Future Fuels Part- 3: Rate of Defossilisation in Aviation

In this episode of the Assurance in Action Future Fuels series, we dive into the aviation sector’s journey toward defossilisation. Sustainable Aviation Fuels (SAFs) are key to reducing fossil fuel reliance, but the path is filled with challenges—from fuel compatibility with existing aircraft to the high cost of production. Our guest expert explores how innovations like SAF blending, optimized air traffic systems, and carbon capture can help tackle these obstacles. Tune in to learn how the aviation industry is working to achieve sustainability goals while navigating complex technical and economic barriers.

Speakers: 

• Liam Mills, Sustainable Hydrocarbon Specialist

Don’t miss this engaging conversation—listen now! 🎧

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Transcript

**Host Intro**    

Welcome to the third episode of Intertek’s Assurance in Action Future Fuels series! I’m Host Priya, Global Social Media Marketing Manager for Business Assurance, Caleb Brett, and Food Services at Intertek. Today, we continue our exploration into future fuels, diving into the topic of the 'Rate of Defossilisation in Aviation.  

Today, I’m pleased to welcome back Liam Mills, a Sustainable Hydrocarbon Specialist from our Intertek Caleb Brett team. Liam will be sharing valuable insights on how the aviation sector is evolving fuel solutions to enhance sustainability. Great to have you with us again, Liam! 

**Host Segue 1**    

Let’s start by tackling the concept of decarbonization in aviation. Liam, could you tell us about the challenges and opportunities here?   

**Liam**  

First off let's talk about decarbonisation. We aren't decarbonising the aviation industry, far from it, we are going to be using hydrocarbons for powered flight for some years to come. The energy density offered by Kerosene is unrivalled. We are looking to de-fossilise the fuels we use in aviation either through biogenic materials or what people would probably heard of - eFuels. So, in this instance when people talk about Net Zero they are effectively talking about the complete reuse of emitted carbon 

**Host Segue 2**    

Thanks for that breakdown, Liam. With all these complexities, what are the main challenges in producing and implementing SAF in aviation? 

**Liam** 

The aviation industry is a complex one and the amount of safety principles is inordinate, but a simple key principle is that only 1 grade of fuel must be available at major hubs. This is known as Jet A or Jet A1. SAFs produced today are a chemically different fuel to Jet A or Jet A1.   

Aeroplanes are approved to fly on certain types of fuel, as I mentioned that’s Jet A/Jet A1. Aeroplanes are built to last people might not be aware but there is a 37-year-old aircraft in daily service in Europe. As there is only a single fuel at major airports that fuel must be used by all the planes which could potentially land. In this example the technology in its 37 years old fluid systems is from a different era. SAFs produced today are a chemically different fuel to Jet A or Jet A1.  

Therefore because of this mix of technology the aircraft have been approved to fly on blended SAF. These “drop in” fuels are the best we can do at the moment. There's a lot of work which has got us to this point, the Aircraft OEMs have done a lot of testing to agree these blending limits.  

Newer aircraft don't necessarily have the limitations of this example but until older aircraft are removed from service it will be difficult to deliver a higher percentage of blended SAF and there isn’t any need to replace these aircraft, if they operate acceptably with replacements there will be significant carbon emissions in the production of a new fleet.  

It’s not easy to say that certain aircraft won't receive SAF, in effect producing a two-fuel system. If you fly from a hub like Heathrow there will be some SAF in the tank of every plane. Most of this fuel is provided by what’s known as mass balancing, the aircraft operators will declare a SAF percentage used. This is based on the amount purchased and delivered to the airport but unless SAF is delivered by truck directly to the aircraft it cannot be confirm where the sustainable molecules where actually delivered without further testing. So therefore, if one aircraft operator is delivering SAF into an airport, all the other aircrafts are using it too albeit in small quantities  

Flying on 100% SAF is possible and Virgin Atlantic did that in Nov 23 this was based on the blending of two sustainable components, which produced a fully sustainable fossil Jet A1 analogue. But prior to that other tests have been conducted. The UK Royal Air Force has conducted 100% SAF flights using their Airbus A330 based Voyager aircraft. However, the approach used by Virgin is not currently permitted within the technical regulations, and it is unlikely to be approved in the near future as more data of blended products such as this is needed for what is a risk averse industry. In addition, an important point to consider is that SAFs of today are generally a lighter product than Jet A/Jet A1and as the final blended product needs to meet this JET A/Jet A1 specification it's unlikely that 50% blending is unlikely to occur. Generally, we are seeing blends of 30-40% SAF currently. Lighter Hydrocarbons generally mean less energy and therefore more volume is required to be loaded onto planes. Volume we just can’t produce yet. 

