Jet Fuel Prices Spike as Airlines Warn of Potential Supply Shortage Within Weeks

On February 28, 2026, the United States and Israel launched joint military strikes on Iran, killing Supreme Leader Ali Khamenei [1]. Iran's Islamic Revolutionary Guard Corps responded by closing the Strait of Hormuz to shipping traffic — the narrow waterway through which roughly 20% of the world's oil supply passes daily [2]. Within three weeks, the price of jet fuel at the U.S. Gulf Coast nearly doubled, hitting $4.56 per gallon on March 20 [3]. Airlines began canceling flights by the thousands. And the global aviation industry confronted a question it had not faced at this scale since the 1970s energy crisis: what happens when the fuel runs out?

The Price Spike, by the Numbers

Jet fuel on the U.S. Gulf Coast opened 2026 at $2.03 per gallon [3]. By February 28, it had barely moved — $2.17. Then the Strait of Hormuz closed. In the first week of March, prices jumped to $3.10. By March 10, they reached $3.40, a 57% increase from pre-crisis levels [4]. The climb continued: $3.85 on March 14, and $4.56 on March 20 — a 110% increase in under three weeks [3].

Source: EIA / FRED

Data as of Mar 20, 2026CSV

By March 26, prices had eased slightly to $4.04 per gallon, but remained 96.1% above their level a year earlier [3]. The global average was approaching $5 per gallon, more than double what airlines paid a month prior [5].

These numbers put the 2026 spike in rarefied historical territory. During the 2008 oil shock, jet fuel peaked at approximately $4.36 per gallon in July, driven largely by speculation rather than a physical supply disruption [6]. The 2022 post-pandemic surge, fueled by Russia's invasion of Ukraine and recovering demand, topped out around $4.20 per gallon [7]. The March 2026 peak of $4.56 exceeded both — and unlike those episodes, this one was caused by the sudden physical removal of a major supply artery.

Source: EIA / IATA

Data as of Mar 26, 2026CSV

Over 30 days (late February to late March), the increase was approximately $2.39 per gallon, or 110%. Over 90 days from early January, the increase was roughly $2.01 per gallon, or 99%. Year-over-year, prices doubled [3].

What Broke the Supply Chain

The proximate cause is the Strait of Hormuz closure, but multiple chokepoints compounded the damage.

The Strait itself: Before the crisis, an estimated 17–18 million barrels of crude oil transited the Strait daily. Its closure removed close to 20% of global oil supply from the market, with roughly 80% of that supply destined for Asia [2]. Around 30% of Europe's jet fuel supply originates from or transits via the strait [8].

The Ras Tanura refinery attack: On March 2, Iranian drones struck Saudi Aramco's Ras Tanura facility — Saudi Arabia's largest refinery, processing more than 500,000 barrels per day [9]. Though Aramco said the fire was quickly contained and the refinery reopened after about a week, the temporary shutdown and subsequent rerouting of exports through Yanbu on the Red Sea added further disruption to already-strained supply chains [10].

U.S. domestic refinery closures: Independent of the Middle East conflict, the U.S. was already headed for tighter fuel inventories. Valero Energy announced it would idle its Benicia refinery in the San Francisco Bay Area by April 2026, removing 17.5% of California's refining capacity [11]. The EIA had forecast that jet fuel inventories would decline to about 21 days of supply — the lowest since 1963 — even before the Hormuz crisis began [12]. The combination of planned domestic refinery closures and the sudden loss of Gulf crude imports created what OPIS analysts described as a market "vulnerable to refinery issues" on the U.S. West Coast, East Coast, and Midcontinent [13].

Source: FRED / Federal Reserve

Data as of Mar 20, 2026CSV

Asian refinery feedstock shortages: In Vietnam, fuel suppliers indicated that existing contracts could only cover airline demand through the end of March 2026, with partners in Singapore, Thailand, and China delaying deliveries and potentially invoking force majeure clauses [14].

Who Gets Hurt First: Airlines Without Hedges

The timing of this crisis is particularly damaging because major U.S. carriers — Delta Air Lines, United Airlines, and American Airlines — have largely abandoned fuel hedging over the past two to three years [15]. Unlike Southwest Airlines, which famously used hedging contracts to lock in low fuel prices for years, the Big Three stopped buying futures contracts to protect against price spikes [16].

The financial exposure is substantial. Delta has said that every one-cent increase in the price of jet fuel per gallon adds approximately $40 million to its annual fuel bill [15]. For American Airlines, the figure is about $50 million per penny [15]. With prices up roughly $2.00 per gallon since late February, the math is punishing: Delta faces approximately $8 billion in added annual fuel costs at current prices, and American roughly $10 billion.

