF scenarios to show upstream differences.

Links to current resources and standards (further reading)

For instructor background, consult the following (2026-relevant) authorities and reports:

ICAO and IATA policy pages and 2025/2026 reports on SAF uptake and emissions reporting
ASTM standards for jet fuels (e.g., D1655) and SAF specifications (ASTM D7566 family)
IPCC assessment reports and national inventories for lifecycle emissions methodologies

Classroom-ready takeaway activities (actionable)

Assign students to find a 2025–2026 news article about airlines, SAF policy, or fuel price volatility and extract fuel-use numbers to analyze in class.
Run a 1-hour lab (or virtual lab) to measure calorimeter data and report the experimental LHV with uncertainty.
Have students build a short policy memo that translates thermodynamic results into recommendations for an airline's sustainability strategy.

“Teaching thermodynamics with contemporary jet-fuel case studies converts abstract equations into decisions that affect real planes, policy, and people.”

Extensions and future topics (2026–2030 trends)

Use this module as a springboard for advanced topics: electrofuels (power-to-liquid e-kerosene), hydrogen as aviation fuel, and hybrid-electric propulsion. Emerging research through 2026 suggests continued improvements in engine thermal efficiency and scaled SAF production—both great opportunities for student research projects linking thermodynamics to sustainability.

Safety and classroom logistics

Follow institutional lab safety for bomb calorimetry; use simulators where hazardous equipment is unavailable.
For data-driven activities, prepare sanitized real-world datasets rather than directing students to potentially paywalled news sources.
Make sure students can access calculation tools (spreadsheet or Python notebooks) and provide templates to reduce setup time.

Final checklist for instructors

Prepare datasets and calorimeter simulator ahead of time
Print step-by-step worked examples and provide answer keys
Gather recent news links (2025–2026) about SAF mandates, airline disclosures, and fuel production to choose case studies

Wrap-up: three actionable takeaways you can use tomorrow

Start class with a 5-minute news snippet about SAF or airline fuel use to motivate calculation exercises.
Use the bomb calorimeter worked example as a repeated formative assessment: have students submit one-page reports explaining discrepancies.
Assign a capstone problem: compute per-passenger lifecycle emissions for a chosen route under three SAF blend scenarios and recommend the most impactful interventions.

Call to action

Ready to bring this lesson pack into your classroom? Download the full worksheet pack, editable spreadsheets, and a Python notebook with sample data and plotting tools from our lesson resource page. If you want a live walkthrough, schedule a free 30‑minute demo with one of our physics tutors to adapt the unit to your syllabus and student level. Equip your students to solve real-world thermodynamics problems—and connect physics to today's debates about aviation and climate.

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