Russian Jet Fuel: Standards, Grades and Export

Jet fuel occupies a special place in Russia's refining and transport system. It is used as the primary fuel for civil and military jet engines, as well as for helicopter equipment and certain types of power plants. Russia is among the world's top four jet fuel producers, processing about 250 thousand barrels per day, and accounts for about 2-4% of the global jet fuel market. For the B2B segment, jet fuel matters both as a strategic product with strict quality requirements and as an export commodity whose logistics are determined by rail and marine infrastructure, as well as the sanctions and regulatory environment.

Quality Standards: GOST 10227-2013

Requirements for jet fuel in Russia and EAEU countries are established by GOST 10227-2013 "Fuels for jet engines. Specifications", put into effect by Rosstandart order on 22 November 2013. The standard applies to fuels used in aircraft gas turbine engines and regulates key physico-chemical and operational parameters.

Depending on purpose and properties, several grades are distinguished. TS-1 is intended for subsonic aircraft and is the most common grade in Russia. RT is a unified fuel intended for both subsonic and supersonic aircraft. The standard also includes grades T-1, T-1S and T-2, which are used in certain segments and have their own features in fractional composition and density.

Key controlled parameters include density at 20 °C (for TS-1 and RT - not less than 775.0 kg/m³, for T-1 - not less than 800.0 kg/m³), fractional composition (initial boiling point, 10%, 50%, 90% and 98% distillation), kinematic viscosity at 20 °C and minus 40 °C, net calorific value (not less than 42,900 kJ/kg for TS-1 and RT), smokeless flame height (not less than 25 mm for TS-1 and RT), acidity, iodine number, flash point in a closed cup, crystallisation temperature (not higher than minus 60 °C for TS-1 and not higher than minus 55 °C for RT depending on category), total sulphur mass fraction, mercaptan sulphur, content of water-soluble acids and alkalis, thermal-oxidative stability and resin content.

Special attention is paid to fuel purity: GOST 10227-2013 prohibits the content of surface-active and other chemicals in amounts that degrade fuel properties. For each grade, permissible limits for mechanical impurities and water are established. The standard also establishes acceptance rules, test methods and sampling requirements, which is critical for confirming batch compliance with the declared grade.

TR CU 013/2011 Requirements

Circulation of jet fuel in the EAEU is regulated by Technical Regulation TR CU 013/2011 "On requirements for automotive and aviation gasoline, diesel and marine fuel, jet fuel and fuel oil". The regulation establishes mandatory requirements for jet fuel characteristics, including limit values for sulphur, mercaptans, resins and other parameters.

Unlike automotive fuel, environmental classes K2-K5 do not apply to jet fuel in the same form: compliance with GOST 10227-2013 and additional regulation requirements is key. For export supplies, quality must comply with the importing country's requirements, which in most cases are oriented towards ASTM standards (e.g., Jet A-1) or DEF STAN. Russian producers working for export are forced to ensure compliance with both Russian and international norms, which requires additional control and laboratory capacity.

Production and Output Volumes

Official statistics on jet fuel production are not publicly available, as the industry is sensitive to defence needs. According to the Price Index Centre (PIC) estimate, in 2025 Russia produced 11.4 million tonnes of jet fuel, of which 1.4 million tonnes came from the Moscow Refinery in Kapotnya, owned by Gazprom Neft. According to Alto Consulting Group, in January-September 2025, production of jet kerosene-type fuel reached 9,076.7 thousand tonnes, and in September 2025 amounted to 1,078.8 thousand tonnes - 2.6% below August and 4.4% below September 2024, but 23.2% above January 2025.

The regional structure of production is stable: the Volga Federal District accounts for about 25.1% of total Russian output (2,278.3 thousand tonnes in January-September 2025). In September 2025, the Volga Federal District remained the leader (323.8 thousand tonnes), followed by the Central (311.0 thousand tonnes) and Siberian (227.1 thousand tonnes) districts. This concentration is explained by the dense location of refineries, high modernisation levels and proximity to major aviation hubs.

The largest jet fuel producers are vertically integrated oil companies owning refineries: Rosneft, Lukoil, Gazprom Neft, Surgutneftegas and Tatneft. Industry concentration is high, and a significant part of output is formed by a limited circle of players, which is important to consider when building contractual relations.

Exports: Geography and Dynamics

Russian jet fuel exports remain relatively small on a global scale. In 2025, Russia exported an average of about 30 thousand barrels of jet fuel per day, accounting for less than 2% of global supplies. For comparison, global jet fuel consumption is estimated at 7.8 million barrels per day, of which about 1.5-2 million barrels are actively traded internationally.

