Aviation fuel switch ‘could ease pressure’ on supplies if Iran war continues

A switch in aviation fuel types could help offset potential shortfalls in supply to European airlines from the Middle East amid the Iran conflict, Iata believes.

 

Airlines primarily rely on two fuel grades. Jet A-1 is the global standard used in most international operations, while Jet A is mainly used in North America.

 

Both are approved for use and “fit-for-purpose” when managed correctly. They are “very similar, but not identical”, according to the airline trade body. 

 

Iata flight and technical operations director Stuart Fox said: “No new supply is created, but airlines and fuel suppliers will have more options when supplies are under pressure. In normal times, that flexibility might not be noticeable. But in today’s circumstances it’s critical to keeping the whole system moving.”

 

He warned that European fuel supply could come under pressure if the war in the Middle East goes on. 

 

“If the war continues, it won’t be long before we see fuel shortfalls in parts of the world. Flexibility could help the industry to make better use of the fuel we have, and airlines keep schedules intact,” Fox said.

 

“Using Jet A, which is produced at scale outside the Gulf, could be a practical way to help ease some pressure on existing supply chains. 

 

“To support that flexibility, Iata and the European Aviation Safety Agency (EASA) have each issued guidance on how Jet A could be used in markets that traditionally use Jet A-1.

 

“This could give airlines facing a possible shortfall in fuel supply more options. 

 

“Where applied, it will allow European carriers and airlines from other regions to operate in the same way as many in Canada do, where they switch between Jet A and Jet A-1 as part of seasonal operations. 

 

“This would have to be done through a controlled transition from one approved fuel grade to another.”  

 

The main operational difference is their freezing point. Jet A-1 has a lower maximum freezing point (-47°C) than Jet A (-40°C), giving aircraft operating on Jet A-1 greater flexibility on long-haul and polar routes. 

 

“It’s a difference the industry already manages effectively,” Fox noted.

 

“Airlines in North America use Jet A every day, relying on established procedures and, where needed, an additive to ensure it performs safely in colder conditions. 

 

“That’s how airlines serve communities like Fairbanks, Alaska, where temperatures can regularly reach -30°C on the ground and below -50°C at cruising altitude. 

 

“Airlines also mitigate the risks of low outside air temperatures through careful flight planning, and continuous monitoring to ensure aircraft operate safely within certified limits.”

 

Carriers would have to account for the higher freezing point of Jet A when planning routes through colder airspace, and ensuring the flight remains within the aircraft’s approved operating limits. 

 

“For fuel suppliers and airports, it may mean implementing a structured management-of-change process to introduce a different fuel grade safely, including updating procedures, clear labelling, communication, and quality control measures,” Fox added.

 

“Outside of operations some other adaptations may be needed. Fuel supply contracts specifying Jet A-1 only may need to be reviewed. Insurance coverage and documentation may require updates. 

 

“And, as always, clear communication is critical, flight crews must know exactly what fuel is onboard, using established operational channels. None of this is particularly complex. But it does require co-ordination across the entire fuel supply chain.

 

“The result is a system that is more adaptable and that matters. Using Jet A in markets that predominantly use Jet A-1 expands access to existing supply.”