Jet Fuel Prices, Explained

1. There is no pump price, and that changes everything

Gasoline and diesel have a price a driver can photograph. Jet fuel does not. No airport posts a retail sign, no agency surveys filling stations on a Monday, and no consumer ever pays the quoted price directly. Jet fuel is a bulk wholesale market from end to end, and most confusion about it starts with treating a hub quotation as if it were a pump price.

Four different numbers all get called the jet fuel price, and they answer four different questions:

• The hub spot price. The benchmark the US Energy Information Administration (EIA) publishes is the US Gulf Coast kerosene-type jet fuel spot price, free on board, in dollars per gallon. Los Angeles, New York Harbor, and overseas hubs such as Singapore and Northwest Europe carry their own spot quotations. The Gulf Coast quote is the US reference because the region holds the largest concentration of refineries and export docks, and it is the series used in the price history in section 5.
• The delivered airport price. An airline does not lift fuel at the Gulf Coast unless its aircraft happens to be there. Fuel reaches an airport by pipeline, barge, rail, or truck, sits in a tank farm, and is pumped through a hydrant system or a fuel truck into the wing. Each step adds cost, and the contract price at a given airport is normally the hub index plus a differential that absorbs transport, storage, and local supply tightness. A hub price can fall while a constrained airport gets more expensive, because the differential widened.
• The differential to diesel. Traders quote jet fuel against ultra-low sulfur diesel (ULSD) as often as they quote it outright, because the two fuels compete for the same refinery barrels. That gap, covered in section 6, is where the jet market expresses its own opinion instead of borrowing the diesel market's.
• The consumption number. Price alone says little without volume. The EIA measures US jet fuel use as product supplied in the Weekly Petroleum Status Report (WPSR): fuel leaving the primary supply system, used as the standard proxy for consumption. Section 4 reads the current market through this site's own copy of that data.

One more absence shapes the market. There is no jet fuel equivalent of the EIA retail survey, and there is no deep, physically delivered jet fuel futures contract comparable to WTI crude. The listed jet products that do exist are cash-settled differential contracts built on price-reporting-agency assessments, described in section 7. A market priced by assessment and contract index, rather than by an exchange crowd and a pump sign, moves quietly for weeks and then reprices in steps when physical cargoes get scarce. That rhythm is normal for jet fuel, not a sign that something is broken.

2. What jet fuel is: kerosene with a freezing problem to solve

Jet fuel is a kerosene-type fuel. Kerosene sits in the middle of the barrel, lighter than diesel and residual fuel, heavier than gasoline and naphtha. Turbine engines burn it across a wide range of conditions, but the specification that defines the product is written for the worst ten minutes of a flight, not the average one: at cruising altitude the air outside the wing tanks is far below freezing for hours at a time, and the fuel has to keep flowing to the engines the whole way down.

Civil jet fuel is governed by ASTM D1655. The two grades a reader will meet are Jet A, standard in the United States, and Jet A-1, standard in most of the rest of the world. A third grade, Jet B, is a wider-cut gasoline and kerosene blend kept for very cold climates, and it is a niche product next to the other two. Aviation gasoline, called avgas, is a different fuel entirely: a gasoline for piston aircraft engines, not a turbine fuel, and quoting an avgas price in a jet fuel discussion is a category error.

Read the sulfur row twice, because it breaks a common assumption. Road diesel in the United States is ultra-low sulfur at 15 parts per million. Jet fuel under D1655 may legally carry sulfur up to 0.30 percent by weight, which is 3,000 parts per million. Jet fuel is tightly specified, but it is specified for cold flow, stability, and clean burning in a turbine, not for the road-fuel sulfur regime. That is one reason supply cannot slosh freely between the jet pool and the on-road diesel pool even though the two come off adjacent trays of the same column: the products are cousins, not substitutes, and each has to be certified into its own market.

The freezing point gap between Jet A and Jet A-1 also explains a small geographic fact. US domestic flying, with shorter sectors and a supply system built around Jet A, works at the -40 degree limit. Long-haul international flying, with longer hours at altitude over polar and oceanic routes, uses the -47 degree grade. An aircraft does not choose its fuel the way a driver chooses an octane grade. It takes the grade the airport system supplies, and the global system outside the United States supplies Jet A-1.

