The UK's aviation industry is facing a turbulent journey towards sustainability, with a potential missed target on the horizon. Will the skies remain cloudy for green aviation?
Recent data indicates that the adoption of sustainable aviation fuels (SAF) in the UK is falling behind the government's ambitious 2025 target. The Department for Transport's (DfT) production data reveals that SAF accounted for a mere 1.6% of the fuel supplied for UK flights in most of 2025, falling short of the mandated 2% goal. This gap is significant, considering the industry's reliance on SAF to reduce its carbon footprint.
The government's mandate, introduced in January, sets a challenging trajectory for SAF integration. It demands a sharp increase from 2% in 2025 to 10% by 2030 and a substantial 22% by 2040, including the use of more sustainable second-generation fuels. But here's where it gets controversial: the aviation industry has questioned the feasibility of these targets, especially with the limited availability of SAF outside major hub airports.
So far, the UK's SAF supply has relied solely on recycled cooking oil from Asia, mainly China. Despite this, the DfT's figures show that only 160 million liters of SAF were used, a tiny fraction of the 10 billion liters of jet fuel burned in UK flights until October. The DfT cautions that these figures are provisional, with final data expected in November 2026.
SAF is seen as the key to reducing emissions in commercial aviation, particularly for long-haul flights. However, it's not without skepticism. While SAF-powered planes emit the same amount of CO2 during flight, their net carbon footprint is considered lower due to the production process. Yet, many scientists and environmental groups remain unconvinced, questioning the overall effectiveness of SAF in achieving net-zero goals.
The government's support for aviation as an economic growth driver is evident, with expansions approved for Gatwick and Luton airports. However, the proposed third runway at Heathrow remains a topic of debate, with ministers promising to consult the Climate Change Committee. Aviation Minister Keir Mather suggests that decarbonization will be a 'license for growth', with SAF playing a significant role.
Heathrow airport is leading the way with an incentive scheme, encouraging airlines to use SAF by reducing landing charges. They aim to achieve 3% SAF use in 2025. But the challenge lies in the limited SAF supply and the potential cost implications of future mandates, especially for second-generation and power-to-liquid SAF.
The UK's progress is notable compared to global aviation, but challenges remain. The International Air Transport Association (Iata) warns of stalled SAF production growth worldwide, with only 0.6% of total jet fuel consumption in 2025 coming from SAF. Iata's director general, Willie Walsh, criticizes the mandates, suggesting a need for incentives to boost SAF production.
Despite the current shortfall, industry leaders remain optimistic. Duncan McCourt, CEO of Sustainable Aviation, believes the UK is on track to meet the mandate and increase SAF usage in the coming years.
The question remains: Can the UK aviation industry soar to new sustainable heights, or will it face headwinds in its journey towards a greener future? The debate is open, and the path to sustainability may be more complex than initially thought.
