According to the International Air Transport Association (IATA), the biggest bottleneck in achieving net-zero aviation will be the deployment of sustainable aviation fuel (SAF) technologies, not the availability of feedstock. This claim flips the narrative: scaling technology pathways—encompassing processing systems, certification, and infrastructure—may be the genuine hurdle, not sourcing enough biomass or waste.

Why Technology, Not Feedstock, Is the Core Constraint

IATA argues that feedstock (e.g., waste oils, biomass, municipal waste) is abundant and widely distributed globally. The challenge lies in scaling the conversion, certification, and fuel system integration of SAF at a rapid pace.
Key issues include:

• Capital intensity and long commissioning timelines of SAF plants
• Regulatory approval, safety standards, and fuel blending certification
• Infrastructure for distribution, storage, and blending at airports
• Coordination between fuel producers, airlines, and regulators
• Global disparity in policy support and investment across regions

When feedstock is otherwise abundant, the bottleneck becomes how fast the sector can commercialize SAF technologies and integrate them into aviation fuel systems.

The International Air Transport Association (IATA), in partnership with Worley Consulting, has published a study demonstrating that sufficient sustainable aviation fuel (SAF) feedstock exists to enable the airline industry to achieve net-zero CO2 emissions by 2050. All feedstocks considered meet stringent sustainability criteria and do not result in changes to land use. The study also identified significant barriers in using that feedstock for SAF production, namely:

• The slow pace of technology rollout that would enable SAF to be produced from varied sources. Currently, the only commercially scaled SAF production facilities use HEFA technology, for example, converting used cooking oil into SAF.
• Competition with other potential users of the same feedstock. Policies allocating biomass feedstock to hard-to-abate sectors, such as aviation, must be prioritized.

Airlines will need 500 million tonnes (Mt) of SAF to achieve net-zero carbon emissions by 2050, as outlined in the IATA Net Zero Roadmaps. This can be achieved from two primary sources:

• Biomass: This has the potential to produce more than 300 Mt of bio-SAF annually by 2050. The use of competing sources could limit some of this potential. This potential could be expanded by unlocking additional feedstocks or through efficiency gains and technology improvements over intervening decades.
• Power-to-liquid (PtL): This will be required to reach 500 Mt of SAF production annually by 2050. Maximizing the volumes of cost-effective bio-SAF will reduce the pressure on e-SAF to bridge the gap.

In all cases, to maximise SAF output, it will be essential to improve conversion efficiencies, accelerate technology rollout, enhance feedstock logistics, and invest in better infrastructure required to scale up commercial facilities across all regions.

“We now have unequivocal evidence that if SAF production is prioritised, then feedstock availability is not a barrier in the industry’s path to decarbonisation. There is sufficient potential feedstock from sustainable sources to achieve net-zero carbon emissions by 2050. However, this will only be accomplished with a major acceleration of the SAF industry’s growth. We need shovels in the ground now,” said Willie Walsh, IATA’s Director General.

Key findings from the report include:

There are sufficient sustainable feedstocks and SAF production technologies to decarbonize aviation and meet the goal of net-zero carbon emissions by 2050.

With the right policies and investments, more than 300 million tons of SAF from biomass feedstocks could be produced annually by mid-century, and around 200 million tons from e-SAF.

The main challenges are:

• Enhancing the feedstock supply chain infrastructure, scaling up novel sources that meet sustainability criteria, and ensuring that the feedstocks identified for SAF production are made available to the air transport industry.
• Accelerating technology rollout to unlock new SAF production technologies, especially PtL, including reliable access to the low-cost renewable electricity, hydrogen, and carbon capture infrastructure, which are all required as part of the PtL production method.
• Achieving coordinated government policies to support innovation and investment to create a fully functioning SAF market, unlocking new economic opportunities.
• Rallying regional leadership, with North America, Brazil, Europe, India, China, and ASEAN identified as key drivers of global SAF output.
• Activating the energy industry to invest in SAF production capacity, support technology commercialisation, and align their business strategies with global decarbonisation goals.

“The report highlights the local and regional opportunities for SAF production to create jobs, stimulate economies, and support energy security goals. Governments, energy producers, investors, and the aviation sector must collaborate, de-risk investments, and accelerate the rollout of sustainable aviation fuels. Policy certainty and cross-sector collaboration are essential to unlock the scale we need. The time to act is now—delays will only make the challenge harder,” said Marie Owens Thomsen, IATA’s Senior Vice President Sustainability and Chief Economist.

“With this study, it becomes clear that we can make SAF the solution it needs to be for aviation’s decarbonisation. The potential to transition SAF feedstock into actual SAF production lies in the hands of policymakers and business leaders, particularly in the energy sector. The conclusion of this study is a call to urgent action. We have just 25 years to turn this proven potential into reality,” said Walsh.

Korean Air Expands Use of Domestically Produced SAF on Japan Routes.

Korean Air has expanded its use of domestically produced sustainable aviation fuel (SAF), introducing a SAF blend on flights to Kobe and Osaka. The airline first trialed locally produced SAF on its Incheon-Haneda route from August 2024 to August 2025, successfully verifying the fuel’s safety and performance. SAF, which can reduce life-cycle carbon emissions by up to 80% compared to conventional jet fuel, is considered a key component of the aviation industry’s decarbonization strategy. Korean Air will use a 1% SAF blend on flights from Incheon to Kobe (KE731) and Gimpo to Osaka (KE2117) from September 19, 2025, through December 31, 2026. The program will cover approximately 90 flights on the Kobe route and 26 flights on the Osaka route.

The airline’s SAF is sourced from domestic suppliers HD Hyundai Oilbank and GS Caltex. Produced from used cooking oil (UCO), the fuel is certified under the International Civil Aviation Organization’s (ICAO) Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). This initiative reflects Korean Air’s commitment to driving sustainable aviation in Korea and supporting global efforts to achieve carbon neutrality.

Lead the Aviation Fuel Transformation with Klean’s Strategic Insight

Decarbonization Leadership. Technical Expertise. One Partner That Moves You Forward.

As the aviation sector evolves, Klean Industries assists stakeholders, fuel producers, airports, and regulators in navigating the deployment, integration, and market strategy of SAF technology. With deep experience across clean fuels, hydrogen, and circular systems, we bring the clarity and execution framework to help turn constraints into opportunities.

Klean’s Aviation/Sustainable Fuel Edge:

✅ Technical Strategy & Commercial Roadmaps for SAF Scale-up
✅ Certification & Compliance Support (ASTM, regional regulators)
✅ Infrastructure Planning & Integration with Airports
✅ Feedstock-to-Fuel Pathway Modeling & Optimization
✅ Advisory from Concept Through Deployment

With Klean’s cross-domain capabilities, your SAF or clean aviation project won’t just keep pace; it’ll lead.

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