Iata Standard Fuel Supply Agreement

The most common agreements are between airlines and SAF manufacturers. These are essentially commercial agreements of the airport or the airline on the purchase of biojet fuels at a specified price, usually at a price very close to the price of jet fuel in force before the COVID 19 crisis. Another important means of mobilizing investment is risk-fighting financial measures that enable suppliers to provide capital-intensive production facilities on a commercial scale. Several airlines have begun introducing FAS and are announcing targets to pass certain actions in their total fuel consumption in a given year. However, further improvements in operational and technical efficiency beyond the objectives set by various stakeholders in the aviation sector (including ICAO1 and IATA2) will be needed to contain fuel demand. To put the sector on a more sustainable path, technical standards of efficiency and corSIA need to be made more ambitious. In order to further increase the availability of low-carbon CARBON emissions, more aviation biofuel technologies are needed to enable producers to access a broader raw material base (for example. B, agricultural residues, solid municipal waste) and increase production volumes. While aircraft and jet engine manufacturers have achieved impressive fuel efficiency gains over the past half century, most of these improvements have been gradual, with a few exceptions. Once a well-functioning design has proven its worth, engine and structural improvements develop from generation to generation. In 2016, Oslo Airport was the leader in the launch of SAFs, with United Airlines just behind Los Angeles Airport (LAX). Oslo and Stockholm Arlanda have both achieved impressive success in green design and are among the five airports that regularly distribute biofuels (Bergen, Brisbane, Los Angeles, Oslo and Stockholm).

For mandates to be effective, they must take into account current actual production volumes and their capacity for scale. Second, they must take into account the practical and logistical elements: airlines should be able to fulfill the joint biojet mandates or meet the CFLS compliance credits imposed on them, implying that the availability of biojet fuel reserves must be verified at the airports where they operate. Finally, they must be designed to minimize the disproportionate effects on the competitiveness of a single company, while avoiding potential loopholes that allow airlines to avoid them and ensuring that they do not lead to operational bypasses that reduce their efficiency (i.e. leaks). You can send questions to the Fuel Data Standards group at fdsg@iata.org. New and next-generation aircraft can reduce the weight of travel by optimizing cabin space use and reducing weight and increasing reliance on composite materials.