United Airlines CEO Scott Kirby warned that if prices persist, jet fuel alone could add $11 billion in annual expenses for his carrier [5]. TD Cowen estimated that United's earnings per share for the March quarter could come in between 5 and 22 cents — far below the company's January forecast of $1 or more [16].

Delta has one partial shield: its ownership of the Trainer oil refinery south of Philadelphia, which CEO Ed Bastian called a "meaningful hedge" on the refining margin between crude oil and jet fuel [17]. But no refinery ownership offsets a doubling of the underlying commodity price.

NPR reported that the era of fuel hedging is effectively over for U.S. legacy carriers, and "now passengers bear the brunt" [16].

Flights Canceled, Routes Cut

Airlines are not waiting to see if prices come down. Scandinavian Airlines announced it would cancel over 1,000 flights in April 2026 [18]. Air New Zealand cut approximately 1,100 flights through early May, affecting an estimated 44,000 passengers [5]. United Airlines said it would reduce planned flights by about 5% in the near term [5]. Vietnamese carriers began slashing schedules from April onward [19].

The routes most vulnerable are those with thin margins and high fuel burn: long-haul international routes and domestic flights serving smaller markets. An Inc. analysis identified routes serving mid-size U.S. cities — connections that often require regional jets with less fuel-efficient engines — as "first on the chopping block" [20].

A Skift analysis estimated that the war with Iran could cost U.S. airlines $24 billion in additional jet fuel expenses collectively, and that ticket prices would need to rise at least 11% across the board just to break even [4]. For individual routes, the calculus varies. Fuel typically represents 20–30% of airline operating costs. At $2.00 per gallon, that share sits at the low end; at $4.56, it pushes well above 35%, compressing margins on routes that were already marginal [4].

If fuel supplies tightened by 10%, the impact would fall first on frequency reductions — fewer daily departures on competitive routes. A 20% reduction would force carriers to eliminate entire city pairs, particularly secondary markets where load factors (the percentage of seats filled) are below 80%. At 30%, analysts say the industry would face a scenario resembling the early months of COVID-19, with grounded aircraft and mass cancellations [20].

Are Airlines Crying Wolf?

Airlines have issued shortage warnings before. In 2022, several carriers warned of potential fuel constraints during the post-pandemic demand surge, and while prices spiked, the predicted supply disruptions did not fully materialize. Industry critics — including consumer advocacy groups and some members of Congress — have argued that fuel scarcity warnings sometimes serve a dual purpose: preparing the public for fare increases while building a case for regulatory relief [21].

There is a plausible version of this argument in 2026. Airlines moved quickly to raise fares: Delta CEO Ed Bastian said the jet fuel spike added as much as $400 million in costs in March alone, and carriers passed those costs on through immediate fare increases [22]. Spirit Airlines fares for tickets purchased in late March spiked 124.3% week-over-week; other carriers' fares rose between 14.8% and 56.7% [22]. Air France-KLM announced long-haul price increases, and Cathay Pacific raised fuel surcharges [22].

But the counterargument is stronger this time. Unlike previous warnings, the 2026 crisis involves a verified physical supply disruption — the closure of a strait that handles one-fifth of global oil traffic — not merely a speculative price increase. The IEA described it as the largest disruption to energy supply since the 1970s [2]. Refineries have been attacked. Contracts have been subject to force majeure. The physical shortage is documented by multiple independent sources, from the EIA to Kpler to the Dallas Federal Reserve [2][12][23].

Emergency Response: What's Been Done, What's Left

Governments have not been idle. On March 11, President Trump ordered the release of 172 million barrels of oil from the Strategic Petroleum Reserve [24]. The same day, the IEA's 32 member countries unanimously agreed to release a record 400 million barrels from emergency stockpiles — the largest coordinated release in the agency's history [25]. The United Kingdom contributed 13.5 million barrels; South Korea, 22.46 million [25].

The releases have not been sufficient to restore pre-crisis prices. NBC News reported that the multi-country release "failed to bring down petroleum prices" to pre-conflict levels [26]. Brent crude had surged past $100 per barrel on March 8 — the first time in four years — and peaked at $126 [2]. Even after the reserve releases, prices remained well above $100.

On the regulatory front, the EPA enacted a temporary nationwide fuel waiver effective May 1, 2026, suspending summer volatility standards to permit E-15 gasoline sales and prevent broader fuel supply disruptions [27]. The waiver is initially for 20 days, with extensions planned "until such time as the extreme and unusual fuel supply circumstances are no longer present" [27]. However, this waiver primarily affects gasoline blending, not jet fuel directly.

