Charles Alcock is managing editor of the AIN Media Group, having rejoined the company in 2019. He has been an aviation journalist since 1986, and previously worked for AIN from 1990 to 2017, most recently as editor-in-chief. His main focus is on covering new aviation technology and business models, as well as international news.
Having been raised in the London area, Alcock studied at the University of Manchester in the UK and earned an honors degree in Politics and Modern History. He speaks English and French, and some German.

Managing Editor

Charles Alcock

The European Commission’s efforts to prevent fuel tankering by aircraft operators are posing significant headaches for the business aviation sector. Rules that took effect from January 1 will impose significant financial penalties on operators conducting 500 or more flights from European Union (EU) airports each year who can’t prove that they uplifted at least 90% of their required fuel from those locations.
According to the European Business Aviation Association (EBAA), the anti-tankering policy is fundamentally unfair and disproportionate for the sector it represents. Nonetheless, reporting requirements start on March 1—applying to all commercial operations but not to flights operated under private rules—creating what the industry group said will be a huge administrative burden. Penalty payments for fuel deemed to have been tankered based on uplifts falling short of the 90% mark will be charged at twice the cost of the fuel.
There are two criteria for being exempt from the rules: proving that fuel uplifts outside the EU were justified on safety grounds, and establishing that it would not be operationally feasible to take on fuel at a specific airport. In both cases, operators have to apply for exemptions three months in advance of the flight, which EBAA has told Commission officials is completely unworkable in the context of short-notice business aviation operations.
Aviation sustainability specialist <a href="https://www.ainonline.com/aviation-news/business-aviation/2024-11-26/4air-compliance-services-expand-21-more-enviro-regs">4Air</a> is working to help operators comply with the new requirement. Company president Kennedy Ricci told AIN that both exemptions are challenging for business aircraft operators to secure.
“With fuel that you tanker for safety reasons, you can’t abuse it and you have to show that it is justified as part of your standard operating procedures,” he advised. “So you can’t tanker fuel for three hours of flight time if it’s not in your SOP. You have to document everything, including factors such as whether there were exceptional weather conditions.”
<h2>Too Hard To Refuel at Some Airports</h2>
One of EBAA’s objections to the new requirement is that there are multiple EU airports used by its members that do not have capacity to refuel business aircraft in a timely way. Róman Kok, the group’s director of public affairs and communications, told AIN that compliance will have a “huge” negative impact on operations.
“We are very concerned about delays because having to refuel frequently at airports will mean extending turnaround times and that could mean operators miss slots,” he explained. “Also, business aviation [operators] are usually at the back of the line for refueling [after airlines].”
EBAA members have complained that at some airports, such as Mykonos (LGMK) in Greece, business aircraft are only allowed to stay on the ground for 30 minutes. The group said many airports have limited fueling infrastructure and that, paradoxically, expanding ground support infrastructure could increase the environmental impact of operations.
FuelerLinx is another company helping operators deal with the complexities around the new anti-tankering rules. The fuel optimization tool it created—ironically, in part to help operators to tanker fuel effectively to reduce costs—is now being used to help clients who need to understand how they can do the exact opposite and avoid tankering fuel to avoid penalties.
According to Karen Rutowksi, FuelerLinx’s director for sales and product development,&nbsp;the tool considers fuel pricing and availability at any given location and also factors in the operating profile of each client and each of their aircraft, plus forecast winds, air traffic control routings, and any operational considerations relevant to fuel purchase decisions. She said the company is supporting tactical decisions over fuel uplifts, especially taking into account challenging circumstances, such as lack of fuel availability at locations such as Nice Cote d’Azur Airport during the peak summer season.
In some instances, the tool will guide operators to take on more than 90% of a fuel uplift to compensate for scenarios in which it is not possible to do so. It also allows operators to “override” a recommended fuel uplift while recording notes to explain the decision for future reference and reporting.
Significantly, FuelerLinx has advised clients that there may be scope for being granted retrospective exemptions from the anti-tankering rules, but only if they can provide supporting data from flight logs and other documentation. The company’s tool uses artificial intelligence and machine learning to read and notate fuel invoices as part of the process.
<h2>Tankering Rules Could Deter SAF Use</h2>
Reducing carbon emissions is one of the declared intentions of the new anti-tankering rules on the basis that aircraft fully loaded with fuel will burn more fuel. However, in tandem with the ReFuelEU policy to induce increased use of still-hard-to-source sustainable aviation fuel (SAF), aviation lobbyists have complained that it is as much motivated by economic pressure for operators to buy fuel in Europe rather than at less costly locations, such as the Gulf states. What’s more, in some instances, it appears that the anti-tankering rules could actually discourage operators from buying SAF where available at airports outside the EU.
EBAA has also complained that the quarterly reporting process for the tankering rules overlaps with deadlines for the existing emissions trading scheme. “It all has to be done within the same couple of weeks and it is a huge burden for small operators,” Kok said.
In theory, airlines—with their larger back-office staff—are better placed to handle the bureaucracy and also find it easier to apply for exemptions. However, trade associations Airlines for Europe and the European Regions Airline Association have both complained about the rules.
According to sources close to the issue, Dutch flag carrier KLM deployed a logistics team to work out how they could meet the requirement to uplift 90% of their fuel at EU airports. Reportedly, they only managed to achieve a 70% uplift.
The team at 4Air has been assessing all possible European routes used by its clients to work out factors such as distance limitations for fuel uplifts. Ricci advised that some operators may be able to file for multiple exemptions if they can prove that appropriate operational constraints apply, and the company is also urging operators to work closely with fuel suppliers and ground support providers to try to navigate the challenges posed by the new rules. That said, he added that no operators he is aware of have yet secured an exemption.
“[Operators] need to be thinking about it from an airline perspective,” Ricci said. “It’s not about route limitations, it’s about the airports, and we’re hoping we can provide some education, at least for the shorter flights [in the EU].”
Data collection is essential, and that starts with covering operations in 2024, even though penalties will not apply retrospectively for that reporting period. Headaches for airlines and business aircraft operators have been made more intense due to the fact that the EU guidance materials were only issued in the fourth quarter of last year, giving little time to prepare.
“You need to log everything: the fuel you thought you needed, the fuel you uplifted, and did you meet the 90% requirement,” Ricci explained. “It all has to be verified for 2024 and onwards with the first reports due on March 1.”
<h2>EBAA Still Seeking a Rule Change</h2>
EBAA has accepted that the European Commission will only review the anti-tankering rules in 2027, following a 2026 consultation on the early phase of implementation. Nonetheless, it has already stepped up efforts to reform the policy.
The group is demanding exemptions for all business aircraft weighing less than 30 tons (66,000 pounds) or with fewer than 19 seats. Alternatively, it is urging the Commission to allow greater flexibility in the exemption process to “account for the unscheduled nature of business aviation operations.”
EBAA has also expressed concern that national civil aviation authorities may not apply the rules consistently, resulting in “interpretative discrepancies within the European aviation system,” based partly on inadequate resources at these agencies. Kok said the association “still has a bad hangover” from the way Polish authorities implemented EU passenger name record requirements. Security officials in Poland had been imposing harsh fines, and in a case backed by EBAA, the country’s supreme court subsequently ruled in favor of aircraft operators.

