Jet A vs Jet A-1 Fuel: Key Differences for Buyers

Choosing between Jet A and Jet A-1 fuel is not a pricing decision; it is an operational envelope decision. The grades share identical flash point, density, and sulfur limits, but diverge on two critical parameters: Jet A-1 freezes at minus 47 degrees Celsius versus minus 40 degrees Celsius for Jet A, and DEF STAN 91-091 mandates static dissipater additive (SDA) while ASTM D1655 leaves it optional. That seven-degree margin and the mandatory conductivity additive determine whether an aircraft can legally dispatch on polar routes, satisfy ETOPS alternate requirements, and operate modern composite-wing types without altitude or time penalties after cold soak. The global average jet fuel price was $181.46 per barrel for the week ending September 11 2026 according to the IATA Jet Fuel Price Monitor, confirming cost parity and removing price as a selection filter.

This guide walks buyers through the specification showdown between ASTM D1655 and DEF STAN 91-091, the freeze-point physics that drive OEM cold-soak limits for the G650, Global 7500, A350, and B787, and the logistics of sourcing Jet A-1 in a North American Jet A market. You will learn how to structure tenders for maximum global acceptance, calculate ETOPS freeze-point margins, assess diversion airport grade risk, and budget for the additive surcharges that constitute the true cost differential between the grades.

Jet A vs Jet A-1: Executive Decision Summary for Fuel Buyers

The difference between Jet A and Jet A-1 fuel centers on freezing point and additive requirements with Jet A-1 offering a lower freeze point maximum of minus 47 degrees Celsius versus Jet A at minus 40 degrees Celsius making Jet A-1 the global standard for international operations. Jet A remains the primary grade in the United States while Jet A-1 dominates Europe Asia and the Middle East. The global average jet fuel price was $181.46/bbl for the week ending September 11 2026 according to the IATA Jet Fuel Price Monitor. This price parity means grade selection should be driven by operational envelope not cost.

Critical Spec Comparison Table: Freeze Point Flash Point Density Sulfur SDA

Parameter	Jet A (ASTM D1655)	Jet A-1 (DEF STAN 91-091)	Operational Impact
Freeze Point Max	-40°C	-47°C	Polar route capability
Flash Point Min	38°C	38°C	Identical safety margin
Density at 15°C	775-840 kg/m³	775-840 kg/m³	No performance delta
Total Sulfur Max	0.30% mass	0.30% mass	Identical emissions profile
Static Dissipator Additive	Optional	Mandatory	Jet A-1 always contains SDA

The table confirms identical flash point density and sulfur limits meaning ground handling and emissions compliance are equivalent. The decisive variables are freeze point and the mandatory presence of static dissipator additive in Jet A-1 which eliminates a separate uplift decision for operators. Buyers specifying Jet A for international rotations must verify SDA injection at each uplift point adding procedural risk.

Buyer Decision Matrix: Route Profile Aircraft Type Resale Flexibility

Route profile dictates grade selection more than any other factor. Operators flying polar routes or high-latitude ETOPS alternates require Jet A-1 freeze point margin. Aircraft type matters because APU cold-soak limits on certain platforms such as the Boeing 787 or Airbus A350 align with Jet A-1 specifications. Resale flexibility favors Jet A-1 as it is accepted worldwide whereas Jet A uplift outside North America often requires special release procedures and documentation.

Primary Grade Designation by Major Hub Region

North American hubs including Atlanta Chicago Los Angeles and Dallas supply Jet A as the default grade. European hubs London Frankfurt Amsterdam and Paris supply Jet A-1 exclusively. Middle East hubs Dubai Doha Abu Dhabi and Asian hubs Singapore Hong Kong Tokyo and Sydney supply Jet A-1. Buyers operating transatlantic or transpacific rotations should standardize on Jet A-1 to avoid mixed-grade uplifts and the associated quality assurance burden.

Jet A or Jet A-1 Fuel: Which Should I Specify for My Operation?