3. Where jet fuel comes from in the barrel: about one gallon in nine

A refinery cannot decide to become a jet fuel plant for a summer. The kerosene cut is a fixed neighbourhood of the distillation column, and conversion units can push more material into or out of that neighbourhood only within limits set by the crude slate and the hardware. The EIA refinery yield series measure what actually comes out: US refiners yielded kerosene-type jet fuel at about 11 percent of output through 2024 and 2025. Monthly readings in 2025 ran from 10.7 to 11.4 percent, and the first months of 2026 printed higher, at 12.1 percent in March and 12.5 percent in April, as refiners leaned toward middle distillates. Eleven percent of a 42 gallon barrel is about 4.6 gallons. For scale against the fuels readers know: gasoline takes close to half the barrel, and the distillate family that includes diesel and heating oil takes roughly another third. Jet fuel is the third product, not the main event, and its supply is partly a by-product of decisions made for the first two.

The national average hides a regional split that matters for prices. The EIA yield series for the Louisiana Gulf Coast refining district put jet fuel yield at 10.9 percent in both 2024 and 2025, close to the national figure. The West Coast (PADD 5) series runs near double that, with monthly readings around 19 to 21 percent through 2024 and 2025. West Coast refineries were built to serve dense aviation markets at the end of long supply lines, so their product slate leans into jet fuel. The consequence cuts both ways. In normal times the region makes a large share of its own jet fuel. In an outage, the same region has few alternative suppliers who can deliver a boutique volume quickly, and its airport differentials are the ones that jump first.

Yield shifting is real but bounded, and section 6 returns to it. A refiner watching a strong jet differential can adjust cut points and conversion severity to pull some diesel-range material into the jet pool, or push jet material down into diesel when diesel pays better. The moves are measured in percentage points of yield, not in multiples. When US jet fuel demand rises by a tenth in a strong summer, the supply answer is mostly imports, stock draws, and refiners running harder overall, not a refinery suddenly yielding 20 percent jet fuel where it yielded 11 before. The national yield data prove the point in reverse: in April and May 2020, when flying collapsed, the US jet yield fell to 4.7 and then 3.8 percent. Refiners cut the jet share by almost two-thirds because the buyers had vanished, and the barrels went elsewhere in the slate.

4. The current balance, in this site's own EIA data

PetroEyes carries the EIA weekly series for jet fuel demand, refreshed October 15, 2026, with the latest week ending October 9, 2026. Two gaps in that file deserve stating before the numbers, because they shape what a reader can and cannot check here. The file carries jet fuel product supplied, refinery activity, and crude and product prices for gasoline and heating oil. It does not carry a jet fuel spot price or a jet fuel stock level. For those two series, the source is the EIA WPSR itself, whose spot price table publishes the Gulf Coast jet quotation. What this site's file does support is the demand and refinery side of the balance, and it supports it well:

Three readings follow. First, the season is doing visible work: demand fell from a 2.146 million barrel a day peak in mid-July to 1.625 million in the week ending October 9, a drop of roughly a quarter, without any collapse in flying. That is the normal shape of the jet year, and any price story told in October that ignores it is missing its largest variable. Second, the four-week average of 1.695 million barrels a day sits close to the roughly 1.7 million a day that the EIA used as the US jet fuel consumption reference in its sustainable aviation fuel reporting for 2025. The market in the autumn of 2026 is a full-sized market, not a post-shock remnant. Third, at 7.6 percent of product supplied, jet fuel is small enough that crude and gasoline set the refinery's overall pace, and large enough, at about 68 million gallons a day, that a regional shortfall cannot be covered by a few truckloads. Bulk is the whole story of this fuel.

5. The price history: a collapse, a spike, and a higher floor

The EIA annual averages for the Gulf Coast kerosene-type jet fuel spot price give the cleanest long view, because they strip out the weekly noise that dominates headlines:

The demand side of the collapse is documented in the EIA's own reporting. For Thanksgiving week 2020, jet fuel product supplied was about 1.1 million barrels a day against about 2.0 million a year earlier, roughly half. Averaged over 2022, US jet fuel consumption ran at about 1.5 million barrels a day against the 1.7 million average of 2019, even as passenger counts approached their old levels, a gap the EIA linked to fuller flights and schedule discipline by carriers. Two lessons survive the episode. Jet demand can halve in a quarter when the reason to fly disappears, which no other major fuel can do. And jet demand can stay below its old level for years after the headlines declare a recovery, because airlines learned to carry the same passengers on less fuel. Any forecast that snaps jet demand straight back to trend after a shock should be read against that record.

