Why EASA Is Opening the Door — And Why Pilots Should Pay Attention

For decades, the distinction was simple: in North America, aircraft were fuelled with Jet A; almost everywhere else in the world, crews operated on Jet A-1. Most pilots barely gave it a second thought. Fuel was fuel — provided it met specification.

That assumption may soon change. Last week, EASA issued Safety Information Bulletin (SIB) 2026-04, informing operators that Jet A fuel may increasingly appear at European airports as part of a broader strategy to improve fuel supply resilience amid geopolitical uncertainty and possible disruptions in global fuel markets. The move is largely driven by concerns over potential shortages of Jet A-1 and the need to broaden Europe’s sourcing options.

At first glance, the issue may appear minor. After all, Jet A and Jet A-1 are closely related aviation kerosenes and most modern turbine aircraft are certified to operate on both. Yet EASA’s message is remarkably clear: the fuel itself is not the primary safety concern — operational assumptions are.

Not a New Fuel — But a Different Operational Environment

Jet A and Jet A-1 belong to the same kerosene family and share nearly identical characteristics in most areas. The key operational difference lies in one number: the freezing point. Jet A has a maximum freezing point of -40°C, while Jet A-1 must remain fluid down to -47°C. Those seven degrees may not sound dramatic, but at cruise altitude they matter.

Historically, Jet A became the standard in the United States because it was considered entirely adequate for domestic operations and could be produced slightly more efficiently by refineries. Jet A-1 later evolved into the international standard as long-haul flying, polar routes and very cold cruise environments became more common.

Importantly, this difference has little to do with the crude oil itself. A common misconception is that American crude somehow “naturally” produces Jet A while other regions produce Jet A-1. In reality, modern refineries can manufacture both grades from a wide variety of crude sources.

The real difference lies in refinery optimisation and economics. Producing Jet A-1 requires stricter control of low-temperature characteristics. To achieve the lower freezing point, refiners must use lighter kerosene fractions and tighter blending specifications. That slightly reduces production flexibility and overall yield. In practical terms, a refinery can generally produce somewhat more Jet A than Jet A-1 from the same barrel of crude.

Why Europe Is Looking at Jet A Now

The current discussion is not driven by technical innovation, but by supply-chain resilience.

Europe’s aviation fuel infrastructure is almost entirely built around Jet A-1. At the same time, the global market for Jet A-1 is heavily interconnected. Europe, Asia, Africa and the Middle East largely compete within the same international supply network.

The United States, however, operates in a somewhat separate ecosystem centred around Jet A. In the event of geopolitical disruptions or refinery shortages affecting Jet A-1 availability, Europe suddenly finds itself dependent on a very specific fuel grade with limited alternatives. Allowing Jet A into the European market increases flexibility and enables easier imports from North America.

The Aircraft Is Usually Not the Problem

For most of our turbine aircraft, operating on Jet A is not new at all. Long-haul crews crossing the Atlantic have quietly managed mixed-fuel operations for decades. Many aircraft departing North America already carry Jet A before uplifting Jet A-1 elsewhere in the world. Operational manuals have long reflected this reality. In other words: pilots have already been operating safely with Jet A for years. The difference now is that Europe itself may gradually evolve from a single-fuel environment into a mixed-fuel environment. And that changes the operational mindset.

EASA’s Real Concern: Human Factors

One of the most striking aspects of the EASA bulletin is what it does not say.

EASA does not suggest that Jet A is unsafe. Instead, the document repeatedly focuses on communication, operational awareness, dispatch assumptions and fuel documentation. That focus reveals the regulator’s real concern: crews may unknowingly continue operating under the assumption that all fuel loaded in Europe is Jet A-1.

In a mixed-fuel environment, we need to pay closer attention to actual fuel grade, freezing point values and fuel temperature margins, particularly during long-haul winter operations. The risk is therefore less about fuel chemistry and more about operational complacency.

More Than Just Freezing Point

Although freezing point receives most attention, it is not the only difference between the two fuel grades. One lesser-known aspect concerns electrical conductivity. Fuel flowing through pipes, hoses and filters can generate static electricity. To reduce the risk of electrostatic discharge during refuelling operations, aviation fuel often contains a Static Dissipator Additive (SDA), which improves conductivity.

In Europe, higher conductivity levels and SDA-treated fuel have long been the standard expectation. In the United States, however, practices have traditionally been somewhat different, with conductivity sometimes managed in other ways within the fuel distribution infrastructure.

For pilots, this usually remains invisible. But for fuel suppliers, airport infrastructure and operational procedures, these differences matter. It is one more reason why EASA emphasises management of change, communication and procedural awareness rather than simply focusing on the fuel itself.

A Quiet but Significant Shift

For the first time in decades, Europe may move away from a single-fuel assumption and toward a more flexible — but also slightly more complex — fuel environment.

And as so often in aviation, the challenge is not necessarily the technical change itself, but ensuring that everyone involved understands exactly what has changed — and what assumptions can no longer be taken for granted. So colleagues…check your fuel slips extra carefully!

link to EASA Here