Christopher Hailstone stands at the intersection of energy management and grid reliability, bringing a wealth of knowledge on how legacy systems can adapt to the pressing demands of the green transition. As a seasoned Utilities expert, he has spent years navigating the complexities of electricity delivery and renewable integration, making him a critical voice in the conversation regarding energy security. Today, he joins us to discuss a landmark development in the aerospace and chemical sectors: the launch of the ERA project in France. This initiative represents a sophisticated pivot toward advanced bioethanol-to-jet technology, signaling a major move for industrial sovereignty. Throughout our conversation, we explore the shift away from traditional fat-based biofuels, the intricate chemical processes that turn biomass into flight-ready energy, and the rigorous European regulations driving this multi-billion dollar industrial evolution.
With the launch of the ERA project, the industry is looking at a significant leap toward producing 50,000 tonnes of Sustainable Aviation Fuel annually; how does this initiative redefine the current approach to decarbonizing flight?
The ERA project, or Ethanol to Refuel Aviation, marks a fundamental shift because it moves us past the experimental phase and into a robust, industrial-scale reality. By targeting a production capacity of 50,000 tonnes per year by 2030, this facility is designed to prove that we can move the needle on aviation’s carbon footprint, which currently accounts for roughly 2–3% of global warming impacts. We are currently in the engineering phase, carefully selecting a site in France that will serve as the heartbeat for this new value chain managed by the dedicated company, SAFIRIS. It isn’t just about the fuel itself; it’s about creating a replicable industrial model that merges the agricultural sector with low-carbon chemicals to ensure energy sovereignty. This project is a physical manifestation of reindustrialization, creating direct jobs and securing a supply chain that doesn’t rely on the volatile imports of fossil-based jet fuel.
We have seen a lot of reliance on used cooking oils and animal fats in fuel production, but the ERA project focuses on advanced bioethanol—why is this diversification of feedstocks so vital for the future of the industry?
While the HEFA route, which utilizes oils and fats, has been a successful starting point, the sheer volume of fuel required to meet international targets means we simply cannot rely on a single, limited feedstock. To meet the growing hunger for sustainable alternatives, we have to broaden our horizons to include biomass residues and advanced bioethanol derived from European resources. This diversification is the only way to scale up to the massive volumes demanded by the ReFuelEU Aviation regulation, which calls for over 1 million tonnes of SAF per year for flights departing from France by 2035. By utilizing local agricultural and forestry resources, we aren’t just cleaning up the sky; we are building a sovereign industry that protects the European transport sector from global supply shocks. It’s a strategic move that complements existing fat-based pathways and prepares the ground for future technologies like e-SAF.
The Jetanol technology is central to this project’s success; could you walk us through the technical journey of converting simple bioethanol into high-performance aviation fuel?
The beauty of the Jetanol technology, which was co-developed with IFPEN, lies in its elegant three-step integrated process: dehydration, oligomerization, and hydrogenation. First, we take the advanced bioethanol and strip away the water through dehydration, which is a process Axens has already proven in various petrochemical applications over the years. Then, through oligomerization, we essentially “knit” those smaller molecules together into longer, more complex chains that mimic the energy density of traditional jet fuel. Finally, hydrogenation stabilizes those chains, resulting in a high-yield Sustainable Aviation Fuel and bio-naphtha that meets the rigorous safety standards of the aerospace world. It’s a mature, highly optimized technology that provides a “plug-and-play” solution for the Alcohol-to-Jet pathway, ensuring that the final product is indistinguishable in performance from fossil kerosene but with a fraction of the lifecycle emissions.
How does a project like ERA fit into the broader vision of French energy sovereignty and the continent’s wider reindustrialization goals?
This project is a cornerstone of the “Made in France” industrial revival, showing that we can produce high-tech, low-carbon molecules right here using our own resources and brains. France is uniquely positioned for this because it boasts a world-class aerospace industry, abundant forestry and agricultural assets, and a power grid that is already largely decarbonized. By building the ERA facility alongside other major initiatives like the NACRE project for bioethanol and the MACARON project for battery materials, we are creating an entire ecosystem of green technology. This isn’t just about meeting a 2030 deadline; it’s about reducing our structural dependence on foreign energy and creating a domestic value chain that provides long-term economic stability. We are proving that the energy transition can be a driver for job creation and industrial pride, rather than just a regulatory burden.
The regulatory landscape in Europe is becoming increasingly strict with the ReFuelEU Aviation mandates; what challenges and opportunities does this create for technology providers in the sector?
The ReFuelEU mandates are incredibly ambitious, requiring a SAF blend of 6% by 2030 and a staggering 70% by 2050, which forces the entire industry to accelerate its innovation cycles. While these targets are a challenge to hit, they provide the long-term policy certainty that investors and technology providers need to sink capital into massive infrastructure projects like ERA. For a company like Axens, this is an opportunity to showcase a full portfolio of solutions, from HEFA and advanced biofuels to hydrogen-based e-SAF and even methanol-to-olefins. We are essentially providing a roadmap for airlines and fuel producers to navigate these legal requirements while maintaining operational efficiency. The real challenge lies in the speed of the build-out, but by demonstrating the performance of Jetanol today, we are setting the standard for what a sovereign, sustainable industry should look like.
What is your forecast for the Sustainable Aviation Fuel industry?
I foresee a decade of intense industrial mobilization where SAF moves from a niche, expensive alternative to a standardized global commodity. By 2030, we will see the first wave of large-scale Alcohol-to-Jet plants, like the 50,000-tonne ERA unit, successfully integrating into the existing fuel infrastructure and proving that biomass-based flight is commercially viable. As the European requirement of 1 Mt/year by 2035 approaches, we will likely see a massive scaling of diverse production pathways, where advanced bioethanol and e-fuels work in tandem to meet nearly three-quarters of the continent’s aviation energy needs by mid-century. This transition will be painful at times due to the sheer scale of capital required, but it will ultimately lead to a more resilient, decentralized energy system where aviation is no longer a “hard-to-abate” sector but a leader in carbon circularity. The success of these early projects in France will serve as the global blueprint, exported to every corner of the world as nations race to decouple their economic growth from fossil fuel consumption.
