Rolls-Royce CEO: Only Sustainable Aviation Fuel Can Decarbonize Long-Haul Flights

As the global aviation industry races toward a 2050 net-zero emissions goal, Rolls-Royce is placing a firm bet on sustainable aviation fuel (SAF).

Rolls-Royce CEO Tufan Erginbilgiç dismissed the idea that other technologies will meaningfully cut emissions for larger aircraft anytime soon: “In the next 20 years, [sustainable aviation fuel] is the only technology that’s going to decarbonize commercial aviation,” he said Wednesday at a Wall Street Journal event in London.

Erginbilgiç’s assessment reflects not only the company’s strategic priorities but also mounting industry-wide pressure to cut carbon emissions in the short and medium term – well before alternative technologies become viable at scale.

“We are the only company who can actually say that all of our aerospace engines are 100% SAF compatible,” Erginbilgiç said. “That’s important because you can make small planes hydrogen or electric, but when we’re talking about narrowbody, widebody, overseas commercial airlines, SAF is the only solution.”

He touted the UltraFan, a next-generation engine in development, as a sign Rolls-Royce is also focused on improving fuel efficiency. It’s described in the company’s marketing materials as “the sustainable solution for decades to come,” and promises to be 10% more efficient than those currently on the market. 

However, the UltraFan won’t power aircraft until the 2030s. Rolls-Royce says some of the learnings from this new-generation tech could be applied to existing engines, but it hasn’t said exactly when or how.

Rolls-Royce’s current range of engines help power many of the world’s most popular long-haul aircraft, including the Boeing 777 and Airbus A350.

A Narrow Window for Progress

Erginbilgiç’s remarks come as airlines face growing scrutiny over their climate impact.

The International Air Transport Association (IATA) – the global airline trade body – has committed to achieving net-zero emissions by 2050. Many industry watchers agree that this target requires both short-term action and long-term technological transformation.

While emerging technologies like hydrogen and electric propulsion may reshape aviation in the second half of the century, the next two decades represent a critical window for emissions reductions, but where commercial-scale alternatives remain elusive.

Erginbilgiç’s comments reaffirm that these solutions are at least two decades away for practical application in large commercial aircraft. That leaves SAF, a lower-carbon alternative to conventional jet fuel made from sources like waste oils and agricultural residues, as the most viable bridge technology.

However, SAF currently accounts for less than 1% of global aviation fuel use, hampered by limited supply and high prices. SAF can cost up to three times more than traditional jet fuel.

Industry Frustration Grows

Speaking to Skift last month, Willie Walsh, IATA director general, criticized the slow roll-out of SAF.

"The lack of progress, particularly in relation to the production of SAF, demonstrates that it's not going to be done by airlines alone. The OEMs [plane and engine makers] are not delivering to the commitments that they make," said Walsh.

"Everybody is out there saying we're committed to net-zero in 2050. But all of the players [in] the airline community are walking away from tangible action that would demonstrate that they're committed. We're not seeing what we would expect from them."

Erginbilgiç and Walsh’s comments reflect growing realism among aviation leaders: that innovation timelines don’t always match regulatory deadlines. 

In March, the chief executives of four of Europe’s biggest airline groups urged the EU to delay rules requiring the use of SAF because of concerns around supply. The EU already requires all airlines operating in the region to use 2% SAF in their fuel mix. This will ramp up to at least 6% by 2030. The UK has a similar mandate that will rise to 10% in 2030.

What Do the Airlines Say?

Speaking on Skift’s climate podcast GreenShift, Amelia DeLuca, Delta’s chief sustainability officer, acknowledged the tension between business expansion and climate goals.

“Sustainable aviation fuel is the biggest lever,” she said. “It’s the only thing that gets us to net zero. We’re in a race against time.”

DeLuca called on the sector to continue investing in new technologies such as carbon capture, capturing gasses out of the atmosphere using renewable energy and turning it back into fuel. “These are unlimited feedstocks. And that cost profile of that product, if you have unlimited feedstocks, is actually lower than conventional jet fuel today. But that is a long way off. This is going to take all of us. Airlines alone can’t solve climate change.”

Meanwhile, Yvonne Moynihan, corporate & ESG officer at European low-cost carrier Wizz Air said in April: “Radical change needs to happen. Subsidies have to be redirected into renewable energy.” 

She told Skift that some airlines have included hydrogen in their roadmaps, but that Wizz Air excluded it and instead focuses on "realistic levers.” 

“We understand that the most realistic decarbonization levers are ones that we already have, which are improvements in current aircraft and engine technology and SAF. We need to kick start the production of SAF, this is the best chance for airlines to decarbonize,” she added.

Additional reporting by Darin Graham

Skift’s in-depth reporting on climate issues is made possible through the financial support of Intrepid Travel. This backing allows Skift to bring you high-quality journalism on one of the most important topics facing our planet today. Intrepid is not involved in any decisions made by Skift’s editorial team.

Curated by Darin Graham

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