The aviation sector is responsible of about 3% of the worldwide GHG emissions. From an emission reduction standpoint, aviation belongs to the hard-to-abate sectors, meaning that profound changes and diversified measures are required in this sector to ultimately reach neutrality in 2050 (e.g. negative emissions). If it is true that green energy stored in high-tech batteries and hydrogen could – if available at scale – cut emissions for low-distance air travels, to date kerosene remains the only viable aviation fuel for the vast majority of national and international flights. As appointed by the RefuelEU Aviation regulation and other international climate legislations, alongside biofuels, a relevant share of future aviation fuels must be covered by sustainable, power-based synthetic kerosene (e-kerosene or syn-kerosene) produced via Power-to-Liquid technologies (PtL). Different ways of producing e-kerosene exist, each characterized by a different material footprint in terms of material and their amount required. For the rollout of e-kerosene production and availability at scale, an enormous amount of raw material and renewable energy will be required. For the former, this includes minerals, non-mineral raw materials, and water. An accurate assessment of the future demand of these materials based on climate targets, blending quotas, traffic scenarios and PtL production systems is still missing. Raw material is required at the installations and machineries located at each stage of the production chain: from RE generation and CO2 collection, through hydrogen and syngas/methanol production, until refining. In the Project “Resource demand and availability for a GHG neutral aviation sector”, the PtX Lab and its partners are investigating the raw material footprint of the e-kerosene production chain through combining the different technological alternatives available at each process or production components (e.g., RE generation system, electrolyzers technology, etc.). The aim is to identify the impact that different production pathways (i.e., combinations of the different available processes and technological components) have on the resource demand side, so to integrate and deepen previous studies such as the six development scenarios and associated raw material consumption presented in the RESCUE Project (UBA, 2020) . This evaluation takes into account the present and expected criticality grade of mineral and non-mineral materials, as well as the environmental impacts of their respective supply chains. The study wants to elucidate unknowns around future sustainable e-kerosene production systems under the perspectives of raw material availability, and provides guidelines for a rapid kick-off of an efficient, viable and long-lasting kerosene production industry. Insights for outlining appropriate defossilization strategies for the aviation sector will also be shared and discussed with decision- and policy-makers.