Key Takeaways
- Aviation fuel comes in two families: kerosene-type jet fuel for turbine engines (Jet A, Jet A-1, TS-1) and aviation gasoline, or avgas, for piston engines (100LL).
- Jet fuel is a mix of more than 1,000 hydrocarbons, roughly 79% paraffins and naphthenes, about 21% aromatics, and no measurable olefins in a 14-sample industry analysis.
- Jet A-1 and Jet A are nearly identical. The key difference is freezing point: -47°C maximum for Jet A-1, -40°C for Jet A.
- Avgas is a small market. US supply of aviation gasoline in 2024 was about 0.7% of the volume of jet fuel, and the US is working toward unleaded avgas by the end of 2030.
Aviation fuel isn’t gasoline with a different label. It’s a tightly specified product that has to stay liquid at cruise-altitude temperatures and burn cleanly without fouling an engine.
This guide explains what aviation fuel is, which types exist, what’s actually in it, and which aircraft use which fuel. It sticks to what the fuel is. For pricing and buying, see our guide on where to buy aviation fuel.
What Is Aviation Fuel?
Aviation fuel is a refined petroleum product engineered for aircraft engines and controlled by published specifications. Nearly all jet fuel is made from kerosene derived from petroleum, according to the US Agency for Toxic Substances and Disease Registry (ATSDR). Jet fuel is kerosene-based but is refined under more stringent conditions and carries additives that ordinary kerosene doesn’t. The kerosene comes either from straight distillation of crude oil or from cracking heavier refinery streams, and the result has to meet every requirement of its specific fuel grade.
Two specification families dominate. Jet A and Jet A-1 are governed by ASTM D1655 and DEF STAN 91-091, and avgas by ASTM D910. Only additives approved in those specifications may be added, at parts-per-million concentrations, according to Chevron’s Aviation Fuels Technical Review. Sustainable aviation fuel is a third route, covered in our SAF guide.
What Are the Main Types of Aviation Fuel?
There are two civil families, plus military grades built on the same base fuel.
| Fuel | Engine type | Where it’s used | What sets it apart |
|---|---|---|---|
| Jet A | Turbine | United States | Freezing point -40°C max; flash point 38°C min |
| Jet A-1 | Turbine | Most of the world | Freezing point -47°C max; static dissipator additive required |
| TS-1 | Turbine | CIS, parts of Eastern Europe | Light kerosene-type Russian fuel |
| Jet B | Turbine | Parts of Canada and Alaska | Wide-cut blend suited to cold climates |
| JP-8 and JP-5 | Turbine (military) | US military | JP-8 is the military equivalent of Jet A-1 with extra additives; JP-5 has a 60°C flash point for carriers |
| Avgas 100LL | Piston | Worldwide | Contains tetraethyl lead (0.53 mL/L max); dyed blue |
The military and regional grades follow the same logic. Chevron lists TS-1 with a 28°C minimum flash point and a -50°C maximum chilling point, and Jet B, the wide-cut blend, with a -51°C maximum freezing point. Wide-cut fuel is more volatile, which is why kerosene-type fuels replaced it in most places. The Jet A versus Jet A-1 split comes down to cold. Jet A-1’s lower freezing point suits long international flights, especially polar routes in winter, while a refinery can yield a few percent more Jet A because its higher freezing point allows a broader distillation cut (Chevron). The details are in the ATSDR toxicological profile, which lists a minimum flash point of 38°C and density of 775 to 840 kg/m³ at 15°C for Jet A.
What Is the Composition of Aviation Fuel?
Jet fuel is a mixture of hydrocarbons with roughly 9 to 16 carbon atoms that boil between 145°C and 300°C. Analysts can’t separate every molecule, but ATSDR puts the count at likely more than 1,000 individual components. Nearly all of them fall into three classes: paraffins (straight and branched chains), naphthenes (rings), and aromatics.
The exact mix depends on the crude oil and refinery process. In an industry analysis of 14 Jet A samples, paraffins averaged 46.7% by weight, single-ring naphthenes 26.2%, and total aromatics 21.2%, with no olefins detected. Paraffins and naphthenes together averaged 78.8%.
