## 7 Conclusions  
SAFs represent a primary tool for achieving net-zero emissions in the aviation industry by 2050. Their combustion performance must closely match that of traditional aviation fuels in terms of availability and safety. Therefore, this study systematically evaluates the LBV performance of traditional aviation fuels, SAFs, and different components in aviation fuels, yielding the following conclusions:  
1. The LBV of different traditional aviation fuels (Jet A/Jet A-1/RP-3/JP-8) increases with rising temperature and decreases with increasing pressure, supported by empirical formulas. The peak LBV typically occurs at equivalence ratios between 1.05 and 1.1. Discrepancies in LBV levels among studies examining the same fuel may stem from variations in fuel batches, principles of testing methods, instrument calibration, and measurement precision. Radiation reabsorption of water significantly influences the LBV performance of aviation fuels, primarily attributed to the CH\({}_{2}\)OH + H = CH\({}_{3}\) + OH elementary reaction and OH radicals. The impact of CH\({}_{4}\) addition on LBV varies across different literature sources, but a consistent finding is that under fuel-rich conditions, CH\({}_{4}\) reduces the LBV of the fuel mixture. The addition of ethanol results in increased activity of H, O, and OH radicals, along with rapid oxidation to CO\({}_{2}\) without the need for pyrolysis, thereby enhancing the LBV of the blended fuel's premixed flame. 2. Whether synthetic fuels or bio-jet fuels, the LBV of different SAFs exhibits significant fluctuations, approaching or slightly deviating from that of conventional aviation fuels. The maximum LBV of SAFs corresponds to an equivalence ratio of between 1.0 and 1.2, differing from the range of 1.05 to 1.1 observed in conventional aviation fuels. These differences alter flame lengths during combustion, shifting the optimum fuel-lean or fuel-rich conditions for flame propagation and impacting engine performance. The performance disparity between sustainable and conventional aviation fuels in terms of LBV stems from compositional differences. 3. By synthesizing and organizing data from multiple studies, it was observed that the LBV of n-alkanes does not show a significant trend with carbon number, but this may be due to the low comparability of results from different publication years and test methods. For iso-alkanes of the same carbon number, the LBV decreases with increased branching. Cyclohexane exhibits a higher LBV compared to its derivatives and cyclopentane. Furthermore, the LBV trends of toluene, ethylbenzene, and propylbenzene show a sequential \"decrease-increase-decrease\" pattern relative to benzene. 4. Priority of future work: Future research should prioritize comparative studies on the LBV of SAFs and conventional jet fuels, with experimental conditions and evaluation criteria potentially referencing recommended standard characterization protocols. Investigations into methods for optimizing the LBV performance of SAFs are essential to facilitate their drop-in compatibility and airworthiness certification. Regarding key aviation fuel components, future LBV testing and combustion mechanism studies should focus on understudied hydrocarbon species, such as odd-carbon-numbered long-chain n-alkanes \begin{table}
\begin{tabular}{c c c c c c} \hline \hline \multirow{2}{*}{**Fuel**} & **Combustion** & \multicolumn{2}{c}{**Simulation Conditions**} & \multirow{2}{*}{**Simulation Accuracies**} & \multirow{2}{*}{**Ref.**} \\ \cline{3-3} \cline{5-6}  & **Mechanism Models** & & & & \\ \hline \multirow{4}{*}{n-Pentylbenzene} & Chemical kinetics & & & The model reliably & \\  & mechanism involving & & & predicts experimental & \\ \cline{1-1} \cline{3-3} \cline{5-6}  & 313 species and & & & data across all tested & \\ \cline{1-1} \cline{3-3} \cline{5-6}  & 1975 reactions & & & pressures and & \\ \cline{1-1} \cline{3-3} \cline{5-6}  & & & equivalence ratios. & \\ \hline \hline \end{tabular}
\end{table}