Abby's Ramp Ramble - Fuel Price Crisis

U.S. retail aviation fuel prices have remained elevated for a sustained period, forcing operators to reconsider expenses at every level. Spirit Airlines, a carrier long noted for weathering turbulence, buckled in May 2026. In announcing the wind-down, CEO Dave Davis cited fuel directly: "the sudden and sustained rise in fuel prices in recent weeks has ultimately left us with no alternative." If a scaled airline could not absorb this, imagine what smaller FBOs are experiencing. While some delay fuel shipments and gamble daily for rate relief, fuel tanks dwindle and resupply becomes unavoidable. This month's Ramp Ramble will cover current trends in the aviation fuel market and what FBOs are doing in response.Figure 1. Jet A Wholesale v Retail Pricing, 2016-2026. NOTE: 2026 data is incomplete and reflects totals as of 5/20/2026.In my April fuel analysis, average wholesale Jet A prices had not yet surpassed 2022 highs - and that remains true, though the gap has narrowed to within $0.47 of the 2022 peak (Figure 1). Wholesale figures are tracked weekly via U.S. Gulf Coast spot prices via FRED, while retail figures are monthly averages sourced from over 3,200 FBOs reporting directly to GlobalAir.com.Meanwhile, retail is dropping records - but maybe not the kind you want to buy. April 2026 posted the highest monthly Jet A average in a decade at $7.73, with 100LL approaching the same threshold at $6.93. Live national averages as of May 20, 2026, show $7.94 for Jet A and $7.34 for 100LL. For FBOs counting on summer traffic to offset the squeeze, the timing could not be worse.RELATED STORIES: Spirit Airlines officially shuts down, last flight lands at Dallas AirportJet A reaches decade high as price increases persistThe side-by-side view in Figure 1 shows FBOs managing a decent share of wholesale fluctuations, cushioning the impact for customers rather than passing costs through directly. However, that buffer only stretches so far - this visual makes it clear how exposed end customers ultimately are to global market forces.High-volume FBOs likely absorbed price increases gradually as they cycled through inventory. Lower-volume locations sitting on older stock had a different experience of becoming the most popular FBO in the area… that is, until resupply hit. Then, they watched the birds scatter.I shed a tear for the FBOs stuck at $8/gal for the next few months. In the worst case, "currently out of fuel" has become a more common callout while many operators make significant delays to avoid being frozen at high costs. I work with many FBOs that are holding out on empty tanks, but are unsure how much longer they can last.Some locations move more of one fuel type than others. For those who set price by the load, if you're cycling through Jet A frequently, your customers are likely already attuned to incremental price adjustments. However, if you're coming up on your first 100LL resupply in six months, your GA pilots are in for a shock.Old inventory isn't just a temporary advantage - it can be a strategic window. If a nearby competitor resupplied at current rates and raised prices accordingly, you don't have to hold yours flat to stay competitive. A modest increase can keep you lower than the competition, build margin on remaining inventory and begin setting customer expectations before your own resupply hits. Even if your goal is to keep costs low for pilots, you need to keep the lights on to service them.The impact is not uniform across the customer base. A scaled corporate flight department can overcome a fuel spike far more readily than a general aviation hobbyist. Historically, GA pilots are the first to cut flights, reduce frequency or stay at home altogether. Those flyers make up a share of traffic that many FBOs will miss, especially with summer travel around the corner. Companies may trim operations, but they won't stop flying.Some FBOs are playing hot potato with their margins, shifting the load between 100LL and Jet A depending on which customer base they are protecting. Some aim to keep adjustments as steady as possible across both, while others increase Jet A margins to subsidize 100LL. Others do the reverse, keeping Jet A prices as competitive as possible while letting 100LL carry the weight.Ahh, come on, guys. It's not all that bad. If we adjust for inflation-Figure 2. Jet A Retail Pricing Adjusted for 2024 Inflation, 2016-2026. NOTE: 2026 data is incomplete and reflects totals as of 5/20/26.Well, shoot.Figure 2 isolates retail price trends adjusted for 2024 inflation - and it doesn't help. Even in real terms, the highest monthly average recorded in 2026 has already surpassed 2022. With the current May average sitting at $7.93, it would take a substantial drop before May closes to come in below 2022's inflation-adjusted peak of $7.78, the previously highest monthly average in the past decade.The data describes an ongoing fuel price crisis tied to distribution constraints resulting from the Strait of Hormuz closure on March 2, 2026. One small consolation: even though the highs have set records, the full-year average for 2026 is lower than 2022's when adjusted for inflation. Granted, 2026 data is half-incomplete, but it still might help you sleep at night to know.I've said this previously, but even if the Strait of Hormuz opened today, many pilots would not see prices level out for several weeks, potentially months. No matter how you slice it, we'll be seeing the effects of this situation for a while. We'll get through this, safe fueling!Abby's Ramp Ramble is a monthly news and opinion column that serves the FBO industry. Abigail Sheets maintains the GlobalAir.com Airport Resource Center and serves as the director of ARC sales development. Her background is in aviation maintenance and management. She graduated from Purdue University with a BS in Aeronautical Engineering Technology and an MS in Aviation and Aerospace Management.