Sustainable aviation fuel in China: growth and challenges
China's sustainable aviation fuel (SAF) sector is on the brink of explosive growth, but experts warn that before this green fuel can truly gain widespread adoption, industry players must overcome a complex set of challenges, ranging from feedstock security and traceability to international certification and airport infrastructure.
Aviation has always been one of the hardest sectors to decarbonise. Unlike ground transport, aircraft cannot simply "plug in" — they need high‑density energy that only liquid fuels can currently provide. That is why SAF is now seen as the primary tool for cutting emissions in the skies. China, as the world's largest producer of waste cooking oil, has every chance to become a key player in this market. But potential runs up against reality: high costs, feedstock shortages and reliance on foreign certification — these barriers require not only technological but also institutional solutions.
A landmark case occurred at Beijing Capital International Airport, where Air China flight CA963 to Brussels was refuelled with SAF produced entirely from waste cooking oil collected by local catering companies in the Changping district. This operation was the first in the country to demonstrate a full cycle, from feedstock collection and processing to refuelling and carbon credit accounting, proving the viability of domestically produced jet biofuel.
"China has fully mastered SAF production technology, and its products contribute to the green transformation of civil aviation and to global carbon reduction through exports. However, scaling up production must go hand in hand with feedstock security and international certification," said Tang Li, a researcher at the Energy Conservation and Environmental Protection Research Institute under the China Information Industry Development Centre. Despite being the world's largest producer of waste cooking oil, collecting 5 to 6 million tonnes annually, China's feedstock base still falls far short of the industry's long‑term needs, Tang said.
The market price of domestic SAF currently ranges from 15,000 to 20,000 yuan (roughly $2,100–$2,800) per tonne, three to five times higher than conventional jet fuel, making widespread adoption economically unviable. Chinese producers also face a strict, lengthy and costly certification process, as they must largely rely on US or European authorities for product approval. Tang noted that China urgently needs to develop its own independent certification system to reduce dependence on foreign agencies.
SAF is an alternative to conventional jet fuel. It can be produced from a variety of sustainable feedstocks, including waste cooking oil, biomass residues and waste, as well as renewable energy and carbon. SAF can significantly reduce lifecycle carbon emissions — typically by about 80 per cent compared with conventional jet fuel.
As CCTV+ reports, China's SAF sector stands at a crossroads: enormous domestic potential and technological maturity are already in place, but economics and the regulatory environment have not yet enabled mass adoption. Developing an independent certification system, expanding the feedstock base and reducing costs are the three pillars on which the future of green aviation in China will be built. If these challenges are met, the country could not only secure its own aviation needs but also become a global hub for SAF production, setting standards for the entire industry.
