IATA Highlights Opportunities and Challenges of SAF Implementation in Central Asia

Tashkent, Uzbekistan (UzDaily.com) — The global aviation industry is on the verge of a major transition toward a carbon-neutral future. Against the backdrop of a worldwide push to reduce CO₂ emissions, sustainable aviation fuel (SAF) is viewed as a key tool for decarbonizing air transport. For developing countries such as Uzbekistan, this transition presents new economic opportunities while simultaneously posing technological and regulatory challenges.

We spoke with Dr. Preeti Jain, Head of Carbon-Neutral Aviation Programs at the International Air Transport Association (IATA), to discuss how Central Asian countries can leverage their gas processing expertise, integrate SAF into their air transport systems, attract investment, and build a sustainable green fuel ecosystem in line with international standards.

Dr. Preeti Jain

In the interview, Dr. Jain highlights the role of regional airlines, outlines global IATA initiatives such as Fly Net Zero and SAF Matchmaker, and provides practical recommendations for countries aiming to achieve carbon-neutral aviation.

— What steps can developing economies like Uzbekistan take to ensure they are part of the SAF transition in time?

— As a natural gas-based economy (>85% share in energy mix), Uzbekistan is already seeing green shoots of energy transition. This is supported by its strategy for Transition to a Green Economy 2019-2030 and its vision for expanding renewable energy aimed at creating employment opportunities. Superimposing this transition to the aviation industry offers a unique opportunity for the country.

Uzbekistan can take several practical steps to join the global transition to Sustainable Aviation Fuel (SAF). This includes developing a national strategy for SAF, investing in research and pilot projects, building capacity through training and knowledge exchange, fostering partnerships with international aviation and energy companies, and creating incentives to attract private sector investment in SAF value chains.

A key part of this process, the starting point is alignment with international standards. In the context of SAF, international standards refer to globally recognized technical specifications—such as ASTM D7566 for SAF production and blending—that ensure fuels are safe, high-quality, and compatible with aircraft and airport infrastructure worldwide. By aligning with these standards, Uzbekistan can ensure its SAF is accepted in international markets and support the country’s integration into the global aviation system and support its growth aspirations. To create a SAF ecosystem in the country, it will be timely to engage in a stakeholder dialogue and assess the opportunities and challenges for the deployment of SAF.

— How can Uzbekistan’s experience in gas processing and petrochemicals (GTL technologies) be leveraged for SAF production?

— Uzbekistan’s expertise in Gas-to-Liquids (GTL) technologies provides a strong technical foundation for developing SAF production, as many of the processes and infrastructure are similar. However, it’s important to note that converting gas to SAF only qualifies as sustainable if the gas itself comes from renewable sources—such as biogas or green hydrogen. If fossil-based gas is used, the resulting fuel does not meet international SAF criteria and will not be recognized as SAF for decarbonization purposes. Therefore, for Uzbekistan to leverage its GTL experience in the SAF transition, the focus should be on sourcing renewable or low-carbon gases to ensure the environmental integrity and international acceptance of its SAF production.

The recent collaboration between Uzbekistan and NEDO Japan to set up pilot facilities for the production of renewable natural gas from biological waste can be a stepping stone in this direction. It is important to highlight that leveraging GTL expertise will require policies aimed at advancing renewable fuel technologies in the country.

— Which barriers are most critical for Central Asian nations—technological, financial, or regulatory?

— All three barriers are significant and require a coordinated approach. Priority must be given to policy frameworks, coherent regulatory guidelines, and importantly, their long-term certainty and clarity are the foundation stone for any region, including Central Asia.

Then comes the role of advanced technology access, which is an important piece backed by a technology-neutral and feedstock-agnostic stance. Finance remains the most essential enabler across the SAF value chains—from the feedstock supply chain to capital-intensive production facilities.

Given that the SAF industry is in the early stages of development, there is a need for progressive policies that encourage investment from both the public and private sectors. We have seen government support—particularly around a first-of-a-kind plant—is important to support novel SAF technologies. Learning from these experiences and best practices will be important.

— What role can regional airlines, such as Uzbekistan Airways, play in this process, and what could help them move faster toward carbon neutrality?

— Regional airlines can collaborate with fuel producers and airports, advocate for supportive government policies, take the necessary steps to adopt SAF where they are able to and invest in fleet modernization. Support from the government and international partners can accelerate progress, especially for the uptake of SAF. We also see role of creating awareness so that airlines can take informed decisions before its adoption.

— What new opportunities and challenges does Uzbekistan’s ambition to be a transit hub create for aviation decarbonization?

— Uzbekistan's growth appetite and strategic location are key advantages. The country offers strategic connectivity not just for neighboring states but also a link between Asia, the Caucasus, and Europe. Among imminent opportunities are attracting international airlines seeking energy transition options and becoming a regional leader in sustainable aviation fuel production and use. We acknowledge that there are inherent challenges such as scaling up SAF supply and upgrading airport infrastructure for sustainability, where timely guidance and stakeholder dialogue will be important.

