The shift toward sustainable aviation fuel (SAF) represents a fundamental, long-term transformation driven by a number of factors, including international climate mandates that are rewriting the rules of global aviation. As a result, American airlines and airports will increasingly need to adopt SAF to remain compliant with international emissions standards.&nbsp;Including a mix of shared ownership models such as NetJets, charter operations, private ownership and corporate aircraft, business aviation is a growing SAF bright spot. “SAF production and usage provides an immense opportunity for low-carbon fuel suppliers, feedstock producers and business aviation consumers to work together to continue to grow a new domestic energy industry that will fill the fuel tanks of global business and commercial aircraft,” says Scott Lewis, president of World Energy Services, a Worcester, Massachusetts-based company known for its cutting-edge energy solutions and SAF policy expertise.&nbsp;According to U.S. EIA data, in 2024, the United States used approximately 18 billion gallons of jet fuel, of which approximately 1.6 billion was consumed by business aviation. Globally, private and commercial aircraft used a total of more than 100 billion gallons. By comparison, in 2024, according to U.S. EPA renewable identification number (RIN) generation data, fuel distributors in the U.S. used approximately 112 million gallons of SAF, and that number is expected to double, according to the National Business Aviation Association. &nbsp;“There are four domestic and one international biofuel refineries that produce SAF used in the United States and a half a dozen more in the planning stages,” says Larry Schafer, a veteran SAF policy expert and a member of the Business Aviation Coalition for Sustainable Aviation Fuel. “As the industry continues to grow SAF production, it could realistically reach 1 billion gallons of supply by 2030. Many airlines, including business aviation operations, have set a goal of 50% SAF by 2050.”The distribution system for SAF is similar to that for jet fuel, in that SAF producers ship their SAF to a terminal where it is blended with jet fuel. “Ideally, the SAF is blended into the supply chain close to where it’s produced, to minimize costs and emissions associated with transporting the sustainable fuel long distances,” Lewis says. “For example, World Energy-produced SAF is typically delivered a short distance from the refinery to a distribution terminal near LAX, to be blended with petroleum-based jet fuel, and then moved into the fuel distribution system at LAX and other nearby airports—Long Beach and others—and used by nearly every airline, both commercial and business.”&nbsp;Gilbert Michaud, PhD and assistant professor of environmental policy at the school of environmental sustainability at Loyola University Chicago, says SAF is gaining momentum as a strategy for businesses to reduce emissions and meet climate targets while still flying. “While supply remains a big challenge, we’re seeing an uptick of SAF purchasing agreements by big companies such as Microsoft,” he says. “Additional policy support via tax credits, research and development funding, etc., would help SAF take off even more. It’s one of the few tools to reduce flight emissions today, and it’s a scalable near-term option.”Nearly 90% of senior executives at major U.S. companies that use private aviation expect SAF use in the sector to grow over the next five years, according to a recent Airbus Corporate Jets study. More than half—56%—anticipate a significant increase. Airbus itself is ramping up SAF use across its operations, aiming for it to comprise 30% of its global fuel mix by 2030.Avfuel Making a Difference&nbsp;&nbsp; Avfuel, a global supplier of aviation fuels, plays a crucial role in this initiative by providing a reliable supply of SAF to an expanding network of airports and FBOs worldwide. Keith Sawyer, Avfuel’s manager of alternative fuels, continues to see growing interest in SAF supply, though the rate of growth has stabilized from the rapid trajectory the industry saw over the past couple of years.&nbsp;In the United States, the company services facilities including Hillsboro Aviation, ACI Jet, Million Air Burbank, Monterey Jet Center, Del Monte Aviation, Sonoma Jet Center, Telluride Regional Airport, Truckee Tahoe Airport District and Atlantic Aviation. “We let our customers’ needs drive our decisions [on locations],” Sawyer says. “We have meaningful conversations with interested customers regarding airfield demand and product accessibility. Where SAF is a viable option, we work with them to establish a supply and then continue to work with them on marketing the product and the Avfuel SAF Network overall.”Many of its SAF locations are tied to well-known FBOs, which Sawyer notes normalize SAF use by making it more accessible and integrating it into their everyday operations. This also requires an extensive amount of educational effort. “We have 57 locations and counting that provide SAF to general aviation customers on a consistent basis,” he says. “Each one of them is helping take SAF from the concept it was to the reality that it is—each one of them is a trusted brand in its own right, with a loyal customer base that is interested in SAF’s use.”Over the years, Avfuel has partnered with major producers including Neste and Valero Marketing and Supply Company, which have become critical to scaling SAF production and availability for business aviation operations. “First and foremost, the agreements provide Avfuel—as the fuel supplying entity—with product to distribute to FBOs, airports, OEMs and corporate flight departments,” Sawyer says. “The benefit to producers is demand stability. We’re able to provide them with supply commitments.”Additionally, Avfuel supports SAF adoption through a book-and-claim program, enabling operators to enjoy the environmental benefits of SAF, even when it isn't physically supplied at their specific location. “Book and claim has become an important pillar of SAF adoption,” Sawyer says. “While the fuel continues to expand geographically, our book-and-claim model allows those in areas without molecule access to support SAF adoption and realize the sustainability benefits of its use for their own goals. Furthermore, as pipeline integration of SAF becomes more mainstream, so will models that prioritize the sale of SAF attributes—the environmental benefit of SAF—over managing what tanks the molecules are uplifted into.”