News and developments about aviation fuel, including jet fuel, aviation gasoline, and biofuel.

Europe’s Fuel Tankering Rules Pose Headaches for Business Jet Operators

Reporting system for new European Union requirements begins on March 1

EBAA says new rules to restrict fuel tankering at European airports are unfair, as companies like 4Air and FuelLinx help operators comply and avoid penalties.

EU’s Fuel Tankering Rules Are Tough for Bizav Operators

2024 Corporate Aviation Leadership Summit

News about environmental issues relating to aircraft operations, including noise issues, emissisions, and regulations. See Fuel for biofuel.

News about bills, laws, regulations and other governmental decisions affecting aviation and aerospace. Topics include FAA re-authorizations, taxes on fuel and aviation activities, environmental legislation, ICAO decisions, governmental mediation of labor conflicts and World Trade Organization disputes and decisions.

News and issues relating to business, corporate and private aviation, primarily regarding turbine-engine-powered airplanes and helicopters. Subjects include aircraft, engines, maintenance, operations, personnel, acquisitions, accidents, safety, security, and training.

Project SkyPower is supported by the CEOs of 15 aviation and energy companies

Luxaviation Backs SkyPower Project To Boost Green Fuel

News about commercial airlines, including regulations, aircraft orders, safety, acquisitions, and mergers.

News and issues relating to international air transport and cargo carriers, national airlines and regional airlines, including aircraft, engines, personnel, acquisitions, accidents, safety, security and training.

Early commitments to new program come from business aircraft operators Comlux and Luxaviation

Airbus Customers Get Easier Access to SAF Book-and-claim

Amy Wilder

New developments at FBOs including regulations and noise issues; legal disputes; openings, acquisitions and mergers.

News and issues relating to the aerospace industry that are related to the science, engineering and business of flight in space involving civil, industrial and military applications, and similar topics related to flight in the atmosphere of the Earth that are not covered more directly by other AINonline subject channels. In other words, both astronautical and aeronautical subjects, except for those aeronautical topics that are specifically covered elsewhere on this website.

Ten-year deal brings fuel operations changes  

Platinum, World Fuel Expand Gold Coast Fuel Partnership

Issues regarding financing of aircraft; aviation insurance; tax issues for aircraft operators; new companies and people in the aviation financing and insurance industries.

UK government consultation on revenue certainty mechanism

Jet Fuel Suppliers Could Pay for UK SAF Pricing Mechanism

Successful HVO and SAF production tests pave way for energy transition

MOL Group Advances SAF Production with Slovnaft Test

News and issues concerning general aviation, specifically airplanes and helicopters powered by piston and alternative engines (i.e., non-turbine powered aircraft). Subjects include aircraft, engines, personnel, acquisitions, accidents, safety, security and training.

Organization to offer technical expertise and networking

SAFII Created To Unite SAF Stakeholders in Aviation

Chad Trautvetter

Accounting process could help to speed up adoption of sustainable aviation fuel, says coalition

EBAA Demands Clear Plan for SAF Book-and-claim in Europe

New developments at airports including regulations and noise issues; legal disputes; openings, acquisitions and mergers.

More In Fuel