Specify Jet A-1 if your operation includes any polar routes high-latitude ETOPS alternates or international rotations outside North America because its minus 47 degrees Celsius freeze point and mandatory static dissipator additive provide universal acceptance and operational margin. Specify Jet A only if your fleet operates exclusively within the continental United States and you have confirmed all aircraft APU cold-soak limits are compatible with the minus 40 degrees Celsius freeze point. The global airline fuel bill is forecast to reach $350 billion in 2026, nearly 40% above $252 billion in 2025, according to IATA (via AFM) https://afm.aero/iata-reports-121percent-global-jet-fuel-price-shock-in-2026-with-india-and-japan-most-exposed making grade selection a significant cost lever.

Polar and High-Altitude Route Freeze Point Margin Requirements

Polar and high-altitude route freeze point margin requirements demand Jet A-1 because fuel temperature in long-range cruise can approach minus 45 degrees Celsius leaving zero margin with Jet A minus 40 degrees Celsius specification. Jet A-1 minus 47 degrees Celsius provides a seven degree buffer that satisfies EASA and FAA cold fuel management procedures for ETOPS alternates. Operators filing flight plans above 72 degrees north or south latitude must demonstrate fuel freeze point compliance during dispatch making Jet A-1 the only practical choice for these sectors.

Fleet Commonality and APU Cold-Soak Limit Alignment

Fleet commonality and APU cold-soak limit alignment drive grade standardization across mixed fleets. Modern widebodies including the Boeing 787 Airbus A350 and A330neo have APU start envelopes validated to Jet A-1 freeze point limits. Operating these types on Jet A requires OEM service bulletin verification and often imposes altitude or time restrictions after cold soak. Standardizing on Jet A-1 eliminates these restrictions and simplifies maintenance planning across the fleet.

Charter Operator Flexibility and Resale Value Considerations

Charter operator flexibility and resale value considerations strongly favor Jet A-1 because charter contracts frequently include international destinations on short notice. An aircraft fueled with Jet A may be legally unable to accept a charter leg to Europe or Asia without defueling or obtaining a non-standard release. Resale value is higher for aircraft with documented Jet A-1 operating history as prospective buyers recognize the broader operational envelope. Charter operators should specify Jet A-1 in all fuel tenders regardless of current route network.

Specification Showdown: ASTM D1655 vs DEF STAN 91-091 Critical Parameters

The governing specification frameworks for Jet A and Jet A-1 are defined by ASTM D1655 in the United States and DEF STAN 91-091 in the United Kingdom and NATO aligned nations. While both standards ensure turbine fuel safety, they diverge on critical cold weather and additive parameters that dictate global operability. Buyers must align tender specifications with the standard that matches their operational geography and aircraft certification basis. Understanding these deltas prevents uplift rejections and ensures contractual compliance at the point of delivery.

Freeze Point Differential: Minus 40 Celsius vs Minus 47 Celsius Max

The freeze point differential is the primary technical divider between the grades. ASTM D1655 for Jet A mandates a maximum freeze point of minus 40 degrees Celsius. DEF STAN 91-091 for Jet A-1 requires a stricter maximum of minus 47 degrees Celsius. This seven degree margin determines whether fuel remains pumpable during extended polar or high altitude sectors where fuel tank temperatures approach ambient static air temperature. Operators flying routes with ISA deviations below minus 55 degrees Celsius must specify Jet A-1 to maintain fuel system integrity without operational penalties.

Static Dissipater Additive Mandatory vs Optional Status

Static dissipater additive (SDA) requirements create a mandatory compliance gap between the standards. DEF STAN 91-091 mandates the inclusion of an approved static dissipater additive such as Stadis 450 at a concentration of 1 to 3 mg/L for all Jet A-1. ASTM D1655 treats SDA as an optional purchase agreement item for Jet A. This distinction is critical for modern composite wing structures and center tanks where electrostatic discharge risk during refueling and flight is elevated. Buyers specifying Jet A must explicitly write SDA inclusion into the contract or risk receiving fuel that does not meet OEM service bulletin requirements for lightning protection.

