SAFe or not? What Gadkari's ethanol push means for your next flight

The use of ethanol in aviation fuel has come into focus following the recent statements by Union Minister Nitin Gadkari. The government's proposed move, however, concerns Sustainable Aviation Fuel (SAF), which can be produced from ethanol but is chemically distinct from it. 

The distinction lies in how the fuel is processed and used in aircraft. In 2021, Road Transport Minister Nitin Gadkari said bio-ethanol could be blended with conventional jet fuel at up to 50 per cent without modification, citing Indian Air Force tests. 

Three months ago, he said farmers would begin contributing to aviation fuel production within five to six months. His remarks came amid discussions surrounding the rollout of E20 petrol, bringing renewed attention to the potential use of ethanol-based fuels beyond road transport.

AAP leader Arvind Kejriwal responded, saying that the government planned to mix ethanol into aviation turbine fuel (ATF), warning that an engine "might just stop in the air". Civil Aviation Minister K. Ram Mohan Naidu rejected the claim, calling it "completely false and irresponsible". He said there was "no such proposal" and described ethanol and SAF as "entirely different”.

What's the difference?

The distinction is chemical. Raw ethanol has a much lower energy density than conventional jet fuel and is not a direct substitute for it. However, ethanol can be converted into aviation-grade hydrocarbons through a process known as alcohol-to-jet (ATJ). 

In April 2018, the American Society for Testing Materials (ASTM) incorporated ethanol as a feedstock for this pathway under its D7566 standard. The resulting synthetic aviation fuel can be blended with conventional jet fuel at up to 50 per cent, subject to applicable fuel specifications. This limit applies to the processed fuel, not raw ethanol.

The Civil Aviation Ministry's draft National Policy on Sustainable Aviation Fuels proposes blending SAF into ATF for international flights, starting at 1 per cent in 2027, rising to 2 per cent in 2028, 3 per cent in 2029 and 5 per cent in 2030. The proposed targets are aligned with India's participation in the mandatory phase of the International Civil Aviation Organisation's CORSIA emissions-offsetting scheme, which begins next year. 

Under CORSIA, airlines can use eligible SAF to reduce their offsetting obligations, although the scheme does not itself mandate SAF blending. The Indian policy remains a draft and has not received final approval. The draft's longer-term targets have been reported differently, with some reports citing 20 per cent and others 40 per cent by 2040. 

Separately, in April, the Petroleum Ministry amended the ATF Control Order to bring SAF-blended ATF within its regulatory framework. The amendment did not introduce a mandatory blending percentage or propose the direct addition of raw ethanol to jet fuel.

Feedstock availability will be an important consideration in the development of SAF production. The draft policy reportedly identifies cane molasses, cane syrup and surplus sugar as potential feedstocks for alcohol-to-jet production. It also proposes using existing second-generation ethanol supply chains to process agricultural residues. These provisions could connect India's sugar industry and ethanol programme with the development of aviation fuel.

Cost is another consideration. The draft estimates that SAF could cost two to three times as much as conventional jet fuel. Airlines and industry analysts have pointed to production costs and the availability of a reliable supply chain as factors that could influence the implementation of the proposed targets.

For passengers, the implications will depend on how the policy develops, the availability of SAF and its cost relative to conventional aviation fuel. The extent to which sugar-industry inputs can be made available without competing with existing uses will also shape the relationship between India's ethanol programme and its emerging SAF industry.