infrastructure, grows the capacity of the market, and which ultimately achieve consensus, economies of scale, and lower costs,” Martin explains. Obviously, plenty is at stake. “We are in a difficult situation in both senses.” As for the rest of it, EBAA says much still needs to be sorted out. Moreover, Martin says GAMA and EBAA are fully cooperating and aligned on all SAF advocacy in Europe, and it’s just a matter of getting their voices heard in their outreach to regulators. “The ReFuelEU Aviation regulations is expected to be finally concluding negotiations through what’s called a trialog, which is three-way negotiation with the European Commission, the European Parliament, and EU member states,” which Martin adds, is expected to be completed over the next three months after which there will be a self-regulating period through 2025 as the system tries to work out the kinks. A part of that is because though the E.U. has set its ‘Fit-for-55’ program, countries in the Union have their individual carbon reduction targets, which means operating rules will need to become more streamlined. All that said, what is clear, and deserves to be celebrated is that as an industry, stakeholders are taking actionable steps to improve their operations by committing to and investing in new technologies that will only move the industry forward. •
initiatives—a book and claim system. As mentioned, this is already being used in the U.S. to allow airline and business operators to demonstrate commitment to SAF and invariably bolster production. But it’s not sticking. “The EU is not currently recognizing a book and claim–that’s our biggest concern,” Martin says. As he points out, while operators might’ve received tax credits for using SAF under the previously mentioned Emissions Trading System (ETS), that wouldn’t be the case for a book and claim system, according to the proposed ruling. Moreover, Martin explains that with a looming EU currency tax system on the horizon, using a book and claim system that would not be recognized in any future taxation system. “So essentially, a well-intended business aviation operator could use a book or claim system to pay the extra premium for SAF because it’s better for climate, but they’d still get hit with the ETS costs and potential future taxation costs,” Martin says. To be clear, while that wouldn’t preclude operators from using a private book and claim system, Martin notes those operators wouldn’t get the full benefit of it, and that has extenuating effects too. “The whole point of a book and claim is that you leverage the ability of business operators to pay, which puts money into the value chain, helps build the
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Daher, parent company to the TBM and Kodiak turboprop models, has installed its own biofuels infrastructure at a logistics facility near Toulouse, France.
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