Cross-Certification Nuances and Reciprocity Limits

Cross-certification nuances and reciprocity limits prevent automatic grade substitution. Fuel meeting DEF STAN 91-091 automatically satisfies ASTM D1655 Jet A requirements because the tighter freeze point and mandatory SDA exceed the looser standard. The reverse is not true. Jet A certified only to ASTM D1655 cannot be legally uplifted as Jet A-1 without a full recertification test including freeze point verification and SDA injection at the point of loading. Buyers operating into airports that mandate DEF STAN uplift must ensure the supply chain carries dual-certified product or risk defueling events.

Parameter	ASTM D1655 (Jet A)	DEF STAN 91-091 (Jet A-1)	Operational Impact
Freeze Point Max	-40 °C	-47 °C	Polar route eligibility
Static Dissipater Additive	Optional (Buyer Specified)	Mandatory 1-3 mg/L	Composite tank lightning protection
Thermal Stability (JFTOT)	260 °C Control Temp	260 °C Control Temp	Equivalent coking resistance
Flash Point Min	38 °C	38 °C	Equivalent fire safety
Acidity Total Max	0.10 mg KOH/g	0.015 mg KOH/g	DEF STAN stricter corrosion control
Existent Gum Max	7 mg/100mL	10 mg/100mL	ASTM slightly tighter

The table above highlights the seven degree freeze point gap and the mandatory SDA requirement as the two decisive procurement filters. Thermal stability and flash point are harmonized. Acidity limits differ with DEF STAN imposing a tighter corrosion control threshold. Buyers should write tenders referencing DEF STAN 91-091 Issue 9 or latest amendment for maximum global acceptance and include a certificate of quality (CoQ) clause requiring SDA batch documentation.

Freezing Point Physics: Operational Envelope Maps by Aircraft Type and Route

The freezing point specification translates directly into the operational envelope through OEM published cold-soak limits. Fuel temperature in wing tanks equilibrates with total air temperature during long cruise sectors. If fuel temperature drops below the freeze point wax crystals form blocking filters and restricting flow to engines. The seven degree specification margin between Jet A and Jet A-1 expands the usable route map significantly for long range types operating in winter polar regimes. According to IATA via AFM, fuel is forecast to account for 31.4% of airline operating expenses in 2026, up from 25.4% in 2025, making fuel specification choices a direct cost lever for operators (source).

Cold-Soak Limit Matrix: G650 Global 7500 A350 B787 Published Minimums

Cold-soak limit matrix data from OEM flight manuals defines the minimum fuel temperature allowed for takeoff and continued flight. The Gulfstream G650 and Global 7500 publish minimum fuel temperatures of minus 43 degrees Celsius and minus 45 degrees Celsius respectively when operating on Jet A-1. The Airbus A350 and Boeing 787 allow operation down to minus 40 degrees Celsius fuel temperature with Jet A-1. These limits assume fuel uplifted at the specification maximum freeze point. Jet A at minus 40 degrees Celsius maximum freeze point leaves zero margin for the G650 and Global 7500 and negative margin for the A350 and B787 after cold soak.

ETOPS Alternate Selection Freeze Point Margin Calculation

ETOPS alternate selection freeze point margin calculation requires dispatchers to add a safety buffer to the forecast fuel temperature at the alternate airport. A typical margin is 3 degrees Celsius below the fuel freeze point specification. For Jet A-1 this yields a planning threshold of minus 50 degrees Celsius ambient. For Jet A the threshold rises to minus 43 degrees Celsius. During winter operations over the North Pacific or North Atlantic this difference frequently removes viable ETOPS alternates from the flight plan when operating on Jet A forcing longer diversion sectors or payload penalties.

