International aviation bodies are urging European carriers to prepare for wider use of US-produced jet fuel as the US-Israel war with Iran disrupts traditional supply routes and sharply lifts costs. The move matters because Europe depends heavily on imported Jet A-1, and prices have risen about 50% since the fighting began.
What Happened
The International Air Transport Association (IATA) said Europe should consider greater flexibility in accepted fuel grades to prevent possible shortages if the conflict continues. In a recent industry post, Stuart Fox, IATA’s director of flight and technical operations, warned that prolonged instability in the Middle East could soon produce fuel deficits in parts of the global market.
The immediate pressure point is Europe’s reliance on Jet A-1, the standard aviation fuel used in most international operations. Supply from the Gulf has slowed dramatically since the war escalated, reducing volumes available to European buyers. While additional cargoes have arrived from the United States, many US refineries are configured primarily for Jet A, not Jet A-1, limiting how much of Europe’s preferred fuel can be sourced quickly.
To address that bottleneck, IATA has suggested using more Jet A in Europe. Jet A and Jet A-1 are both kerosene-based aviation fuels, but Jet A-1 has a lower freezing point and is considered more suitable for long-haul and polar flying. Fox said North American operators already use Jet A routinely, including on services to very cold regions, supported by additives and tighter operational planning.
Impact & Consequences
For airlines, the proposal could reduce near-term supply stress and help moderate cost volatility at a time when fuel bills are climbing. Fuel is one of the largest operating expenses for carriers, so a sustained 50% jump in Jet A-1 prices can affect route economics, ticket pricing decisions, and fleet deployment. If shortages appear at key hubs, flight schedules and cargo operations could also face disruption.
At the same time, introducing a second widely used fuel grade into a market accustomed to one dominant standard creates operational complexity. Airport fuel logistics, dispatch planning, crew procedures, and technical oversight would need to be coordinated to prevent errors. European regulators have emphasized that safety can be maintained, but only if transition plans are clear and consistently applied across airports and operators.
Background & Context
Commercial aviation has long relied on two principal kerosene grades: Jet A-1, used across most international networks, and Jet A, used mainly in North America. The practical distinction is cold-weather performance. Jet A-1’s lower freezing point gives operators greater margin on ultra-long-haul or high-latitude routes, which is one reason it became Europe’s default in global operations.
The present debate is rooted in geopolitics rather than a technical change in aircraft design. As conflict has disrupted flows from the Gulf, Europe’s import model has been exposed to concentration risk. US refiners can provide more supply overall, but not always in the grade Europe traditionally expects. That mismatch has pushed industry groups to argue for temporary flexibility, provided safety controls are not diluted.
International Response
The European Union Aviation Safety Agency (EASA) has issued a safety information bulletin outlining how Jet A could be introduced in Europe with appropriate controls. The regulator stated that bringing Jet A into the market need not create safety problems if implementation is properly managed across supply chains, airlines, and airports.
EASA also cautioned that poor execution could lead aircraft to operate beyond intended safety limits. It highlighted risks from uneven fuel availability between airports, which can increase the chance of fuel-grade confusion and planning errors. The guidance therefore places responsibility on suppliers, airport operators, and airlines to align procedures before wider rollout.
What to Expect Next
European carriers and fuel providers are now expected to review procurement and operating procedures as the Middle East conflict continues. If Gulf disruptions persist, pressure to normalize Jet A use in parts of Europe will likely grow. The key question is whether regulators and industry can implement common standards quickly enough to protect both supply resilience and flight safety during an extended period of market stress.
