Airlines canvassed by ch-aviation remain unconvinced about claims made by proponents of sustainable aviation fuel (SAF) who argue that Africa could emerge as one of the world’s biggest producers, a development that would reshape the continent’s aviation economics. SAF is not commercially viable, the operators say, especially as carriers worldwide operate on an average net margin of just 3.7%, falling to 2% in Africa, according to the International Air Transport Association (IATA).

SAF is not yet produced commercially at scale in Africa, despite feasibility studies and assessments conducted in several countries, among them Zambia, South Africa, Kenya, Ethiopia, Nigeria, and Egypt. But with vast underutilised agricultural land and sufficient biomass feedstock, Africa could supply up to three-quarters of its own jet fuel needs with SAF by 2050, a recent IATA study said.

African airlines remain sceptical, however. "It is nothing but virtue signalling and certainly not good for the environment or sustainable," remarked a South African airline CEO who asked not to be named. "We have listened to proposals on this with the Eastern Cape [in South Africa] in mind, and if you consider the vast tracks of land required and the energy required for the production of SAF, it simply does not make commercial or environmental sense."

Miguel Carneiro, CCO of Angolan state carrier TAAG Angola Airlines, commented: "In our case, we have tried to have new aeroplanes being delivered from OEMs carrying SAF, and we failed. One, it wasn't available at the exact delivery airport; two, it had to be trucked from several hundred miles away, rendering its cost higher than normal factoring transportation. That was without counting the fuel unit cost itself, which was already higher than regular JetA1."

He added: "Realistically, the world is still far from a SAF that is financially viable and therefore commercially feasible for carriers. As for our continent, we are naturally laggers, since we are behind in infrastructure development as well as fleet sizes for the purpose of economies of scale."

Boeing argues that realising the potential will require attracting capital for refining and production facilities, setting up the right policy framework, aligning production with African airlines' demand, and coordination across airlines, governments, energy producers, and financiers. This is according to Andrew Sweeney, the OEM's regional sustainability lead for the Middle East, Türkiye, Africa, and Central Asia.

Over the past year, the manufacturer has partnered with the African Airlines Association (AFRAA) to build capacity and awareness around sustainable aviation in Africa. That effort included workshops in May and December 2025 that brought together airlines, energy producers, governments, and financiers to identify barriers and near-term collective actions to help kickstart SAF markets in Africa over the coming years.

The current reality

SAF, which is made from non-petroleum feedstocks, is theoretically capable of cutting emissions by up to 85% compared with conventional jet fuel. Yet the challenge is to turn around the current reality where SAF is unavailable in many African regions, while associated costs, storage, and distribution remain problematic.

In Africa, fossil-based jet fuel is already expensive due to limited local refinery capacity, reliance on imports, complex logistics, and high taxation, creating a challenging operating environment for airlines. Sweeney acknowledged that SAF typically costs two to five times more than conventional jet fuel in Africa.

Add to that the reality for many African airlines struggling to secure their supply of conventional aviation fuel - rendering the prospect of SAF slightly academic.

"In practical terms, our focus at present is very much on securing a reliable and consistent supply of conventional aviation fuel to support day-to-day operations. Given that reality, sustainable aviation fuel is not really something that is actively on our radar at the moment," another South African airline executive commented. "Where availability, infrastructure and cost constraints mean SAF is not a viable operational option today, the conversation remains largely theoretical for us."

The opportunity

However, according to Boeing Africa managing director Henok Teferra Shawl, SAF development represents a major opportunity for African farmers to create new income streams. With around 60% of Africa’s arable land currently underutilised, SAF feedstock production could bring unused land into productive use, helping to empower farmers while delivering environmental benefits and broader economic gains for the continent, he argued.

To prevent competition with food production, feedstocks must meet strict sustainability standards. Sweeney said that certification schemes under the International Civil Aviation Organisation's (ICAO) Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) - like those run by the Roundtable on Sustainable Biomaterials (RSB) and the International Sustainability and Carbon Certification (ISCC) - enforce rigorous environmental and social criteria.

These standards are designed to prevent "greenwashing" and ensure that SAF delivers genuine climate benefits.