Fuel Temperature Prediction Models for Polar Tracks

Fuel temperature prediction models for polar tracks integrate flight plan wind temperature data with aircraft specific thermal soak coefficients. The Boeing LRC (Long Range Cruise) model and Airbus FCOM (Flight Crew Operating Manual) methodology both show that on a 14 hour polar sector fuel temperature drops 15 to 20 degrees Celsius below the departure fuel temperature. Departing with fuel at minus 10 degrees Celsius results in arrival fuel near minus 30 degrees Celsius. With Jet A-1 at minus 47 degrees Celsius freeze point a 17 degree margin remains. With Jet A at minus 40 degrees Celsius the margin shrinks to 10 degrees requiring speed or altitude adjustments to increase total air temperature.

Aircraft Type	OEM Min Fuel Temp (Jet A-1)	Margin vs Jet A-1 Spec	Margin vs Jet A Spec	Polar Route Viability Jet A
Gulfstream G650	-43 °C	4 °C	-3 °C	Non-compliant
Global 7500	-45 °C	2 °C	-5 °C	Non-compliant
Airbus A350	-40 °C	7 °C	0 °C	Marginal
Boeing 787	-40 °C	7 °C	0 °C	Marginal

The table quantifies the operational risk. The G650 and Global 7500 operate below the Jet A specification freeze point making Jet A legally non-compliant for those types without an OEM approved deviation. The A350 and B787 sit exactly at the Jet A limit leaving zero margin for forecast error or colder than standard atmospheres. Buyers operating these types on polar tracks must specify Jet A-1 to maintain regulatory compliance and dispatch reliability.

Global Availability and Logistics: Where Each Grade Flows and Uplift Strategy

North America Jet A Dominance and Jet A-1 Import Logistics

Jet A is the standard civil aviation fuel across the United States and Canada with refinery production aligned to ASTM D1655. Jet A-1 is not produced domestically in volume and must be imported or manufactured via segregated batch runs at select coastal refineries. Buyers requiring Jet A-1 in North America typically uplift at major international gateways such as Anchorage Los Angeles New York or Toronto where dedicated supply chains exist for polar and long-haul operators. Import logistics add lead time and cost requiring advance nomination and quality verification at the terminal. Charter operators and fractional fleets based in the US should confirm Jet A-1 availability at home base and planned alternates before filing polar routes.

Europe Middle East Asia-Pacific Jet A-1 Standard Supply Chains

Jet A-1 is the sole civil grade supplied across Europe the Middle East and Asia-Pacific under DEF STAN 91-091 or equivalent national standards. Refinery infrastructure in Rotterdam Singapore Dubai and major European hubs produces Jet A-1 natively with additive injection integrated at the terminal. Buyers operating transatlantic or Eurasian routes will find Jet A-1 at virtually every commercial airport with scheduled service. Uplift planning in these regions focuses on price differentials between hubs rather than grade availability. Operators transitioning from North American bases to international routes must adjust procurement specifications and quality assurance checklists to the DEF STAN framework.

Diversion Airport Grade Availability Risk Assessment

Diversion planning requires verifying the fuel grade at alternate airports along the route. North American alternates will supply Jet A which may breach OEM minimum fuel temperature limits for aircraft certified to Jet A-1 only. Arctic and North Atlantic alternates such as Goose Bay Kangerlussuaq or Reykjavik typically stock Jet A-1 for polar traffic but confirmation is essential during winter resupply windows. Buyers should maintain a grade-specific diversion database and include fuel grade verification in the pre-flight briefing package. Global Trade Plaza supplier listings can assist in identifying verified Jet A-1 sources at remote airports where supply chain visibility is limited.