** Host Segue 3**    

It’s amazing to see the level of detail that goes into creating solutions for existing aircraft. Let’s touch on production for a moment – what are the current barriers and opportunities in scaling SAF production?  

**Liam** 

So today the majority of SAF production uses the HEFA pathways. This is the conversion of waste edible oils fats and greases into sustainable Aviation Fuel, primarily the feedstock here is used cooking oil which is collected from kitchens worldwide Producers tell us there is enough feedstock supply enough SAF for the demand up to 2030 at least. The biggest issue is cost. These technologies are relatively new in comparison to the fossil-based competition. Therefore, significant investment in terms of time and money is required to build production facilities, ending up in SAF costing at least 3x times the fossil based equivalent fuel, a premium price that neither airlines nor customers wants to pay for.    

But also demand isn't a flat line. Our appetite for flight is still increasing in established markets like Europe and the US. But markets in Asia like China and India plus Africa are seeing significantly growth so generally more fuel is needed. The production coming online in the short term is only likely to cover increased fuel demand.     

Governments such as the UK and EU have implemented mandated usage on aircraft operators. Starting at 2% in 2025. These mandates rely upon new technology such as Fischer Tropsch (or eSAF / PtL) or alcohol to Jet (AtJ). These pathways at differing levels of technological readiness but are expected to make real impact in the late 2020s and early 2030s as the technology reaches the appropriate level and production facilities are built. By this time mandates will be 10%     

In addition to these blending components a number of companies are working on producing an entirely sustainable fossil Jet A1 analogue which won’t require blending. It'll be exciting to see how fuels like this perform as more testing is completed on them.    

** Host Segue 4**    

So, as we look toward the future, what other innovations might contribute to reducing aviation emissions alongside SAFs?  

**Liam** 

SAF carries the burden of the defossilisation for the industry, but SAF alone cannot do it all. There are other important projects on going which can help reduce the emissions of aviation.   

Our air traffic control system is rather inefficient. There is a concept known as the Single European Sky in which air traffic will be considered across the continent to allow the most efficient routes to be used. 10% of emissions could just be saved by implementing this principle.   

Carbon extraction  

We recently saw British Airways become the largest purchaser of Carbon Removal in this process companies are extracting CO2 from the air directly and locking it away either under ground or in every day products like concrete. 

 ** Host Segue 5**    

Is there anything else you would like to add before we wrap up today?  

**Liam** 

Yes whilst there is a focus on SAF most of these products produce by or co-products such as renewable diesel or naphtha and they aren't going to making a big impact versus electrification of road transport renewable naphtha can make an impact on the plastics industry which I'll dive into on our next podcast when we discuss the plastic circular economy and pyrolysis oils  

Intertek is at the forefront of helping the SAF industry develop, we are working with industry players large and small. Whether that is R&D support for new processes, certifying the quality of fuels delivered to terminals, confirming the sustainability of feedstocks through assurance programes like ISCC or assisting in engineering projects to build new plants. Our offering is truly End to End, if anyone has any questions they can get in touch with me.    

Thanks for your time listening. 

** Host Outro**    

Thank you so much, Liam, for sharing these valuable insights on the journey toward defossilisation in aviation. From SAFs to operational efficiencies like Single European Sky, it’s clear there are multiple paths to reducing the aviation sector's carbon footprint. And for our listeners, if you have further questions or want to learn more about Intertek’s role in supporting the SAF industry, feel free to reach out to Liam and the team. Thanks for tuning in to this episode, and be sure to join us next time as we continue our Future Fuels series with an exploration of the circular economy and pyrolysis oils. See you then!"