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Africa’s aviation obstacles to reaching 2050 net zero deadline

The aviation industry is increasingly recognizing the importance of adopting sustainable practices to mitigate its environmental impact. However, WOLE SHADARE writes that aside from the huge costs associated with SAF, other factors such paucity of funds that make it difficult for them to acquire newer aircraft may make the 2050 net zero target unrealistic

Time frame

The disclosure penultimate week at the recently concluded Annual General Meeting of the International Air Transport Association (IATA) held in Dubai, United Arab Emirates (UAE) by the Director-General of IATA, Willie Walsh that Africa and other regions have to achieve the 2050 target for Sustainable Aviation Fuel (SAF) may pose a huge challenge to a continent that is n dire need of feeding itself.

Produced from renewable feedstock and residue raw materials including used cooking oil, solid waste from homes and businesses, and food scraps that would otherwise go into landfill or incineration, SAF gives a reduction of up to 80% in carbon emissions over its lifecycle compared to the fossil fuel it replaces.

Mixture of fossil and feedstock fuel

Blended at up to 50% with fossil jet fuel, it is re-certified as Jet A or Jet A-1 or aviation fuel and can be dropped or pumped straight into turbine engine aircraft fuel tanks.

With aviation considered a hard-to-abate sector, SAF has an immediate impact on reducing carbon emissions.

 While the feedstock is available, several issues must be addressed before African stakeholders can tap into the Sustainable Aviation Fuel market. As an emerging market with unique challenges, there have been calls for Africa to develop a sustainability roadmap that suits the market’s structure.

One of the biggest challenges is the cost implication. Additionally, Africa lacks sufficient technology to venture into SAF production immediately.

SAF are part of the solution. Right now, they look like a problem because the continent has many challenges in terms of just getting to fruition, and the cost aspect is the biggest fix. The good thing is it’s not a new concept. Some people are doing it elsewhere, and if they start as well, then they will avoid a lot of mistakes.

Challenges

The lack of regulatory frameworks and conclusive data on carbon emissions also stalls the progress of low-carbon fuel development. Regarding the involvement of airlines in the use of SAF, African carriers are focused on survivability and ensuring economic sustainability before they can focus on the environmental aspects.

In the meantime, airlines in the continent are working on more achievable measures to reduce their carbon footprint without risking their operational and economic stability.

Starting in 2025, all aircraft departing from European airports must incorporate a proportion of sustainable aviation fuels within their paraffin oil which will lead to an increase in fuel prices.

An African Sustainable Aviation Fuel market also has the potential to create hundreds of thousands of jobs, providing new opportunities for farmers, truck drivers, engineers, technicians, etc. Furthermore, it will make African states less reliant on imported fuels, contributing to the direct growth of economies and improving the trade balance.

While SAF is now widely recognised as being key to decarbonising aviation in the near and long term, Africa is trailing behind in the greener vapour trails of its global counterparts when it comes to accessing SAF and its benefits.

Africa’s potential

Walsh was of the view that the issue of SAF is a huge opportunity for Africa, stressing that Africa now has other opportunities to create a fuel that is in huge demand because of the availability of multiple feedstocks.

Africa, he reiterated has the opportunity to develop significant levels of renewable energy which to him requires investment.

According to him, “Where do you invest to ensure longer-term return? But I think Africa has a huge opportunity when it comes to SAF. Africa could be an exporter of SAF to the world, given its available resources. And I think the aviation industry in Africa could benefit from a clearer understanding of how the economies of Africa can benefit from greater connectivity. All of the research that’s been done. We have done a lot of it, as I showed. You have direct connectivity. You spur financial investment, foreign direct investment into your country.”

 “You stimulate business into and out of your country because of connectivity with markets. So, I am optimistic for the future of African aviation. And I know from speaking to the leaders of African carriers that they understand that for them to play their role, they are going to have to get to net zero in 2050 as well. But it is going to be challenging for everybody. It is not just a challenge for African carriers. It is a challenge for every airline. But, you know, the general assessment and the general position of the industry is it’s something we have to achieve, and we will achieve.”

SAA, KQ’s examples

In 2016, a South African Airways and Mango Airlines flight between Johannesburg and Cape Town marked a milestone for Africa’s aviation sector, when it became the first on the continent to refuel with SAF.

The flight used a domestically grown feedstock from the Limpopo region of South Africa as part of Project Solaris, which was supported by local feedstock developer, SunChem SA, and fuel supplier, SkyNRG. However, since then Africa’s SAF journey has stalled.

 On May 25, 2023, Kenya’s national carrier Kenya Airways (KQ) became the first African airline to use SAF (Sustainable Aviation Fuel) provided by Eni for a long-haul flight. Kenya Airways participated in the second edition of the Sustainable Flight Challenge (TSFC), an initiative of SkyTeam. The initiative was a friendly competition between SkyTeam member airlines.

The Boeing 787-800 (B787-8) Dreamliner, which took off today from Nairobi’s Jomo Kenyatta International Airport to Amsterdam Schiphol, is the first Kenya Airways flight powered also by Eni Sustainable Mobility’s sustainable aviation fuel.

For this flight, JetA1 fuel is mixed with Eni Biojet, produced in Eni’s Livorno refinery by distilling the bio-components produced from the Gela biorefinery.

The stalling of the SAF journey is one huge setback but more worrisome is the scarcity of new aircraft which puts African airlines in a position where they may have to rely on older, less fuel-efficient planes, hindering their progress toward sustainability. Overcoming this challenge requires innovative thinking and collaboration among industry players.

A prevailing sentiment among African airlines is the concern over the expensive nature of SAF. Experts voiced the industry’s shared concern, stating that SAF Is three times the cost of Jet A1 fuel.

Last line

The financial limitations faced by African carriers pose a significant obstacle to their transition to more sustainable fuel options. Balancing the imperative of sustainability with the economic viability of airlines is a pressing challenge that demands collaborative solutions.

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