By Stuart Fox, IATA Director Flight and Technical Operations
The recent pressure on the supply of aviation fuel globally due to the war in the Middle East has put a spotlight on something most passengers never think about: the fuel in the aircraft. 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.
Commercial aviation primarily relies on two fuel grades: Jet A-1, the global standard used in most international operations, and Jet A, which is primarily used in North America. Both are approved for use and fit-for-purpose when managed correctly. They are very similar, but not identical. 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.
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.
European fuel supply could come under pressure if the war in the Middle East continues. 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 controled transition from one approved fuel grade to another.
Both the IATA and EASA guidances set out the practical things stakeholders need to be aware of if Jet A is introduced into a Jet A-1 system. For operators, that includes accounting 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.
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 coordination 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. 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.