The 2022 spike deserves a separate sentence, because it was not mainly a crude event. The annual average jet price rose about 82 percent from 2021 while the market was digesting a global middle-distillate shortage: diesel, heating oil, and jet fuel were all short at once, refiners had no spare conversion room, and the three fuels bid against each other for the same barrels. That is the configuration this site's crack spreads guide and diesel explainercover from the diesel side. Jet fuel's version of the same squeeze is simpler to state: when the middle of the barrel is the shortage, the fuel with the fewest alternative suppliers and the least flexible demand takes the largest percentage move.

6. Why jet tracks diesel, and where it breaks away

Jet fuel and ULSD are neighbours. They boil in overlapping ranges, they are drawn from the same section of the refinery, and a refiner adjusting cut points moves volume between them and the wider distillate pool. That physical link is why jet fuel coverage so often borrows the diesel price as a shorthand, and why the shorthand fails at exactly the moments that matter. The EIA WPSR spot price table gives two clean months that make the point in numbers:

The calendar explains most of the flip. Diesel demand builds into fall: harvest, freight, and then heating oil drawing on the same distillate pool through winter, the pattern our diesel explainer works through in detail. In the autumn of 2022, diesel was the scarce middle barrel and jet fuel traded underneath it. By January 2023, winter diesel pressure had eased from its peak while air travel demand held firm, and jet fuel moved to a premium of more than 30 cents a gallon. Neither month was an anomaly to explain away. A negative jet differential in fall and a positive one around the winter and summer travel peaks is the recurring shape of this market, because the two fuels take turns being the seasonal buyer.

Three other forces move the differential inside that shape. Refinery outages in jet-heavy regions, above all the West Coast with its near 20 percent yields, tighten jet supply without tightening diesel by the same amount. Export pull matters: Gulf Coast jet fuel loads onto ships as readily as it loads into pipelines, so a strong overseas market bids the hub price up and US airlines pay the export parity whether they fly internationally or not. And specification friction matters: jet fuel has to meet D1655 and move through segregated, quality-controlled logistics, so a surplus of general distillate does not automatically become a surplus of on-specification jet fuel at the airport that needs it.

7. How airlines buy it, and why hedging leaves a gap

An airline's fuel bill is normally built in two layers. The physical layer is a supply contract at each airport, priced off a published index for a nearby hub, plus a differential that covers delivery into that airport and the supplier's margin. The financial layer, where a carrier chooses to hedge, has to work with the instruments the market actually lists. Those instruments are differential products. ICE lists a Gulf Coast jet fuel versus heating oil future, cash-settled against the Platts daily assessment for Gulf Coast pipeline jet fuel and the ICE heating oil settlement, sized at 1,000 barrels with a minimum fluctuation of one hundredth of a cent per gallon. CME lists Gulf Coast jet fuel versus NYMEX heating oil spread products on the same Platts basis. Read the product designs as a description of the market: the tradeable, standardised piece is the gap between jet fuel and the ULSD contract, not jet fuel outright.

That design leaves every hedger with basis risk, and the risk is not theoretical. A carrier hedged perfectly against ULSD still owns the jet differential from section 6, which swung by roughly 58 cents a gallon between October 2022 (jet 24.8 cents under diesel) and January 2023 (jet 33.5 cents over diesel). Put that swing on a worked example with hypothetical teaching figures. Suppose a buyer lifts 1,000,000 gallons in a month, a round planning figure, not any carrier's actual volume:

The table is the reason airline fuel commentary so often disappoints readers who follow crude. Crude can be flat, the hub index can be flat, and a carrier's delivered cost can still rise by six figures a month on a million-gallon uplift because the differential moved. It is also why carriers report an average fuel price per gallon that never matches any hub quotation a reader can look up: the reported figure is a blend of hubs, airports, contract timings, and hedge results, averaged over a network. Comparing it directly with the Gulf Coast spot price, and calling the gap profit or error, repeats the retail-versus-wholesale mistake our diesel explainer flags for pump prices, one market further from the consumer.

8. Sustainable aviation fuel: fast growth, small share

Sustainable aviation fuel (SAF) is a jet fuel alternative made from agricultural and waste feedstocks and consumed in blends with petroleum jet fuel, in the EIA's description. Its growth rates are the largest in the fuel system and its volumes are among the smallest, and both facts belong in any price discussion. The EIA reported that US SAF production capacity rose by about 25,000 barrels a day in late 2024, as Phillips 66 completed a 10,000 barrel a day project at Rodeo, California, and Diamond Green Diesel completed a 15,000 barrel a day project at Port Arthur, Texas, taking national capacity to about 30,000 barrels a day, from a base of about 2,000 barrels a day at the start of 2024 at just two plants. Production of the EIA's wider Other Biofuels category roughly doubled between December 2024 and February 2025 on that capacity.