— What role should governments prioritize: direct subsidies, tax incentives, or regulatory frameworks?

— Governments should provide a mix of direct subsidies and tax incentives to lower costs, establish clear regulatory frameworks to ensure market stability, and encourage public-private partnerships.

Looking at the SAF landscape around the world, we see that incentive-based policies are certainly great enablers to accelerate SAF production. The role of incentives is central to helping scale new technologies and streamline supply chains. Subsidies and policy certainty are well-established ways to support new energy systems (as in renewables), mitigate financial risks, and attract private equity.

The conventional hydrocarbon systems have enjoyed subsidies for production and exploration activities over many years. To promote SAF at scale, it will be essential to support research and innovation through grants and incentives to scale and produce SAF. Adopting this progressive framework would pivot to environment and sustainability goals besides economic opportunities in the region.

— Which international examples are most relevant for Uzbekistan?

— First and foremost, IATA truly believes that SAF must be developed and deployed within a coherent global framework. Aviation is a global industry, and therefore, global solutions are essential to avoid the inefficiencies and market distortions caused by fragmented approaches. This was central to governments’ decision to adopt, through ICAO, the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA)) as the sole market-based mechanism to address international aviation CO2 emissions. It will be prudent for Uzbekistan to use these frameworks at a starting point when creating a SAF ecosystem.

In terms of specifics, the United States provides a strong example of how targeted policy incentives—such as tax credits and grants—can stimulate investment in local SAF production and encourage innovation. These market-based measures have helped scale supply and reduce costs, while giving the industry the flexibility to choose the most efficient pathways.

According to the IATA Net Zero 2050 policy roadmap, the most effective approach is to start with supportive incentives and investment in SAF production, followed by clear sustainability standards and robust tracking systems. Only once supply is established and the market is functioning can SAF-use targets or blending requirements be introduced.

On the other hand, there is certainly an edge for Europe when it comes to technology diversification supported by funding, as we see in Europe, but only on the pilot and demo scale. However, we see the risks of Europe’s current approach of introducing mandates too early or without sufficient market preparation. The mandates recently imposed in the EU and in the UK have led to higher costs due to limited competition, without delivering the intended scale-up in SAF production.

In summary, Uzbekistan should study both the successes and the shortcomings of international SAF policies—especially the unintended consequences of Europe’s mandates—and adapt its own SAF strategy to local realities for a more effective, market-driven, and sustainable outcome.

— Do you see SAF as part of a wider strategy for Uzbekistan’s and the world’s green growth and energy transition?

— The airline industry’s net zero CO2 emissions by 2050 ambition recognizes a combination of solutions, including maximum elimination of emissions at the source (alternate fuel and new generation of aircraft technologies), offsetting, and carbon capture technologies. Among the identified solutions, the most effective option is the adoption of SAF, which we estimate will mitigate 65% of carbon emissions by 2050.

In the same vein, SAF can galvanize the region’s strategy towards meeting the industry’s net zero CO2 2050 targets, supporting energy diversification, job creation, and climate goals. Integrating SAF with existing energy infrastructure, renewable energy, and circular economy initiatives will further maximize benefits.

— What inspiring milestones and news about the Fly Net Zero initiative would you like to share?

— The past year has seen several major developments that are accelerating aviation’s journey to net zero:

SAF Registry by CADO:

The launch of the SAF Registry, now operated by the Civil Aviation Decarbonization Organization (CADO), is a game-changer for the global SAF market. This platform enables airlines, fuel producers, and corporate customers to track, verify, and claim the environmental benefits of SAF purchases in a standardized and transparent way. It supports both voluntary and regulatory frameworks, safeguards against double counting, and is interoperable with other registries. The Registry is free of charge for all users during its first two years and is already onboarding dozens of stakeholders worldwide

SAF Matchmaker:

IATA has launched the SAF Matchmaker platform, which connects airlines seeking SAF with producers and suppliers. This tool increases market efficiency and transparency by allowing airlines to register their demand and suppliers to post available or planned SAF volumes. The platform provides detailed information on feedstocks, production technology, and emissions reductions, and helps accelerate SAF uptake by reducing the complexity and cost of procurement.

Feedstock Report:

A new, comprehensive feedstock study by IATA and Worley Consulting confirms that there is enough sustainable feedstock globally to produce the SAF needed for aviation to reach net zero by 2050. The report finds that the main bottleneck is not feedstock availability, but rather the pace of technology rollout and the need for supportive policy frameworks. With the right investments and policies, more than 300 million tonnes of SAF from biomass and 200 million tonnes from Power-to-Liquid (PtL) pathways could be produced annually by mid-century, all meeting strict sustainability criteria.

Latest SAF Developments:

SAF production is set to double again in 2025, with new large-scale refineries coming online and more countries entering the SAF space. However, SAF still represents less than 1% of global jet fuel use, so scaling up remains an urgent priority. The industry is also seeing growing interest in diversifying feedstocks and scaling alternative technologies beyond HEFA, such as PtL and advanced biofuels.