The airline industry has been under pressure to reduce its carbon emissions in recent years, with the goal of reaching net zero emissions by 2050. One solution that has been proposed is the use of sustainable aviation fuel (SAF), a renewable fuel made from sources such as used cooking oil and agricultural waste. However, despite promises and investments from airlines, the production and use of SAF have been slow to materialize.

One example of this struggle is the collaboration between United Airlines and green jet fuel producer World Energy. In 2019, United’s CEO, Scott Kirby, praised their partnership as an example for the industry to follow. But in 2021, the contract between the two companies was terminated, and World Energy’s Paramount refinery in California, which had been supplying SAF to United and JetBlue Airways, quietly ceased operations.

According to World Energy’s CEO, Gene Gebolys, the closure was due to a lack of commitment from the industry and disingenuous efforts from some airlines. However, he also acknowledged that some airlines have genuinely supported SAF producers, and that stronger incentives from governments are needed to drive progress.

This struggle to produce and use SAF is not unique to World Energy. A review of the sector found that many clean fuel startups are facing similar challenges. The International Air Transport Association (IATA) has set a goal for SAF to account for 0. 7% of total jet fuel this year, but this is far below the 118 billion gallons annually that would be needed to reach net zero emissions by 2050. Furthermore, the lack of a clear pathway and transparency in the industry’s claims make it difficult to assess the credibility of their projections.

Of the 165 SAF projects announced by airlines in the past 12 years, only 36 have materialized. The rest have either been abandoned, delayed, or have yet to produce any fuel. Some projects have also switched to producing renewable fuel for other industries, as they have received more interest and support than from the aviation sector.

The struggles faced by SAF producers can be attributed to limited availability of suitable raw materials and high production costs. Oil companies have also been hesitant to invest in SAF due to limited demand from airlines and lower profit margins compared to traditional jet fuel.

The lack of progress in the SAF sector has been criticized as an exercise in futility and a way for airlines to justify their never-ending growth without taking significant steps to reduce their carbon emissions. Under new EU rules, airlines face escalating mandates to use SAF on flights departing from EU airports, which are expected to cost them billions of dollars in additional fuel purchases and compliance expenses.

While the airline industry has claimed to be investing in new technologies and supporting early-stage innovation, the majority of projects still rely on the Hydroprocessed Esters and Fatty Acids (HEFA) process, which is severely limited in its production capacity. Alternative ways of producing SAF must be developed to meet the industry’s long-term fuel demands.

In conclusion, the production and use