Now set that against consumption. The same EIA reporting expected SAF to make up less than 2 percent of about 1.7 million barrels a day of US jet fuel consumption in 2025, and about 2 percent in 2026. Thirty thousand barrels a day of capacity against a 1.7 million barrel a day market is the whole story in one division: even running flat out, SAF capacity is under 2 percent of the pool it is meant to transform. Its price is also built differently, carried by the Renewable Fuel Standard, federal tax credits, and state programs rather than by the hub spot market alone, so SAF does not compete the petroleum jet price down the way a new refinery would. For price purposes, treat SAF as a small, policy-priced blend component inside the jet pool. For supply purposes, treat it as real but not yet material. Both treatments change only when the capacity figure, not the growth rate, moves by an order of magnitude.

9. How to read jet fuel in the weekly data

Jet fuel's evidence arrives inside the same Wednesday EIA release as every other petroleum series, the Weekly Petroleum Status Report covered in our guide to the EIA weekly petroleum report. A working routine, in order:

1. Product supplied, four-week average first. Single weeks swing hard: this site's file shows 2.146 million barrels a day for the week ending July 17, 2026 and 1.625 million for the week ending October 9. The four-week average to October 9, at 1.695 million, is the figure to compare with the same weeks in prior years.
2. The calendar, before any conclusion. Jet demand peaks with summer schedules and holiday weeks and sags in the autumn shoulder. A falling October print is the market breathing out. A falling July print is a demand event. Same direction, opposite meanings.
3. Refinery utilization and yield together. Utilization at 93.5 percent in the week ending October 9, 2026 left refiners room to run harder; a summer reading in the high 90s leaves almost none. Yield tells you how the runs were aimed: a rising jet yield share, as in March and April 2026, means refiners were chasing middle distillates.
4. The diesel market as the neighbouring gauge. Jet fuel tightness rarely arrives alone. Read distillate stocks and the ULSD price alongside jet data, then check the differential itself in the WPSR spot table. A jet story with calm diesel data underneath it is usually a regional or logistics story, not a national shortage.
5. The Gulf Coast spot price, last, as confirmation. The hub price summarises what the physical data already said. Use it to price the move, not to discover it. For the crude benchmarks that feed every product price, see our WTI price page and Brent price page, and for delivered road fuel context, the gas prices page.

10. Common mistakes in jet fuel coverage

• Quoting the hub spot price as what airlines pay. The Gulf Coast spot price excludes delivery to the airport, the airport differential, contract timing, and hedge results. An airline's reported average cost per gallon will differ from the hub quote in every period, by construction.
• Treating jet fuel as diesel with a different label. Adjacent cuts, different specifications, different sulfur regimes (15 parts per million on the road against a 3,000 part per million ceiling under D1655), different buyers, and a differential that flipped by about 58 cents a gallon between October 2022 and January 2023. The shorthand works until it is the only thing standing between a reader and a wrong conclusion.
• Reading a seasonal demand drop as a collapse. The 2026 file falls from 2.146 million barrels a day in mid-July to 1.625 million in early October on schedule. The 2020 collapse looked different: Thanksgiving week at about half the prior year, and a full-year average price down at $1.099 a gallon. Scale and cause separate a season from a shock.
• Assuming refiners can simply make more jet fuel. The national yield has sat near 11 percent for years, fell under duress to 3.8 percent in May 2020, and reached 12.5 percent in April 2026. That is the observed range of the lever. Commentary that assumes a doubling of jet output on request is assuming a refinery that does not exist.
• Counting SAF growth rates instead of SAF volumes. A doubling of a 2 percent share is a 4 percent share. Until EIA capacity figures move from about 30,000 barrels a day toward a material fraction of 1.7 million, SAF changes the blend, not the price.
• Blaming crude for a differential move. Crude sets the floor under every product, at about $2.31 a gallon when WTI is $96.88 a barrel. The jet-specific part of the price is everything above the crude and refining value the other middle barrels command, and that part moves on aviation demand, regional supply, and export pull, none of which appear in a crude headline.

