Sustainable Aviation Fuel (SAF) is redefining the conversation around flight emissions. For business aviation, a sector that prides itself on innovation, SAF is both a technological breakthrough and a statement of intent. At the 2025 NBAA Business Aviation Convention & Exhibition (NBAA-BACE), Keith Sawyer of Avfuel Corporation and Bruce Parry of Bombardier discussed how SAF is moving from a niche innovation to a mainstream solution and why it remains essential to business aviation’s path to net zero.
“Sustainable aviation fuel is a drop-in jet fuel,” explains Keith Sawyer, manager of alternative fuels at Avfuel Corporation. “It’s certified to the same ASTM standards as traditional Jet A. You can use it in any turbine aircraft without modification, it’s jet fuel, just made in a cleaner manner.”
SAF is produced from renewable feedstocks such as used cooking oil, waste fats and organic residues. When blended with refined jet fuel, typically in a 30:70 ratio, it delivers a 75–80% reduction in lifecycle carbon emissions compared with conventional fuel. “If there’s one thing to remember,” Sawyer says, “It’s that every gallon of SAF delivers a real emissions reduction without compromising safety or performance.”
Because SAF is a direct replacement for kerosene, it requires no new airport infrastructure. “There’s no need for new tanks, trucks or pipelines,” Sawyer adds. “That’s what makes it so powerful.”
From commitment to action
SAF is also central to business aviation’s long-term climate plan. Bruce Parry, senior advisor of industry and Government affairs at Bombardier, points to the Business Aviation Commitment on Climate Change (BACCC) as the framework driving progress.
“Back in 2009, the industry commited to improving fuel efficiency by 2% every year from 2010 to 2020, achieving carbon-neutral growth from 2020 onwards, and reducing total emissions by 50% by 2050,” he says. “When we revisited those goals in 2021, we raised the bar, we now aim for net zero by 2050.”
Between 2010 and 2020, the sector improved its fuel efficiency by 1. 9% per year, almost achieving the 2% annual target. Since 2009, business aviation has cut 7.6 million tons of CO2 compared with projected levels. “Those results are real,” Parry says. “They come from industry-wide data that stands up to scrutiny.”
Business aviation accounts for just 2% of aviation’s global emissions, or 0.04% of total human-caused CO2, yet it leads the decarbonisation effort voluntarily.
“We’re 2% of the 2%,” Sawyer says. “Nobody forces us to use SAF, it’s something we do because it’s the right thing.”
Punching above its weight
That voluntary approach puts business aviation ahead of many commercial operators. “Business aviation represents around 3% of total jet fuel consumption in the USA,” says Sawyer. “But between 10% and 12% of all U.S.-produced SAF this year goes into business aviation. That’s punching above our weight.”
Manufacturers, operators, FBOs and fuel suppliers are aligning around the same goal. Many new aircraft now leave the factory with their first tank filled with SAF. “The habit starts from day one,” Sawyer notes. “Once you’ve begun, the goal is to keep going, to show suppliers and legislators that we’re serious about decarbonisation.”
At Bombardier, the principle is embedded in daily operations. “Every test, demonstration and delivery flight uses a 30% SAF blend,” Parry says. “We start with physical deliveries and move to a book-and-claim model so that every flight, anywhere in the world, contributes to reducing emissions. It’s part of our ESG plan, and it’s the right thing to do.”
Counting the cost
Cost remains a hot topic, but Parry believes perception lags reality. “We look at what SAF actually costs in operational terms,” he says. “For a 10% blend, it adds around 2.5% to annual ownership costs. At 30%, it’s roughly 7% more. That’s manageable, not the multiples people often quote.”
Incentives and mechanisms such as book-and-claim help narrow the gap further. Under this system, operators purchase SAF credits linked to real deliveries elsewhere, claiming the emissions benefit even when SAF isn’t physically available at their airport. “It’s a smart, scalable solution,” says Sawyer. “You get the environmental benefit without shipping fuel across the country.”
Supply remains the biggest barrier to wider adoption. SAF currently represents less than 1% of global jet fuel output, but production is accelerating.
“In North America, facilities are expanding rapidly across the West Coast and Gulf Coast,” Sawyer says. “Refineries such as Phillips 66, Neste, Valero and Montana Renewables are increasing capacity. The infrastructure exists, the focus now is scaling feedstocks and maintaining policy support.”
Most SAF today is produced through the HEFA-SPK process, which converts waste oils and fats into jet fuel. Newer methods, using woody biomass, municipal waste and captured CO2 combined with green hydrogen, are gaining ground. “One of our partners is already turning CO2 into liquid hydrocarbons,” Sawyer says. “Right now, it’s perfume or vodka, but it’s just one step from the glass to the aircraft.”
Feedstock diversity is essential for long-term supply. “We’re in good shape until around 2030,” Sawyer says. “After that, new sources like wood waste and hydrogen-based fuels will take over. The technology is ready, we just need scale.”
The power of incentives
Government programs remain a crucial catalyst. State schemes such as California’s Low Carbon Fuel Standard (LCFS) and federal tax credits close the price gap between SAF and fossil fuel.
“Consistency is key,” Sawyer emphasizes. “When incentives waver, investment slows. We’ve already seen that this year with legislative uncertainty. Producers need stability to keep building capacity.”
He encourages operators to take the message home. “Airports are beginning to include SAF use in lease renewals,” he says. “That’s a good sign, it makes sustainability part of everyday business.”
Both Sawyer and Parry highlight the need for continued education. “There’s still hesitation among some operators,” Sawyer admits. “But SAF is safe, proven and already used on hundreds of thousands of missions. We just need to keep spreading the word.”
Avfuel and Bombardier invest heavily in outreach through events and training. “We present at NBAA, IATA and other industry conferences,” Sawyer says. “The more people understand SAF, the faster adoption grows.”
Parry adds that the conversation now links directly to corporate ESG reporting. “Many flight departments realise they’ve overlooked their aircraft emissions,” he says. “Now they must account for Scope 1 and 3 emissions. SAF offers a tangible, auditable way to show progress.”
That corporate visibility drives momentum. “If you drink coffee, wear running shoes or use certain banks, you’re likely already supporting companies that use SAF,” Sawyer notes. “It’s happening quietly but steadily.”
As the industry advances toward 2050, both experts agree that SAF remains the single most powerful tool for decarbonization. Operational improvements and new technologies help, but fuel makes the biggest impact.
“The commitment to climate goals is voluntary,” Sawyer says. “Nobody mandates it. But business aviation chooses to lead. We’re proving that sustainability and performance can go hand in hand.”
Parry agrees. “This is about credibility,” he says. “Business aviation may be a small part of the problem, but it’s a big part of the solution. Every gallon of SAF, every operational improvement, every new aircraft design brings us closer to net zero.”
For a sector built on precision and progress, SAF is more than cleaner fuel, it’s a cultural shift. It proves that innovation and responsibility can coexist.
“Most new business aircraft are delivered with SAF in the tank,” Sawyer says. “The habit starts from day one. The challenge now is to keep it going.”
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