Brazil has the ingredients to become a major sustainable aviation fuel (SAF) producer, but it is not yet established as a global production or export hub. Its feedstocks, renewable energy and industrial base create an opportunity; domestic policy could add demand, and Petrobras has reported early industrial production and sales milestones. Those developments are evidence of progress, not proof of national output capacity, export volumes or competitive economics.
What “clean jet fuel” means in this discussion
The term refers to sustainable aviation fuel, or SAF: an alternative to aviation fuel derived from fossil sources. Brazil’s National Agency of Petroleum, Natural Gas and Biofuels (ANP) describes SAF as fuel made from feedstocks and processes that meet sustainability standards under the International Civil Aviation Organization’s definition. SAF can be blended with conventional aviation fuel when it meets applicable technical specifications.
That definition matters because a renewable input is not automatically eligible. Ethanol, used cooking oil or another feedstock does not qualify as SAF simply because it is renewable; the fuel pathway must meet relevant sustainability and fuel-quality requirements.
Why Brazil is considered a potential SAF hub
Feedstock and energy options
IATA’s assessment points to Brazil’s diversity of potential feedstocks, clean energy and industrial scale as advantages. The country’s sugarcane base is particularly relevant to the possibility of producing jet fuel from ethanol, while other feedstocks may support different pathways. The case depends on which resources can be converted into eligible fuel sustainably and at scale, not just on the existence of abundant agricultural output.
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Industrial capability and location
Brazil has refining and fuel-handling infrastructure, and Petrobras has reported production at an existing refinery. IATA argues that the combination of industrial capability and feedstock options could support domestic supply and, eventually, net exports. That is an industry outlook, not a confirmed export pipeline or production forecast.
Policy-created demand
Brazil’s Fuel of the Future law, Law 14.993/24, adds a domestic demand signal. The Ministry of Ports and Airports describes an aviation emissions-reduction schedule tied to SAF use: 1% beginning January 1, 2027, rising to at least 10% by January 1, 2037.
Those figures describe the emissions-reduction schedule as summarized by the ministry. They should not be read automatically as simple volumetric blend percentages. Operational compliance depends on the implementing rules and applicable fuel standards.
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How ethanol or other feedstocks become jet fuel
Ethanol-to-jet
In an ethanol-to-jet pathway, ethanol is converted through processing steps into hydrocarbons suitable for aviation fuel. Brazil’s sugarcane industry makes this route an important part of the country’s potential SAF story. But feedstock availability alone does not establish how much qualifying fuel can be produced, at what cost, or with what lifecycle emissions.
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HEFA—hydroprocessed esters and fatty acids—converts eligible fats, oils and greases into fuel components through processing with hydrogen. IATA identifies it as another pathway relevant to Brazil. The sustainability of the input and the fuel’s technical compliance still matter; not every oil or fat yields an eligible product.
For either pathway, producing a fuel component is not the whole task. Producers must meet applicable sustainability and technical standards, including specifications for aviation fuel and permitted blend components.
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What Brazilian production milestones show—and what they do not
Industrial-scale production reported in 2025
In September 2025, Petrobras reportedly produced aviation kerosene with renewable content at industrial scale at its Henrique Lage refinery (Revap), in São José dos Campos, São Paulo. The Ministry of Ports and Airports described it as Brazil’s first production of this kind at industrial scale. This demonstrates activity at a refinery; it does not establish nationwide production capacity.
Commercialization reported in December 2025
A December 2025 government report said Petrobras had begun commercializing domestically produced SAF. The report also said SAF can substitute for conventional aviation kerosene without aircraft or fueling-infrastructure modifications. That statement should be understood as the government report’s description, not generalized to every SAF pathway or every product. The milestone does not establish the amount available to buyers or continuing supply across Brazil.
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How small SAF remains in the global fuel market
IATA’s figures put Brazil’s opportunity in context: SAF is still a small part of global aviation fuel use. Its 2025 number is an estimate, and its 2026 number is a projection, not a final audited result.
| Year | Global SAF output | Share of total jet-fuel consumption | Status |
|---|---|---|---|
| 2025 | 1.9 million tonnes (2.4 billion liters) | 0.6% | IATA estimate |
| 2026 | 2.4 million tonnes | 0.8% | IATA projection |
These global estimates do not show how much SAF Brazil produces. They do show why the “hub” label describes a possible future role in a developing market, rather than current dominance.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.What the policy framework means for companies and investors
For businesses considering the sector, the scheduled domestic demand signal may improve the case for developing supply, but a mandate does not by itself make a project viable. A prospective producer still has to secure eligible feedstock, demonstrate compliant production, arrange infrastructure and customers, and manage costs and lifecycle-emissions accounting.
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For a financial assessment, separate three stages that headlines can blur: an announced opportunity, demonstrated production, and sustained commercial supply. The reported Petrobras milestones support the second stage in a limited sense; they do not establish project economics, nationwide output, or export competitiveness. A sound comparison with another prospective producer would examine eligible feedstock and sustainability, energy and hydrogen availability where relevant, pathway readiness, existing infrastructure, demand-policy certainty, demonstrated output rather than announcements, delivered cost and lifecycle emissions.
What would make Brazil’s hub status more than a forecast
The claim becomes stronger as evidence accumulates across several distinct measures:
- Verified, recurring production volumes—not just a first industrial-scale run or a commercialization announcement.
- Clear evidence that the feedstocks and pathways used meet sustainability and technical standards.
- Implemented compliance rules that translate the domestic emissions-reduction schedule into workable obligations for market participants.
- Commercial supply data showing buyers can obtain fuel reliably and at scale.
- Documented export volumes and delivered economics before describing Brazil as an established export hub.
Until those measures are available, Brazil is best described as a credible candidate with early industrial activity and a policy-supported market opportunity. The scale and economics of any future production or exports remain unestablished.
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