11. A reader's checklist

1. Which jet price is being quoted? Hub spot, delivered airport cost, a carrier's reported network average, or a differential to ULSD. A story that does not say which one it means cannot be checked.
2. What did demand do, on a four-week average? Product supplied against the same weeks last year, with the summer and holiday calendar in view before any shortage claim.
3. What did the differential do? Jet over or under Gulf Coast ULSD, from the WPSR spot table. A widening jet premium into a travel peak is this market's clearest tightness signal.
4. Where is the tightness? National, or one region's airports and pipelines. West Coast supply, built at near double the national jet yield, reprices on local outages that barely register in national totals.
5. Can supply answer? Utilization in the low 90s leaves room; the high 90s do not. Yield can shift by a point or two, imports and stocks do the rest, and none of it arrives in a day.
6. Who pays, and when? Carriers pay first, on contract resets and hedge settlements, and pass costs through fares and cargo rates over following quarters. A spot spike this month is a fare story next season, not this weekend.

12. Frequently asked questions

Why is there no retail jet fuel price?

Nobody buys jet fuel at a pump. It moves in bulk from refineries and pipelines into airport tank farms and is sold under contract to airlines, cargo carriers, and the military. The EIA therefore publishes spot prices at trading hubs, such as the US Gulf Coast kerosene-type jet fuel spot price, and a weekly consumption proxy called product supplied. There is no Monday retail print for jet fuel the way there is for gasoline and on-highway diesel.

What is the difference between Jet A and Jet A-1?

Both are kerosene-type turbine fuels covered by ASTM D1655. Jet A is the standard grade in the United States and Jet A-1 is the standard grade in most of the rest of the world. The headline specification difference is the freezing point: Jet A must stay liquid down to -40 degrees Celsius at the limit, while Jet A-1 is rated to -47 degrees Celsius. Both share a minimum flash point of 38 degrees Celsius and a density range of 775 to 840 kilograms per cubic metre at 15 degrees Celsius.

Why does jet fuel usually move with diesel prices?

Jet fuel and diesel come out of the same middle section of the refinery. A refiner who makes more of one has less room, within equipment limits, to make more of the other, so the two prices pull on each other. They do not move in lockstep. EIA WPSR spot tables show Gulf Coast jet fuel below Gulf Coast ULSD in June 2022 ($4.120 against $4.286 a gallon) and above it in January 2023 ($3.542 against $3.207). The gap between them, the jet differential, has its own seasonal logic: jet demand peaks with summer flying, diesel and heating demand peak in fall and winter.

How much jet fuel does a barrel of oil make?

The EIA refinery yield series put US kerosene-type jet fuel yield at about 11 percent of refinery output through 2024 and 2025, with monthly readings between 10.7 and 11.4 percent in 2025 and higher readings of 12.1 and 12.5 percent in March and April 2026. Eleven percent of a 42 gallon barrel is about 4.6 gallons of jet fuel. Refiners can shift that share at the margin, and coastal refineries built around aviation markets run far higher yields, but no refinery can turn most of a barrel into jet fuel.

How do airlines protect themselves against jet fuel price moves?

Mostly with contracts and differentials rather than a single futures trade. Physical supply is usually priced off a published spot index, such as a Platts hub assessment, plus or minus a negotiated differential for the airport. Listed protection exists in the same shape: ICE lists a cash-settled Gulf Coast jet fuel versus heating oil future sized at 1,000 barrels, and CME lists Gulf Coast jet fuel versus NYMEX heating oil spread products. An airline that hedges with ULSD instruments still carries the risk that the jet differential itself widens, which is exactly what happened in the tight middle-barrel periods covered on this page.

Will sustainable aviation fuel change jet fuel prices soon?

Not at current scale. EIA reporting put US SAF production capacity at about 30,000 barrels a day in 2025, after production rose from about 2,000 barrels a day at the start of 2024, and expected SAF to make up less than 2 percent of about 1.7 million barrels a day of US jet fuel consumption in 2025 and about 2 percent in 2026. SAF is blended into the same supply system and priced with policy credits on top of the petroleum market, so at a 2 percent share it adds supply at the edge without setting the spot price.

13. Related reading

• Diesel Prices, Explained - the neighbouring middle-barrel market, its retail price stack, and the fall and winter demand that bids against jet fuel.
• Refinery Crack Spreads, Explained - the margin arithmetic that prices conversion capacity when middle distillates run short.
• How to Read the EIA Weekly Petroleum Status Report - the Wednesday release that carries jet fuel product supplied, refinery utilization, and the spot price table.
• Gasoline Price Breakdown, Explained - the four-part retail stack for the fuel at the other end of the barrel.
• Propane Prices, Explained - another hub-priced fuel with no single national price, and a build and draw season of its own.
• Markets - the benchmark board for crude and product prices tracked by this site.

