Q&A about SAF

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Questions & answers 

What are key SAF implications for airports?
Principally none. SAF (SAF blends) are considered “normal” jet fuels and handled according to same operational standard.

What an airport should consider at (master) planning, design and construction phase in terms of SAF?
Nothing - see above.

Are there any technical requirements that fuel infrastructureat the airport needs to meet? 

Yes, numerous, but nothing specific/additional for SAF.

Will SAF force increased surveillance of fuel systemfiltration systems?
No.

What filter parameters are recommended for SAF?
Same as for conventional fuels.

Will the frequency of filter changes increase?
No.

How to organise blending at the airport from a technical point of view? 
Blending at airport fuel depots is neither allowed, nor practical. All fuel entering the airport depot need to be “on-spec” according to latest fuel standard (the “Checklist”). Blending components that do not meet the requirements in the checklist, can not enter an airport depot.
Blending will always need to take place up-stream of airport fuel depot.

Are expected maintenance periods same for infrastructure with SAF blend (tank and infrastructure inspections, cleaning, changing filters)?
Yes, same as for conventional fuels.

Can SAF bestored as long as conventional Jet A-1? Is there no recirculation needed to maintain quality parameters?
Blending pure (100 %) SAF with conventional fuel - up-stream of airport - require mechanical blending facilities. Different technologies are available, but if not blended correctly, the two components are likely to separate into two layers. SAF (being the “lightest” component) will seek to the top of the storage tank, and conventional fuel (higher density) will separate at the bottom. Like in James Bond: “Shaken, not stirred …”.

Will any additional training be required for fuel farm/hydrant system staff when SAF will be used?
No.