François Sfarti is Associate Partner at Emerton. He has 6 years of experience at Emerton and 8 years of experience in the aeronautics industry with Safran, where he held several operational and management positions: aircraft engines development programs, in-service support and R&D projects.
François has a deep experience in the industry sector.
François has an engineering degree from Ecole Centrale Paris.
Sustainable Aviation Fuel (SAF): How can European aviation decarbonize without relying on Asia?Aviation is one of the hardest sectors to decarbonize:
- Global air traffic is projected to double by 2050, which will offset any CO2 emission reductions gained from technological improvement (ex: engine efficiency) or operational levers
- Alternative fuel options, such as electric and hydrogen, are highly limited due to weight constraints
Consequently, SAF emerges as the main option to decarbonize aviation. While SAF consumption is gaining traction due to airline commitments and regulations (e.g., ReFuelEU Aviation, in force in Europe since January 2025), its share remains minor (e.g., 1.25% for Air France-KLM), and scaling up presents significant challenges:
- Developing mature technologies to achieve production costs that result in a viable economic equation: current production costs are 2 to 5 times that of fossil jet fuel
- Ensuring feedstock availability to avoid reliance on imports from Asia: In Europe most SAF is currently produced via the HEFA process (Hydrotreated Esters and Fatty Acid), utilizing UCO (Used Cooking Oil), which is mostly imported from Asia.
Developing SAF production capacities will require massive investment.
The groundwork to catalyze SAF production investment is in place: commitments to net-zero emissions by 2050, SAF mandates in several countries and long-term offtake contracts between airlines and SAF suppliers.
However the coming five years will be crucial to turn early initiatives into operational projects, to mature the technology, reduce the production costs and develop a local feedstock supply chain. This will allow the shift towards SAF to become a national strategic advantage rather than relying on imported used oil from Asia.
After Concorde, who will manage to revive civilian supersonic aviation?Commercial aircraft are flying at the same speed as 60 years ago.
Since Concorde, which made possible to fly from Paris to New York in only 3h30, no civilian airplane has broken the sound barrier.
The loudness of the sonic boom was a major technological lock to Concorde success, but 50 years after its first flight, an on-going project led by NASA is about to make supersonic flights over land possible. If successful, it will significantly increase the number of supersonic routes and increase the supersonic aircraft market size substantially. This technological improvement combined with R&D efforts on operational costs and a much larger addressable market than when Concorde flew may revive civilian supersonic aviation in the coming years.
Who are the new players at the forefront and the early movers? What are the current investments in this field? What are the key success drivers and remaining technological and regulatory locks to revive supersonic aviation?