Data and sources: US Energy Information Administration (EIA), US Gulf Coast kerosene-type jet fuel spot price, annual averages (2019: $1.879 a gallon; 2020: $1.099; 2021: $1.858; 2022: $3.374; 2023: $2.699; 2024: $2.338; 2025: $2.114; release date October 7, 2026, as retrieved in EIA petroleum price tables this run; per barrel figures computed on this page by multiplying by 42); EIA Weekly Petroleum Status Report spot price table (Table 12: Gulf Coast kerosene-type jet fuel and Gulf Coast ultra-low sulfur diesel monthly averages, June 2022 jet $4.120 and ULSD $4.286, October 2022 jet $3.715 and ULSD $3.963, January 2023 jet $3.542 and ULSD $3.207; differentials computed on this page); EIA Weekly US Product Supplied of kerosene-type jet fuel (weekly series, including 1,696 thousand barrels a day for the week ending October 2, 2026 and 1,809 thousand for the week ending September 25, 2026, release date October 7, 2026); EIA Today in Energy, December 17, 2020 (Thanksgiving week 2020 jet fuel product supplied about 1.1 million barrels a day against about 2.0 million in 2019; commercial passenger flights about three-quarters of 2019 jet fuel consumption, based on Cirium flight data); EIA Today in Energy, December 5, 2022 (US jet fuel consumption averaged about 1.5 million barrels a day in 2022 against 1.7 million in 2019, with passenger counts near 2019 levels on Transportation Security Administration reports); EIA refinery yield of kerosene-type jet fuel (US monthly series: about 10.7 to 11.4 percent through 2025, 10.8 percent in January 2026, 11.0 in February, 12.1 in March, 12.5 in April; April 2020: 4.7 percent, May 2020: 3.8 percent; Louisiana Gulf Coast annual yield 10.9 percent in 2024 and 2025; West Coast PADD 5 monthly yields around 19 to 21 percent in 2024 and 2025); ASTM D1655 specification limits as published in the ExxonMobil jet fuel product data sheet (Jet A freezing point -40 degrees Celsius maximum, Jet A-1 -47 degrees maximum, flash point 38 degrees minimum, density 775 to 840 kilograms per cubic metre at 15 degrees, final boiling point 300 degrees maximum, total sulfur 0.30 percent by weight maximum, net heat of combustion 42.8 megajoules per kilogram minimum); ICE Futures US contract specification, Gulf Coast Jet Fuel versus Heating Oil future (cash-settled monthly future on the difference between the Platts daily assessment for Gulf Coast Jet 54 Pipeline and the ICE heating oil settlement, 1,000 barrels, minimum fluctuation $0.0001 a gallon) and CME Gulf Coast Jet (Platts) versus NYMEX heating oil spread products, as listed on the exchanges' product pages this run; EIA reporting on sustainable aviation fuel, May 2025, as reported by Hydrocarbon Engineering, MNI, and CleanTechnica (US SAF capacity about 2,000 barrels a day at the start of 2024 at World Energy Paramount, California and Montana Renewables Great Falls, Montana; about 25,000 barrels a day of capacity added in late 2024 from Phillips 66 Rodeo at 10,000 barrels a day and Diamond Green Diesel Port Arthur at 15,000 barrels a day; national capacity about 30,000 barrels a day in 2025; Other Biofuels production roughly doubled from December 2024 to February 2025; SAF expected at less than 2 percent of about 1.7 million barrels a day of US jet fuel consumption in 2025 and about 2 percent in 2026, with growth driven by the Renewable Fuel Standard, federal tax credits, and state programs). PetroEyes EIA export refreshed October 15, 2026 (week ending October 9, 2026 unless stated: jet fuel supplied 1,625 thousand barrels a day, with 1,696 thousand for October 2, 1,809 thousand for September 25, 1,650 thousand for September 18, 1,800 thousand for September 11, and 2,146 thousand for the week ending July 17, 2026; total product supplied 21,361 thousand barrels a day; distillate supplied 4,323 thousand; gasoline supplied 8,408 thousand; refinery utilization 93.5 percent; gross refinery inputs 16,871 thousand barrels a day; WTI $96.88 a barrel; four-week average jet fuel supplied, jet share of total product supplied, and per gallon crude value computed from those figures on this page; the export carries no jet fuel spot price or jet fuel stock series, as stated in section 4). Worked examples labeled hypothetical use invented teaching figures; all other figures are as published by the sources named, for the periods stated.