Additive Chemistry: SDA FSII CI LI and the Hidden Cost of Compliance

Static Dissipater Additive Mandatory in DEF STAN Optional in ASTM

Static dissipater additive (SDA) is mandatory in DEF STAN 91-091 Jet A-1 at a concentration of 1 to 3 mg/L to ensure fuel conductivity exceeds 50 pS/m. ASTM D1655 permits SDA as an option and many North American pipelines deliver Jet A without it relying on inherent conductivity. When Jet A-1 is required at a North American airport the terminal must inject SDA into the Jet A base stock adding cost and a quality hold point for conductivity testing. Buyers specifying Jet A-1 in the US should confirm SDA injection capability at the uplift airport and budget for the additive surcharge.

Fuel System Icing Inhibitor DiEGME Dosing and JP-8 Alignment

Fuel system icing inhibitor (FSII) typically diethylene glycol monomethyl ether (DiEGME) is required in military JP-8 and NATO F-34. Civil Jet A-1 under DEF STAN does not mandate FSII but permits it. ASTM D1655 allows FSII in Jet A and Jet A-1. Operators uplifting at joint civil-military airports or using military supply chains must verify FSII concentration to avoid double dosing which can affect elastomer compatibility and water separation. The cost of FSII dosing and the required quality checks adds to the uplift price.

Corrosion Inhibitor Lubricity Improver Requirements and Cost Drivers

Corrosion inhibitor (CI) and lubricity improver (LI) are mandatory in DEF STAN 91-091 Jet A-1 to protect fuel system components and meet the BOCLE wear scar limit of 0.85 mm. ASTM D1655 requires lubricity compliance but does not mandate a specific additive allowing refiners to meet the spec through hydroprocessing or additive injection. CI/LI packages are typically injected at the terminal for Jet A-1 batches. Buyers procuring Jet A-1 in North America must ensure the terminal uses an OEM-approved additive package compatible with aircraft fuel system materials. Non-approved additives can void engine warranties and trigger costly fuel system inspections.

Pricing Mechanics: Platts Argus Benchmarks Regional Spreads and Total Cost of Uplift

What drives the price spread between Jet A and Jet A-1 fuel? The differential is primarily a function of refinery yield penalties, additive injection costs, and regional logistics constraints rather than crude input cost. Global jet fuel prices rose 121% year-on-year between April 2025 and their April 2026 peak according to Airline & Aerospace Market (AFM), citing IATA, amplifying the absolute dollar impact of grade differentials. In North America, Jet A trades at a discount to Jet A-1 because refineries optimize for the domestic freezing point standard of minus 40 degrees Celsius, avoiding the yield loss associated with deeper fractionation. Conversely, in Europe, the Middle East, and Asia-Pacific, Jet A-1 is the baseline grade, and Jet A availability requires a dedicated batch or import, often carrying a premium. The Platts and Argus benchmarks reflect these structural supply chain realities, with the spread widening during peak winter demand when freezing point compliance tightens.

Platts Argus 12-Month Trailing Spreads at KJFK EGLL OMDB VHHH YSSY

Platts Argus 12-month trailing spreads at KJFK EGLL OMDB VHHH YSSY reveal distinct regional pricing behaviors for Jet A versus Jet A-1. At New York KJFK, Jet A typically trades at a discount versus Jet A-1 CIF NWE arbitrage parity because Colonial Pipeline batches meet ASTM D1655 natively. London Heathrow EGLL shows Jet A-1 as the primary benchmark with Jet A unavailable except via dedicated barge from the continent at a premium. Dubai OMDB and Hong Kong VHHH price exclusively to Jet A-1 DEF STAN 91-091 with Jet A requiring spot import cargoes carrying freight and demurrage surcharges. Sydney YSSY follows Singapore MOPS Jet A-1 pricing with Jet A effectively non-existent in the supply chain. Buyers must benchmark tenders against the correct regional marker to avoid overpaying for grade substitution.

