European airlines may be able to utilize jet fuel grades typically used in the United States to alleviate potential supply shortages, according to proposals from the European Union and two prominent international airline organizations. This suggestion comes amid ongoing concerns about the impact of the conflict between the US and Iran on global fuel markets.
The International Air Transport Association (IATA) has put forward the idea that broader international acceptance of US-standard jet fuel could serve as a proactive measure to prevent supply disruptions. To support this, the European Aviation Safety Agency (EASA) has developed safety guidelines detailing how US-sourced fuel could be integrated into the European market, alongside an assessment of associated risks.
Furthermore, the EU has indicated that no regulatory barriers prevent European carriers from using US-grade jet fuel, provided that its implementation is managed safely. The urgency for such measures is underscored by the fact that the price of the jet fuel most European airlines currently rely on has surged by 50% since the conflict began.
Stuart Fox, IATA's director of flight and technical operations, cautioned in a recent blog post that the continuation of the Middle East conflict could soon lead to fuel shortages in various global regions. He highlighted the critical role of the Middle East as a primary source for jet fuel.
Commercial aviation primarily uses two types of fuel: Jet A-1, which is the international standard for most global operations, and Jet A, predominantly used in North America. Both are kerosene-based and share many similarities, but Jet A-1 possesses a lower freezing point, making it more suitable for long-haul and polar flight routes.
Since the escalation of tensions, the flow of Jet A-1 from the Gulf region has significantly diminished. This has posed a particular challenge for Europe, which depends heavily on these imports. While increased shipments from the United States have partially compensated for the shortfall, many American refineries are not equipped to produce Jet A-1, thereby limiting the volume that can be exported across the Atlantic.
Fox elaborated that European fuel supplies could face considerable pressure if the conflict persists. He proposed that utilizing Jet A, which is produced on a large scale outside the Gulf, could offer a practical solution to ease the strain on existing supply chains. He noted that North American airlines regularly use Jet A and successfully serve regions with extremely cold climates, such as parts of Alaska, by employing fuel additives and implementing meticulous flight planning and monitoring to maintain safe operating parameters.
The EASA has issued a safety information bulletin to guide fuel suppliers, aircraft operators, and airport authorities. The bulletin states that the introduction of Jet A in Europe or elsewhere would not inherently pose safety concerns if managed appropriately. However, it also warned that inadequate management could lead to aircraft operating outside their safe limits.
EASA further cautioned that inconsistent availability of different fuel grades across airports could exacerbate these risks, potentially leading to the mixing of fuel types and subsequent operational miscalculations. The agency emphasized the need for careful planning and communication throughout the fuel supply chain.
Following EASA's bulletin, the EU confirmed that there are no regulatory mandates dictating the use of any specific fuel grade. The EU also stated that there are no regulatory impediments to the use of imported Jet A fuel in Europe, as long as its application is properly managed and communicated to uphold the highest safety standards.
Earlier, IAG, the parent company of British Airways, reported that it currently faces no fuel availability issues in its primary markets. However, the company acknowledged that problems could arise if the conflict continues to disrupt the flow of crude oil and jet fuel from the Middle East, potentially leading to global supply restrictions.
