Beyond the Blend – Why SAF Data Transparency Is Critical for Decarbonisation

Sustainable Aviation Fuel (SAF) is widely recognized as the primary lever for aviation decarbonisation in the near to medium term. With electrification and hydrogen technologies still years away from commercial viability, particularly for long-haul flights, SAF offers the most immediate and scalable pathway to reduce lifecycle greenhouse gas emissions. Because SAF offtake agreements are typically between fuel suppliers and airlines directly, other stakeholders such as aircraft lessors, insurers, and airports have limited or no visibility on actual SAF usage. Therefore, most current discussions focus on the volume of SAF supply availability and its price premiums over Jet A1, while there is significantly less attention on how to actually track voluntary SAF usage beyond mandated regional quotas. 

Why is this important? SAF’s compatibility with existing aircraft and infrastructure allows for immediate impact, making it a critical component of the industry’s strategy to align with global climate targets, including both 1.5°C and 2°C aligned pathways. Although SAF must meet the same combustion specifications as conventional aviation fuel (CAF), resulting in similar tailpipe emissions during flight, its non-fossil origins enable significant lifecycle environmental benefits driving towards these carbon reduction goals. 

At the heart of business transactions for SAF, the key accounting principle involves the “Lifecycle Emissions Reduction” claim. This claim relies on lifecycle assessments (LCA) to evaluate emissions from feedstock sourcing, production, and transportation. In cases where suppliers do not provide LCA values, ICAO offers default values across approximately 80 variations based on feedstock type, location, and production method. These values are then compared to CAF to determine the percentage reduction in lifecycle emissions.  

When applied to real-world scenarios, such as where airlines uplift different SAF batches at different airport locations, the complexity of accurate SAF accounting becomes evident. IATA published its SAF accounting and reporting methodology in January 2025, closely aligned with the Pegasus Guidelines approach. This methodology was subsequently adopted by Impact on Sustainable Aviation, reflecting a broad consensus across the financial community on how SAF transactions should be accounted for. 

There are now several SAF registries, including examples such as SAFc and RSB, some of whom openly publish transaction data. Others, including IATA and 4AIR, operate under more restrictive data-sharing conditions. Technology providers like Trovio have developed enterprise-grade digital technology to underpin transparency, auditability, and immutable records – proving technology capability is not a blocker. However, market fragmentation and the absence of dominant open-source platforms continue to hinder SAF accounting for stakeholders. 

The European Commission is developing the Union Database (UDB) under its Sustainable Transport Investment Plan to centralise SAF records within the EU. However, current indications suggest that data will be published only at the national level, with granular access limited to select stakeholders (if at all).  

Overall, the current lack of transparency feels counterproductive, especially given the aviation sector’s urgent need to undertake a Herculean transformation to align with 1.5°C or 2°C climate pathways by 2050. We will continue to watch this space. 

Author:

Rob Neale is a recognised authority in aviation carbon emissions, as Head of Product & Operations at PACE. With a strong background in sustainability reporting and digital innovation, Rob plays a pivotal role in delivering accurate, independent carbon emissions data to the aviation finance industry and airports to support critical decision-making for decarbonisation strategies across the aviation ecosystem.