&nbsp;To help operators understand book and claim’s place in sustainability efforts and how it works alongside both SAF molecule purchases and carbon offsetting, Avfuel developed AvfuelZero, a sustainability consultancy arm that helps customers assess their emissions, set reduction goals, reduce emissions, audit their efforts and report on progress.&nbsp;Avfuel’s sustainability team continues to work with producers to establish new supply points and FBOs/airports to integrate the fuel into their product lines. In late July, the company announced its latest SAF supply terminal in Denver. The first of its kind, the terminal establishes a critical supply point for the Central U.S. Prior to this location, SAF supply points were constrained to coastal states: California, Texas, Florida and New Jersey. Avfuel is also actively expanding its SAF supply capabilities across the United Kingdom and European Union, which is supported by SAF mandates in the region.Challenges to Overcome&nbsp;&nbsp; Justin Goldsberry, CEO and founder of Goldsberry Management Group and business travel ambassador with SAP Concur, notes that demand for SAF has become a juggernaut in recent years—but supply hasn’t kept pace. “Plenty of operators are ready to move forward, but access remains uneven, limited and nowhere near ready to scale,” he says. “Even with more than 600 million liters produced globally last year, SAF still makes up less than 1% of all jet fuel, according to the International Air Transport Association. That kind of gap makes it incredibly difficult to hit internal benchmarks or follow through on public climate promises. For companies that have already gone on record with their goals, it’s a very tough position to be in.”Cost remains the biggest issue, as the U.S. Department of Energy reveals SAF currently costs two to 10 times more than fossil jet fuel, and many airports do not have SAF storage facilities. That’s why SAF supply remains concentrated at a few major airports. Incentives at the state and federal levels in the U.S (the 45Z Clean Fuel Production Credit, California’s Low Carbon Fuel Standard, Minnesota’s SAF tax credit, etc.) can help alleviate some of the price pressure to spur both production and demand.Another challenge is supportive long-term government policy, according to Schafer, who notes that new plants with new technologies have unique challenges that are more complex than those faced by historical petroleum refineries that produce jet fuel. “We still need supply to scale up and costs to come down, but policy support through tax incentives can really help this sector gain momentum,” he says. “Governmental procurement targets could also help increase production and use.”Another of the main barriers is basic education on the product. Sawyer says there are still many in the industry who don’t fully understand SAF—how it’s made, its benefits, its track record of safety, its availability and where to find it. “Our team works extensively each day to provide educational resources and opportunities to demystify SAF,” he says. “This includes active participation on industry committees, giving presentations and participating on panels, creating marketing and sales assets, working with the media and more.”Alex Mattos, CEO of i6, a global leader in fueling operations for airlines, notes mandates like the EU’s ReFuelEU Aviation regulation impacts SAF adoption and traceability in business aviation. “We’re seeing real regulatory momentum abroad,” he says. “The EU’s ReFuelEU Aviation regulation mandates that airlines use a certain percentage of SAF, and similar policies exist in places like the U.K. and Norway. These mandates place responsibility on fuel suppliers and have real enforcement mechanisms, like surcharges for noncompliance. The U.S. could benefit from this kind of clarity. Right now, it’s a fragmented landscape, and it’s slowing adoption.”Looking Ahead&nbsp; Business aviation is making strides in SAF adoption in order to reach its aggressive goal of net-zero emissions by 2050. Increased funding through grants and tax credits may accelerate research and development of new SAF feedstocks and production technologies, enhancing efficiency and reducing costs. This could also lead to advancements in alternative feedstocks, potentially doubling production efficiency by 2030. “We continue to invest in new fuel technologies, like AIRCO’s e-SAF, or power-to-liquid, technology, and Alder Renewables’ production process that uses woody biomass to create SAF,” Sawyer says. “In order for business aviation to reach its goal of net-zero emissions by 2050, SAF production will need to significantly scale. This will require feedstock diversification.”With domestic SAF production targeted at 3 billion gallons annually by 2030—a 130-fold increase from current production—and 100% SAF by 2050 (35 billion gallons per year), discretionary grants from the FAA, along with significant investments in airport infrastructure for SAF distribution and storage, are key factors driving this growth, according to a recent report by Bracewell. An international law firm and member of the SAF Coalition, Bracewell notes that discretionary grants from the FAA, along with significant investments in airport infrastructure for SAF distribution and storage, are key factors driving this growth. These advancements are expected to improve supply chain efficiency and logistics, enabling broader SAF availability at major airports by 2025. “While business aviation only uplifts 3 to 4% of the United States’ jet fuel, it’s uplifting 10 to 11% of the country’s SAF, outpacing other aviation segments proportionately,” Sawyer says. “Throughout aviation’s history, business aviation has often been the first to adopt new technologies and innovations—what works in business aviation is often scaled to other larger sectors. This segment has some semblance of greater flexibility. That has truly helped business aviation lead the way in SAF adoption.” Author: Keith Loria&nbsp; Contributing Writer, SAF Magazine

2025-09-02 - Building Out for Business Aviation (SAF Magazine)

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Business aviation is looking at SAF as a key means of reaching carbon reduction and sustainability goals.

Building Out for Business Aviation

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