What the harvest leaves behind becomes the fuel for flight.

Flight is one of the hardest sectors to decarbonise. Batteries cannot carry a wide-body aircraft across an ocean, and the global fleet in service today will still be flying well into the 2040s. The only lever that works at scale, on existing aircraft and existing airport infrastructure, is the fuel itself — a drop-in liquid that meets aviation specification but is made from something other than crude oil.

That is what Sustainable Aviation Fuel is. Demand for it is no longer speculative: it is being written into international rules, national blending targets and airline procurement contracts. India has set indicative targets for SAF blending in jet fuel for international flights from 2027, and the International Civil Aviation Organization's CORSIA framework gives airlines a direct incentive to buy certified volumes.

India has the feedstock the world is short of

The binding constraint on global SAF supply is not demand or refining capacity. It is sustainable feedstock. India generates hundreds of millions of tonnes of crop residue every year — much of it burned in the field for want of a buyer, at real cost to air quality and soil health.

Maharashtra's Khandesh belt sits on four of those residue streams at once: sugarcane bagasse, cotton stalks, soybean husk and pigeon pea waste. Sankla Renewables was formed to convert that residue into a certified aviation fuel, and to pay for it at the farm gate under long-term contracts.

A tonne of crop residue is either a disposal problem or a feedstock. The difference is whether someone has built a plant to buy it.

Sankla Renewables — platform statement