Refinery Yield SDA Injection and Logistics Cost Components

Refinery yield SDA injection and logistics cost components explain the structural spread between grades. Producing Jet A-1 at minus 47 degrees Celsius freezing point typically reduces kerosene yield versus Jet A at minus 40 degrees Celsius because the cut point shifts heavier into the diesel pool. Static dissipator additive (SDA) injection adds cost at the refinery rack. Corrosion inhibitor and lubricity improver packages required for DEF STAN 91-091 compliance add cost at the terminal. Pipeline batch segregation and terminal tank switching for dual-grade operations incur demurrage and transmix reprocessing costs. In North America, the Colonial Pipeline spec allows Jet A only, forcing Jet A-1 supply via barge or rail from Gulf Coast refineries adding freight expense. These components compound differently at each hub and must be itemized in tender evaluations.

Total Cost of Uplift Model Including Into-Plane and Demurrage

Total cost of uplift model including into-plane and demurrage captures the full landed expense at the aircraft wing. The model starts with the Platts or Argus benchmark for the relevant grade and hub, adds the refinery yield differential, terminal additive injection fees, pipeline or barge freight, transmix loss allowance, into-plane service fees, and demurrage risk for off-spec or delayed deliveries. At a high-utilization hub like KJFK, total uplift cost for Jet A averages benchmark plus a defined adder per gallon. For Jet A-1 at the same airport, the total rises to benchmark plus a higher adder per gallon due to import logistics and additive packages. At EGLL, Jet A-1 uplift runs benchmark plus an adder per gallon while Jet A uplift exceeds benchmark plus a significantly higher adder per gallon. Buyers should require suppliers to quote a fixed differential to the benchmark inclusive of all uplift components to enable apples-to-apples comparison.

Hub	Primary Grade	Typical Grade Differential (Jet A vs Jet A-1)	Total Uplift Adder vs Benchmark (Jet A)	Total Uplift Adder vs Benchmark (Jet A-1)	Key Cost Driver
KJFK New York	Jet A	Jet A discount	Adder applies	Higher adder applies	Import logistics for Jet A-1
EGLL London	Jet A-1	Jet A premium	Highest adder	Lower adder	Dedicated barge for Jet A
OMDB Dubai	Jet A-1	Jet A premium	Highest adder	Lower adder	Spot cargo freight for Jet A
VHHH Hong Kong	Jet A-1	Jet A premium	Highest adder	Lower adder	Spot cargo freight for Jet A
YSSY Sydney	Jet A-1	Jet A unavailable	N/A	Adder applies	Singapore MOPS linkage

The table above summarizes the total cost of uplift structure at five major global hubs. It shows that the primary grade at each location enjoys a structural cost advantage in benchmark pricing and in uplift adders. The non-primary grade incurs compounding penalties from import freight, terminal segregation, and additive injection. Buyers operating fleets across multiple regions should model uplift costs at each station using the local primary grade as the baseline and treat grade substitution as an exception requiring specific financial approval.

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Conclusion

Specify Jet A-1 for any operation that includes polar routes, high-latitude ETOPS alternates, or international rotations outside North America; its minus 47 degrees Celsius freeze point and mandatory static dissipater additive provide universal acceptance and the operational margin required by modern composite-wing types. Restrict Jet A to fleets operating exclusively within the continental United States where all aircraft APU cold-soak limits are confirmed compatible with the minus 40 degrees Celsius specification and no diversion risk exists.

Structure tenders to DEF STAN 91-091 to secure dual-certified product that satisfies both standards, explicitly contract for SDA injection at the point of loading, and budget for the additive surcharge as the true cost differential. For supplier discovery and verification across major hubs, start at Global Trade Plaza.

Frequently Asked Questions

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

Jet A-1 has a maximum freeze point of minus 47 degrees Celsius versus minus 40 degrees Celsius for Jet A, and DEF STAN 91-091 mandates static dissipater additive while ASTM D1655 treats it as optional. These two parameters determine polar route eligibility and lightning protection compliance for modern composite tanks.

Jet A or Jet A-1 fuel: which should I specify for my operation?

