The European Commission has authorized airlines and airports in the Union to use a type of fuel common in the United States to avert the risk of a supply crisis: about 40 percent of European imports of jet fuel come from the Persian Gulf, in fact, but the Strait of Hormuz is still closed.
WHAT IS THE DIFFERENCE BETWEEN AMERICAN JET FUEL AND EUROPEAN?
The “American” fuel approved by Brussels is called Jet A, is mainly composed of kerosene, and is practically identical to Jet A-1, the variety used in the European Union and most countries worldwide. The main difference lies in the freezing point: the “American” Jet A freezes at -40 degrees Celsius, while Jet A-1 freezes at -47 °C.
Jet A-1, therefore, is better suited for flights crossing very cold areas or remaining at high altitudes for long periods. North American airlines, which also operate on cold routes such as those to Alaska, compensate for this characteristic by using specific additives.
THE COMMISSION’S WORDS AND TECHNICAL RECOMMENDATIONS
The European Commission explained that “there are no regulatory barriers to the use of Jet A fuel imported into Europe, provided its use is properly managed and communicated throughout the fuel supply chain.” Also because aircraft bound for Europe are already refueled with Jet A at U.S. airports.
However, EASA – the European Aviation Safety Agency – emphasized that the introduction of Jet A “in markets that usually use Jet A-1 must be properly managed” to avoid misuse and handling errors related to the different characteristics of the two fuel types.
A GREAT OPPORTUNITY FOR AMERICAN JET FUEL
Despite increases in jet fuel prices and the risk of flight cancellations reported by airlines such as Lufthansa and KLM, there is currently no severe fuel shortage at European airports: at least not as severe as in some Southeast Asian countries, which have had to resort to rationing.
On the other hand, the European Union may not be able to significantly increase domestic jet fuel production because refineries must focus on other crude derivatives and because process reorganization is not always technically feasible. Even American plants are not equipped to produce Jet A-1, for example, so they cannot compensate for the loss of supplies from the Persian Gulf.
Jet A fuel, in short, can represent a valid alternative: it is almost identical to Jet A-1 and is produced in large quantities in the United States. According to the International Air Transport Association, a trade organization based in Canada, greater international use of North American jet fuel could represent a solution to supply problems.
