###### Abstract  
Sustainable aviation fuels (SAFs) are vitally important for aviation decarbonization. The laminar burning velocity (LBV), a key parameter reflecting the combustion behavior of fuel/oxidizer mixtures, serves as a fundamental metric for evaluating SAF performance. This paper systematically reviews and evaluates the LBV experiment method and the performance of traditional aviation fuel, SAFs produced via different pathways, and individual components (n-alkanes, iso-alkanes, cycloalkanes, and aromatic hydrocarbons, as well as the impacts of isomers and homologues) in aviation fuels. It is found that LBV values of different SAFs exhibit significant fluctuations, approaching or slightly deviating from those of conventional aviation fuels. Carbon number, branching degree, substituent types, and testing methods in the components all affect LBV performance. Specifically, increased branching in iso-alkanes reduces LBV, cyclohexane and benzene show higher LBV than their methylated counterparts (methylcyclohexane and toluene), and n-alkylcyclohexanes/benzenes with short (C1-C3) side chains demonstrate minimal LBV variation. Spherical flame methods yield more consistent (and generally lower) LBV values than stagnation flame techniques. These findings provide insights for optimizing SAF-conventional fuel blends and enhancing drop-in compatibility while ensuring operational safety and usability. LBV; conventional aviation fuels; SAFs; synthetic fuels; bio-jet fuel; aviation fuel components 2025202558098205258  
timescales associated with combustion in a laminar flame are comparable in magnitude to those observed within gas turbine combustion chambers. Turbulent flame speed can also be obtained from models that include parameters such as laminar flame speed, turbulence intensity, density, turbulent Reynolds number, etc. [4]. The LBV is critical for developing and validating chemical kinetic mechanisms and turbulent combustion models [5]. The LBV offer insights into the reactivity, heat release, and diffusivity of fuel/air mixtures [6]. As a fundamental parameter of premixed combustion, the LBV exhibits multiscale coupling relationships with flame temperature, residence time, and combustion emission characteristics [7; 8; 9]. From the perspective of reaction kinetics, the LBV shows a positive correlation with flame temperature due to the temperature sensitivity of Arrhenius-type reaction rates. Elevated temperatures not only accelerate chain reactions involving key radicals (H/O/OH) but also enhance the transport of reactive species through increased thermal diffusivity. This thermo-chemical coupling directly modulates the residence time characteristics in the flame zone: higher LBV reduces the residence time of reactants in high-temperature regions, which can effectively suppress the growth of polycyclic aromatic hydrocarbons (PAHs) and soot nucleation, while potentially leading to incomplete oxidation of intermediate products such as CO. Regarding emission characteristics, the increase in LBV influences pollutant formation through dual mechanisms: improving combustion efficiency reduces unburned hydrocarbon (UHC) emissions, while steeper temperature gradients at the flame front promote the formation of thermal NOx [10]. Traditional aviation kerosene consists of hundreds of chemical compounds, including n-alkanes, iso-alkanes, cycloalkanes, and aromatic hydrocarbons. Organic constituents possessing carbon numbers typically between C8 and C16 account for approximately 95% of aviation kerosene mass, following a normal distribution centered around C12 [11]. Such compositional complexity significantly hinders effective numerical modeling, and the most widely used solution is to select a limited number of mixtures of pure hydrocarbons as surrogate fuels to simplify the computational process [12]. Surrogate fuels, chosen to best match the physical and chemical properties of real fuels, typically comprise two to three high-mass fraction components found in aviation kerosene.