Business aviation faces constant pressure to assert its green credentials. In a blog published in March, Omar Hosari, co-owner and CEO of Dubai-based UAS International Trip Support, argued that, in being singled out, business aviation is being unreasonably treated. He set out some of the developments that have taken place to show that the sector is alive to the issue.
“Business aviation often unfairly comes under scrutiny for its environmental impact, despite statistics confirming that the industry creates just a fraction of the total environmental impact that the broader aviation sector is responsible for,” Hosari wrote. “In reality, business and general aviation are a hotbed for sustainability-related innovations and the creation of greener technologies.
“Business aviation companies are exploring measures such as electric flights, hydrogen-powered aircraft, and the conscious adoption of more sustainable practices to reduce their carbon footprint.”
The playbook for the implementation of sustainable aviation fuel (SAF) in the Middle East is generally accepted to have three major components. First, governments must give their blessing to the concept, most obviously by providing the money that will allow producers and end-users to commit to it as economically feasible. Then, national oil companies in the region must throw their weight and resources behind it. Finally, airlines must use it on a scale that will drive down its cost.
Hosari is unsure when governments in the region will make their support for SAF explicit. “It is difficult to say, but as a passionate environmental and sustainability advocate I hope this will be as soon as possible,” he told AIN.
National oil companies must commit to scaling up production of SAF, ensure that it is as affordable as possible, and demonstrate the will to invest in research and development. “Obviously, this will be challenging for them, but hopefully the security that comes with knowing they already have willing customers waiting for widespread availability and accessibility will inspire them to do so,” Hosari said.
Although the onus is on airlines in the region to take the lead on SAF, he believes business aviation will also have a role. “The business aviation community is making tremendous efforts to achieve carbon-neutral growth, but as of now the technologies and infrastructures needed to make SAF widely available are not developed enough and prices are not competitive,” he said.
“Neither the producer nor the consumer should be left with the cost burden,” Hosari continued. “Last year, UAS launched an initiative to encourage operators to transition to SAF by charging no additional fees on orders. Despite our efforts, uptake is slow. It’s time for governments and suppliers to ensure that SAF is not only more accessible but also more affordable for operators all over the world.”
Asked when SAF would be available at private jet terminals and FBOs in the region, Hosari said, “It is impossible to say without first knowing when it will be available at all major airports. It is commercial aviation that will dictate the demand that will make SAF production viable for manufacturers. Perhaps government incentives could encourage more investment in SAF development, and this could be a way of expediting the process and helping operators make lasting changes.”
No matter how long it takes to ramp up SAF production volumes, Hosari said, Middle Eastern companies in the sector will continue to advocate for green business aviation.
“Beyond the environmental aspect, which is the main reason to use SAF—and rightly so—how SAF is made would render it a much safer bet than traditional jet fuel as fluctuating prices could be avoided,” he said. “I think the business aviation community, particularly in Europe and the Middle East, has made its position clear with the commitments it has made to achieve carbon zero. In the meantime, we will continue to advocate for the widespread production and distribution of SAF.”