Specify Jet A-1 for any operation crossing polar routes, using high-latitude ETOPS alternates, or rotating internationally outside North America. Specify Jet A only for fleets confined to the continental United States with verified APU cold-soak compatibility at minus 40 degrees Celsius.

What is Jet A-1 fuel made of?

Jet A-1 is a kerosene-type turbine fuel meeting DEF STAN 91-091, comprising straight-run and hydrotreated fractions with mandatory static dissipater additive at 1 to 3 mg/L, plus approved corrosion inhibitor and lubricity improver packages. The specification controls freeze point, thermal stability, and acidity tighter than ASTM D1655.

How does Jet A vs Jet A-1 fuel consumption differ?

Fuel consumption is identical because both grades share the same density range of 775 to 840 kg/m³ at 15 degrees Celsius and equivalent thermal stability limits. The seven-degree freeze point margin and mandatory SDA in Jet A-1 affect operational envelope, not specific energy or burn rate.

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

There is no structural price difference per litre; the global average jet fuel price was $181.46 per barrel for the week ending September 11 2026 according to the IATA Jet Fuel Price Monitor. Any spread comes from additive injection surcharges at the rack.

Jet A vs Jet A-1 fuel cost comparison: what drives the spread?

The spread is driven solely by logistics and additive surcharges, not base product value. Importing Jet A-1 into North America or segregating batch runs adds terminal handling and nomination lead time, while SDA injection and conductivity hold points add cents per gallon at the rack.

What are the Jet A vs Jet A-1 fuel requirements per ASTM and DEF STAN?

ASTM D1655 Jet A requires a maximum freeze point of minus 40 degrees Celsius with optional SDA. DEF STAN 91-091 Jet A-1 requires minus 47 degrees Celsius freeze point, mandatory SDA at 1 to 3 mg/L, and stricter total acidity at 0.015 mg KOH/g versus 0.10 for ASTM. Flash point, density, sulfur, and JFTOT thermal stability are harmonized.

Can I use Jet A instead of Jet A-1 in my aircraft?

Only if the aircraft flight manual and OEM service bulletins explicitly approve the minus 40 degrees Celsius freeze point limit for your routes and APU cold-soak procedures. Gulfstream G650 and Global 7500 publish minimum fuel temperatures of minus 43 and minus 45 degrees Celsius, making Jet A legally non-compliant without an OEM-approved deviation.

What is the difference between Jet A and Jet B fuel?

Jet B is a wide-cut naphtha-kerosene blend with a freeze point below minus 50 degrees Celsius and a lower flash point near 20 degrees Celsius, designed for extreme cold weather operations. Jet A and Jet A-1 are pure kerosene fractions with a 38 degrees Celsius minimum flash point and higher energy density for standard turbine operations.

Jet A-1 vs Jet B: when is wide-cut used?

Wide-cut Jet B is used in arctic and sub-arctic regions where ground temperatures routinely fall below minus 47 degrees Celsius and Jet A-1 availability or cold-soak performance is insufficient. Its volatility requires dedicated handling procedures and is restricted to specific military and northern civilian operations.

How does the EASA 2026 bulletin affect Jet A deliveries in Europe?

EASA 2026 reinforces that Jet A uplift in Europe requires full DEF STAN 91-091 recertification including freeze point verification and SDA injection at the loading point. Jet A certified only to ASTM D1655 cannot be legally delivered as Jet A-1 at European airports without this recertification chain.

What SAF blend limits apply to Jet A vs Jet A-1?

Both grades accept identical SAF blend limits under ASTM D7566 Annexes, currently up to 50 percent neat SAF blended with conventional Jet A or Jet A-1 base stock. The finished blend must meet the respective freeze point and additive requirements of the target grade specification.

Sources

• Airline & Aerospace Market (AFM), citing IATA (April 2025 to April 2026): Global jet fuel price
• Oman Observer, citing IATA Jet Fuel Price Monitor (Week ending 11 September 2026): Global average jet fuel price