Import rerouting is underway but slow. Saudi Aramco rerouted some exports through Yanbu on the Red Sea after the Ras Tanura attack [10], and alternative crude sources from West Africa and the Americas are being tapped. But replacing 20% of global oil supply is not a matter of weeks — it is a structural challenge that energy analysts say could take months to fully address [23].

Who Gets Fuel When There Isn't Enough?

In a genuine shortage, allocation becomes a political question. The U.S. military uses JP-8, a specification of kerosene jet fuel that overlaps with commercial Jet A-1 but is produced and distributed through separate channels [28]. Military logistics prioritize mission-critical operations and can activate emergency procurement protocols, including sourcing from allied nations [28]. Regulatory restrictions and cost differences generally prevent cross-use between military and commercial fuel stocks [28].

Cargo operators — FedEx, UPS, Amazon Air — compete for the same fuel supply as passenger airlines at commercial airports. During the 2022 fuel crunch at several U.S. airports, some cargo carriers reported being deprioritized in favor of passenger flights, though no formal federal allocation system exists for commercial aviation fuel.

Air ambulance services maintain operational priority for takeoff and landing slots and are not dependent on commercial scheduling systems [29]. But they are not insulated from fuel availability at airports. If a regional airport runs low on Jet A, an air ambulance based there faces the same physical constraint as any other operator.

Private aviation — business jets and charter flights — is the most price-insensitive segment but also the least protected in an allocation scenario. FBO (fixed-base operator) prices have already risen to a national average of $7.33 per gallon, with some Alaskan airports reporting $8.35 [30].

There is no federal law that establishes a formal priority system for jet fuel allocation among commercial, cargo, military, and emergency operators. The Defense Production Act gives the president authority to direct industrial resources for national defense, but its application to commercial fuel distribution would be unprecedented and legally contested [24].

The Fare Impact: Who Pays

Airlines are passing costs to passengers. The question is how much and for how long.

Research published in ScienceDirect found that cost pass-through varies by carrier type: when fuel prices rise 10%, legacy carrier fares increase by approximately 0.172%, while low-cost carriers raise fares by 0.351% [31]. Ultra-low-cost carriers show the lowest pass-through rate, absorbing more cost internally — though this also makes them more financially vulnerable to sustained spikes [31].

At the current price levels, the Skift estimate of an 11% average fare increase to offset $24 billion in added industry costs translates to roughly $35–$50 more per domestic round trip and $100–$200 more per long-haul international ticket [4]. American Airlines CEO Robert Isom gave what TheStreet called a "stark warning" that fares would continue rising as long as fuel prices stayed elevated [32].

IATA's research on demand elasticity suggests that leisure air travel has a price elasticity of roughly -0.8 to -1.0 in the short run, meaning a 10% fare increase reduces demand by 8–10% [33]. Business travel is less elastic, at roughly -0.3 to -0.5. In practical terms: if domestic fares rise 15–20%, leisure bookings could fall by 12–20%, hitting budget-conscious travelers — disproportionately younger and lower-income passengers — hardest.

BCG's 2026 air travel outlook noted that despite rising costs, demand had remained "surprisingly strong" through mid-March, giving airlines cover to push fares higher [34]. But that resilience has limits. In 2008, when fuel hit comparable levels, 25 airlines went bankrupt globally in the first six months of the year [6].

What Comes Next

The trajectory of this crisis depends on two variables outside the aviation industry's control: the duration of the Strait of Hormuz closure and the pace of alternative supply development.

If the strait reopens within weeks — which would require either a ceasefire or a military operation to secure shipping lanes — prices could retreat to the $2.50–$3.00 range relatively quickly, and airlines would absorb the March spike as a one-quarter earnings hit.

If the closure persists through summer 2026, the industry faces a structural shortage. European airports could begin experiencing fuel shortages as early as May [29]. Airlines that have already cut schedules would face pressure to cut deeper. Smaller carriers without access to capital markets — regional airlines, charter operators, carriers in developing countries — would face existential financial pressure.

Wall Street analysts and U.S. government officials have begun considering the possibility of oil reaching $200 per barrel if the crisis deepens [2]. At that level, jet fuel would approach $7–$8 per gallon on the spot market, and the question would shift from "how much do fares rise?" to "how many airlines survive?"

For now, the industry is in a holding pattern — cutting where it can, raising prices where the market will bear it, and watching the Strait of Hormuz for any sign that the fuel will flow again.