The warning has come from International Air Transport Association, which said wider acceptance of US-grade Jet A fuel could help airlines deal with growing pressure on fuel availability across Europe.

At the same time, European Union Aviation Safety Agency has issued fresh safety guidance explaining how Jet A could be introduced into European operations and outlining the risks airlines would need to manage carefully.

The discussion reflects growing concern inside the aviation industry as fuel supplies from the Gulf region remain disrupted following the US-Israel conflict with Iran and ongoing pressure around the Strait of Hormuz.

Jet fuel prices used by most European airlines have reportedly surged by roughly 50 per cent since the conflict intensified.

A fuel switch Europe rarely talks about

Commercial aviation mainly operates using two types of kerosene-based fuel: Jet A-1 and Jet A.

Jet A-1 is the standard fuel used across most international markets, while Jet A is more common in North America. The main technical difference is that Jet A-1 has a lower freezing point, making it better suited for long-haul and polar routes.

According to Stuart Fox, supplies of Jet A-1 from the Gulf have slowed significantly since the conflict began, creating particular pressure for Europe because the region relies heavily on imported fuel from the Middle East.

“European fuel supply could come under pressure if the war in the Middle East continues,” Fox reportedly wrote in a blog post.

“Using Jet A, which is produced at scale outside the Gulf, could be a practical way to help ease some pressure on existing supply chains,” he reportedly added, as quoted in a news report.

The US has increased fuel shipments across the Atlantic to help cover part of the shortfall. However, many American refineries are set up to produce Jet A rather than Jet A-1, limiting how much conventional European-grade fuel can be supplied.

Fox also reportedly pointed out that airlines in North America already use Jet A regularly, including on routes serving extremely cold regions such as Alaska, by relying on fuel additives and tighter operational planning.

Safety concerns remain in the background

While regulators appear open to the idea, EASA stressed that introducing Jet A into European airline operations would need strict coordination.

The agency reportedly said there would be no major safety concerns “provided that its introduction is properly managed”.

However, it warned that inconsistent fuel availability between airports or operational mistakes could create safety risks if aircraft crews incorrectly assume which fuel grade is onboard.

EASA reportedly cautioned that such problems “could result in an aircraft flying outside of its safe operating limits”.

The wider concern for airlines is not only fuel availability, but also rapidly rising costs.

Last week, International Airlines Group, owner of British Airways, warned it expected to spend an additional €2bn (£1.7bn) on fuel this year because of the crisis.

IAG chief executive Luis Gallego reportedly said the company did not expect “any interruption for the summer” regarding fuel supply, although the group acknowledged the higher fuel bill would hit profits.

For European airlines, the debate around fuel grades now reflects a wider industry problem: keeping aircraft in the air while fuel markets remain deeply tied to geopolitical tensions far beyond Europe’s borders.

Credits: European Airlines

The post European Airlines Could Turn to U.S. Fuel Amid Iran-Driven Aviation Crisis first appeared on AircrewNews.com.

The European aircraft maker is manufacturing two A350F aircraft for a flight-testing campaign that will run from 2026 to 2027.

The main deck cargo doors were produced at Illescas, Spain and are 4.5m wide and 4.3m tall, to make loading and unloading easier, faster, and safer. The doors are in the rear fuselage to maintain an optimal centre of gravity during loading and are made from composite materials with an electrical open/close actuation system.

The doors were delivered to the Final Assembly Line in Toulouse earlier this month and are being integrated into the fuselage of the first test aircraft and will undergo testing in the coming weeks.

The Airbus plant in Illescas is one of Airbus’ centres for the manufacturing of large-scale, complex composite surfaces and manufactures the skins and assembles the door before it is delivered for its integration into the fuselage.

While the cargo doors are being installed in in Toulouse for the test aircraft, once serial production the door installation process will happen in Hamburg.

Ricardo Rojas, president of Airbus’ Commercial Aircraft business in Spain said, “This milestone demonstrates Spain’s role in the production of our commercial aircraft, including the A350F programme.”

The A350F has a range of up to 8,700km (5,400 miles) with a payload of up to 111 tonnes. Around 70% of the aircraft is made of carbon fiber reinforced polymers, titanium, and aluminum alloys, making it 46 tonnes lighter than competitors, said Airbus.

The A350F is powered by the latest Rolls-Royce Trent XWB-97 engines, enabling a reduction in fuel consumption and carbon emissions of up to 20% when compared to previous generation aircraft with a similar payload-range capability and can also operate with up to 50% Sustainable Aviation Fuel (SAF) at the entry-into-service point, with the aim for 100% capability by 2030, as with all Airbus aircraft.

Airbus has 101 orders from 14 customers for the A350F.

Credits: Airbus A350F

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