Africa-specific policy

Policy will be decisive in determining whether that potential is realised. Governments control land use, taxation, and regulatory frameworks, all of which shape the economics of fuel production. Shawl said government engagement is essential, either directly or through multilateral institutions such as the World Bank.

Globally, different policy models have been used to stimulate SAF markets. In the United States, tax incentives have helped catalyse SAF investment and production. In Europe and the United Kingdom, mandates require fuel suppliers to blend increasing volumes of SAF, supported by mechanisms designed to provide price certainty and attract capital.

African policymakers are being urged to adopt approaches tailored to local conditions rather than replicating models from developed markets. Airlines on the continent already face high operating costs, and Shawl cautioned against imposing mandates that could further burden carriers without parallel incentives.

"It's about having that nuanced discussion about what works best for the different African countries," Sweeney concurred.

At the continental level, the African Union has adopted policy guidance supporting SAF, but implementation remains the responsibility of individual member states. Moving from declarations to execution is now the critical step, said Sweeney, including project development, refinery construction, and supply-chain logistics.

SAF could also become an export opportunity. According to Sweeney, Europe is expected to face a shortfall in supply by 2030 or 2035 as blending mandates rise. African producers that establish certified, scalable production could supply those higher-value markets, generating foreign exchange and investment returns.

This assessment tallies with a recent warning from IATA that global SAF production growth is slowing and is expected to reach only 3 billion litres (2.4 metric tonnes) in 2026, just 0.8% of total jet fuel consumption. IATA cautioned that poorly designed SAF mandates in Europe and the UK compelling airlines to use SAF have driven up costs, while no equivalent obligations have been placed on producers to ensure sufficient supply.

Africa's ageing fleet

Importantly for African airlines, SAF adoption does not depend on acquiring new aircraft, Sweeney pointed out. SAF can be blended with conventional jet fuel and used in existing jet fleets, regardless of aircraft age. That is a key point for African carriers, many of which operate older, second-hand aircraft rather than the latest models.

Regulatory standards currently limit most SAF blends to 50% in commercial operations to ensure safety, though test flights have demonstrated 100% SAF viability in modified or newer engines. Full certification for widespread 100% SAF use in existing fleets remains pending, but manufacturers such as Boeing claim to aim for compatibility across current and future models by 2030.

On January 7, AFRAA and SAF project developer AfriSAF signed a memorandum of understanding to advance production projects, strengthen feedstock supply chains, and promote policies supporting aviation decarbonisation across Africa.

Under the agreement, the parties agreed to collaborate on policy advocacy, capacity building, SAF project development, resource mobilisation, and sustainable feedstock mapping. AfriSAF will provide technical expertise, while AFRAA will coordinate airline engagement and early off-take commitments.

Meanwhile, IATA Director General Willie Walsh has highlighted opportunities for electro-Sustainable Aviation Fuel (e-SAF) production in Africa, where renewable energy costs (solar and wind) are lower than in the European Union.

While conventional SAF is produced from biological feedstocks such as waste or crops, e-SAF relies on non-biological inputs such as e-methanol or direct synthesis. That makes e-SAF fully "drop-in ready" for blending up to 50% with conventional jet fuel without changes to aircraft engines or airport infrastructure.

Carbon offset pressures

Alongside SAF, carbon offsetting is another compliance issue for airlines. Under ICAO’s CORSIA scheme, CO2 emissions from international flights are to be capped at 85% of 2019 levels. Factoring in fleet renewal, efficiency improvements, and SAF usage, emissions beyond that threshold must be offset through the purchase of Eligible Emissions Units (EEUs).

CORSIA operates in phases: voluntary participation until 2026 (with 129 countries involved as of 2025, including 20 African states), followed by mandatory requirements from 2027 for all international flights except those to the least developed countries or small-island developing states.

Despite the hurdles, Shawl framed sustainability as both a responsibility and a business imperative. "With Africa’s population and purchasing power set to grow, air travel demand is expected to rise significantly," he said. "Ensuring that growth is compatible with climate goals is essential to maintaining public and political support for the sector."