US jet fuel could substitute for European supplies amid Middle East shortage

US jet fuel could replace European supply as shortage risk grows

European airlines may be able to switch to US-grade jet fuel to offset the growing risk of supply shortages caused by the ongoing conflict in the Middle East. The International Air Transport Association (IATA), the European Aviation Safety Agency (EASA), and the EU have all indicated that the move is technically feasible if managed carefully, representing a significant potential shift in European aviation fuel supply chains.

IATA's director of flight and technical operations, Stuart Fox, warned that if the Middle East conflict continues, shortages could emerge in parts of the world within a short period. Fox noted that European fuel supply was particularly exposed and that switching to Jet A, the North American fuel standard, could help ease pressure on existing supply chains in the region.

The price of Jet A-1, the fuel grade most European airlines currently use, has risen by 50% since the start of the conflict, placing airlines under significant financial strain and prompting urgent discussions between regulators, industry bodies, and governments about supply chain resilience. For more context on the aviation industry's response to the fuel crisis, see the Tezons coverage of 13,000 airline flights cancelled in May and the latest from the World section on the broader geopolitical situation.

What is the difference between Jet A and Jet A-1 fuel?

There are two main grades of commercial aviation fuel in use globally. Jet A-1 is the international standard used by the vast majority of airlines outside North America, whilst Jet A is the grade primarily used within the United States and Canada. Both fuels are kerosene-based and chemically similar, but they differ in one important operational characteristic: Jet A-1 has a lower freezing point, which means it remains liquid at lower temperatures and can be used on long-haul routes that pass through polar regions, where ambient temperatures at altitude are extreme.

Fox acknowledged this difference but noted that airlines in North America routinely operate Jet A safely on routes serving very cold regions, including parts of Alaska, by using approved fuel additives and by planning and monitoring flights to ensure aircraft remain within safe operating parameters.

EASA issues safety guidance for potential Jet A introduction in Europe

EASA published a safety information bulletin setting out how US-grade Jet A fuel could be introduced into the European market and detailing the risks involved. The agency concluded that introducing Jet A in Europe would not raise safety concerns, provided the transition was properly managed throughout the supply chain.

However, EASA also identified specific risks that could arise if the changeover was handled poorly. If Jet A were introduced without careful management, the agency warned it could result in an aircraft operating outside its safe performance limits. A particular concern was the risk created by inconsistent fuel grade availability across different airports, which could lead to mixing of fuel grades and incorrect assumptions by flight crews and ground operators about what fuel had been loaded.

The EU later confirmed that there is no regulatory requirement mandating the use of either fuel grade and no regulatory obstacles to the use of Jet A in Europe, provided its use is properly communicated throughout the entire supply chain to maintain the highest standards of safe operation.

IAG flags risk if Middle East conflict continues to restrict supply

British Airways' parent company IAG stated on 8 May 2026 that it currently has no issues with fuel availability in its main markets. However, the group cautioned that if the conflict continues to restrict flows of both crude oil and jet fuel from the Middle East, there is the potential for supplies to be restricted on a global basis. IAG's warning reflected a wider concern across the airline industry that the current disruption, while manageable in the short term, could become structural if the conflict is prolonged.

Gulf-region supplies of Jet A-1 have slowed sharply since the crisis began, creating a particular problem for Europe, which normally relies heavily on imports from the region. Increased shipments of Jet A from the United States have partially offset the shortfall, but the ability to scale those imports quickly is constrained because many US refineries are not configured to produce Jet A-1, limiting what can realistically be diverted across the Atlantic.

Logistics and practicalities of switching fuel grades at scale

Switching European aviation operations from Jet A-1 to Jet A at scale is not simply a matter of redirecting tanker shipments. Airlines, fuel suppliers, airports, and aircraft operators would all need to update operational procedures, communicate changes to flight crews, adjust refuelling documentation, and in some cases modify fuel treatment processes to account for the different cold-temperature performance characteristics of the alternative grade.

Fox pointed out that the North American industry's long experience with Jet A demonstrates that the fuel can be used safely and reliably across a wide range of operating environments. The key requirement, echoed by both EASA and the EU, is that the transition must be managed in a coordinated way across every point in the supply chain, from refinery to aircraft. Ad hoc or piecemeal introduction at individual airports would carry the greatest risk of creating the inconsistencies that EASA specifically warned against.

The suggestion that Jet A could provide meaningful relief comes as European airports and national governments assess how long existing Jet A-1 stocks can sustain operations if Gulf supply routes remain disrupted. No specific timeline was given by any of the bodies involved for when a formal switch might be recommended or required.

What this means for European airline operations and passengers

A coordinated move to accept US-grade jet fuel in Europe would provide the aviation sector with a meaningful additional supply buffer at a critical time. The practical effect for passengers would be indirect: a more resilient fuel supply reduces the probability of further flight cancellations driven by rationing or shortages, which have already affected tens of thousands of travellers across the continent since the conflict began. The speed at which European regulators and the aviation industry can align on the logistics of a formal Jet A acceptance framework will determine whether this option remains theoretical or becomes a genuine operational contingency in the weeks ahead.