Why do the classes matter? Specifications cap aromatics at 25% and naphthalenes at 3.0% by volume, because as aromatics rise, density, final boiling point, and freezing point increase and smoke point falls (Chevron). Energy is specified too: Jet A and Jet A-1 must deliver at least 42.8 MJ/kg of net heat of combustion, and Grade 100LL avgas at least 43.5 MJ/kg.
Additives are the other half of the recipe. Approved types include antioxidants, metal deactivators, static dissipators, corrosion inhibitors and lubricity improvers, and fuel system icing inhibitors. International Jet A-1 contains a static dissipator, while US Jet A often contains no additives or only an antioxidant. Thermal stability additives aren’t allowed in commercial jet fuel. Avgas is different again: it’s built mainly from alkylate, blended with light hydrocarbons and tetraethyl lead. Its grades are named for antiknock rating, and 100LL means “low lead”: it carries less tetraethyl lead than the older Grade 100.
How Does Aviation Fuel Reach the Aircraft?
Most aviation fuel travels from the refinery by multiproduct pipeline, ship, or barge to an intermediate terminal, then by dedicated pipeline or tank truck to the airport. Jet fuel picks up some particulate matter and water along the way, so it’s cleaned up at its destination (Chevron). Avgas is usually kept out of multiproduct pipelines, partly because its lead could contaminate the products next to it.
The airport is the last checkpoint. On receipt, the fuel is tested to confirm its identity and checked for water and particulates. At large airports it’s filtered going into storage tanks and again coming out. Storage tanks have a sump to collect water and particulates and draw fuel from a floating suction near the top instead of the bottom. Delivery to the aircraft is by underground hydrant system at most large airports, or by refueler truck or dispenser at smaller ones, and hydrant trucks add a final filter/separator stage before fuel enters the aircraft’s tanks. Outside the United States, the Joint Inspection Group’s guidelines govern receipt and depot operation, while ATA Specification 103 covers jet fuel quality control at US airports.
Which Aircraft Use Which Aviation Fuel?
The engine decides. Turbofan airliners and business jets, turboprops, and turboshaft helicopters burn kerosene-type jet fuel. Piston airplanes and light piston helicopters burn avgas. Each aircraft’s type certificate lists the fuels approved for its engine and airframe, so that list, not habit, is the rule.
Volumes are lopsided. In the US in 2024, kerosene-type jet fuel supplied averaged 1,690 thousand barrels a day against 12 thousand for aviation gasoline, or about 0.7% as much, according to the US Energy Information Administration. For helicopters specifically, see do helicopters use jet fuel and helicopter fuel cost per hour.
Is Avgas Going Unleaded?
In the US, yes. The 2024 FAA Reauthorization Act requires the FAA to work with industry to move piston aircraft to unleaded aviation gasoline by 2030. The FAA released its final transition plan on 30 July 2026, using supplemental type certificates to approve GAMI’s G100UL and Swift Fuels’ 100R while airports keep 100LL available until unleaded alternatives are widely accessible. Until then, 100LL remains the common piston-engine grade.
Where to Get Jet A-1 and TS-1
Aviation Solutions supplies Jet A-1 and TS-1 meeting ASTM D1655 and DEF STAN 91-091 specifications, with 24/7 operations and coverage across the Middle East, Europe, the CIS, the Americas, and Asia. Send your aircraft type, location, and volumes for a supply proposal.
Frequently Asked Questions
What is aviation fuel made of?
Kerosene-type jet fuel is a mixture of more than 1,000 hydrocarbons, mostly paraffins and naphthenes with aromatics capped at 25%, plus small amounts of approved additives. Avgas is built mainly from alkylate blended with light hydrocarbons and tetraethyl lead.
What is the difference between Jet A and Jet A-1?
Freezing point. Jet A-1 has a maximum freezing point of -47°C and Jet A -40°C. Jet A is used in the United States, Jet A-1 in most of the rest of the world, and Jet A-1 carries a static dissipator additive.
Is jet fuel the same as kerosene?
No. Jet fuel is kerosene-based, but it’s refined under more stringent conditions than kerosene and contains additives that kerosene doesn’t.
Why is avgas blue?
Grade 100LL is dyed blue to identify it, and its specification limits the blue dye content. The color helps keep it from being mistaken for jet fuel, which is clear.