Key destinations are Turkey and Central Asian countries - Kazakhstan, Kyrgyzstan, Tajikistan and Uzbekistan. According to Reuters, Russian kerosene goes to Central Asian states mainly by rail, which distinguishes this channel from marine supplies of diesel or fuel oil. In early 2026, Turkey remained the main buyer, while supplies to Europe were minimal due to EU sanctions - direct purchases of Russian petroleum products fell to about 1% of previous volumes.

In 2025, supplies of diesel and jet fuel from Russia and Belarus to Central Asia and Afghanistan grew by 29% year-on-year, with jet fuel supplies increasing by 51%. This reflects growing aviation activity in the region and the reorientation of Russian export flows after the closure of the European direction.

However, the export channel faced a strict regulatory constraint. In early June 2026, the Russian government introduced for the first time in history a ban on jet fuel exports - the measure is in effect at least until 30 November 2026 and also covers jet fuel purchased at exchange trading. The ban is estimated to retain about 2 million tonnes of fuel within the country. The restriction was most noticeable for Central Asian countries and Turkey, especially during the summer peak demand season.

Logistics and Infrastructure

Russian jet fuel logistics has its own specifics. Unlike diesel and fuel oil, a significant part of export supplies to Central Asia is carried out by rail in specialised tank cars. Marine supplies use tankers and transshipment schemes in Baltic and Black Sea ports, although marine jet fuel export volumes are not comparable to diesel or fuel oil.

Domestic logistics relies on the Transneft pipeline system, ensuring kerosene supply from refineries to major airport fuel complexes. Rail transport is used for remote regions and export destinations. A key constraint remains the capacity of border crossings and the availability of a specialised tank car fleet.

After the export ban and amid attacks on refineries, Russia faced a jet fuel shortage domestically. In May 2026, jet fuel imports from Belarus almost quadrupled compared to May 2025 - to 5.17 thousand tonnes, and in the first ten days of June amounted to another 2.6 thousand tonnes. In parallel, the acceptance of imported Jet A-1 through seaports and its blending with Russian grades was discussed. In August 2026, the tankers HANNA and CAPIBARA delivered almost 59 thousand tonnes of fuel from Egypt to the AO Petersburg Oil Terminal, and ASTORIA delivered 11 thousand tonnes of Jet A-1 from Ulsan (South Korea) to Vladivostok. This indicates a forced adaptation of logistics to domestic shortages.

Sanctions Pressure and Adaptation

Western sanctions remain a key external factor for the Russian jet fuel market. The EU embargo on seaborne imports of Russian petroleum products and the G7 price cap forced Russia to restructure export flows. A new wave of US sanctions against Rosneft and Lukoil in October 2025 added uncertainty, although jet fuel logistics in Europe turned out to be less disrupted than traders feared: the sale of Lukoil's assets to Switzerland's Gunvor and a six-month waiver for Rosneft's German downstream assets allowed part of supplies to be maintained.

On the domestic market, sanctions pressure manifested differently. Ukrainian drone attacks on refineries disabled about 25% of Russia's refining capacity, reducing oil refining from the previous 10 million barrels per day to 5 million barrels - the lowest level in 16 years. This became one of the reasons for the jet fuel export ban and forced imports of Jet A-1 from countries that did not join sanctions.

Adaptation is occurring through several channels. First, jet fuel imports from Belarus, South Korea and Egypt are growing. Second, blending of imported Jet A-1 with Russian grades is being discussed to meet quality requirements. Third, traders use the "shadow fleet" and transshipment schemes in neutral jurisdictions, although for jet fuel these schemes are less developed than for fuel oil or diesel. However, these measures increase costs and create risks for supply stability.

Prospects and Selection Factors

The Russian jet fuel industry remains resilient but faces systemic challenges: sanctions pressure, reduced production due to attacks on refineries, the export ban and the need to import Jet A-1. Restoration of Moscow Refinery capacity is likely to take a long time, and some carriers are already testing flights on lower-quality automotive gasoline due to the kerosene shortage.

For buyers, not only price per tonne matters but also quality stability (grade, density, crystallisation temperature, sulphur and mercaptan content), delivery terms (FOB, CIF, DES, rail supplies), supply chain reputation, availability of laboratory confirmation of compliance with GOST 10227-2013 and international standards, and consideration of regulatory restrictions (export ban, TR CU 013/2011 requirements). Understanding standards, differences between grades and the structure of logistics flows helps reduce risks and build long-term contracts with Russian producers and traders.

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