| Series | First | Latest | Min | Max |
|---|---|---|---|---|
| Jet-fuel demand (4-week avg) | 1384.50 | 1840.75 | 557.75 | 1938.00 |
| Five-year average | 1375.69 | 1679.05 | 1234.72 | 1797.87 |
seasonalAverage(t) = mean of same EIA week (±1 week) in the five complete years before tWeekly the four-week average of U.S. product supplied of kerosene-type jet fuel (EIA series WKJUPUS2), plotted against the five-year seasonal average only for the same calendar week. The reference uses the same EIA week number (plus or minus one week) in the five full calendar years before each observation. The current year never enters its own baseline. Each reference year contributes the mean of its tolerated observations. The average line starts once a five-year window exists.
As of 31 July 2026, the latest readings are Jet-fuel demand (4-week avg) at 1840.75 Thousand Barrels per Day and Five-year average at 1679.05 Thousand Barrels per Day. The Jet-fuel demand (4-week avg) line is up 3.6% over the past year and above its long-run median of 1572.75 Thousand Barrels per Day.
Jet-fuel product supplied tracks airline activity. The only major product whose demand collapsed to a fraction of its level in 2020 and spent years recovering. A reading above the five-year band means air travel is running above the seasonal norm, tightening jet-fuel supply and supporting its crack spread. A below-band reading reflects a soft travel season; because jet fuel has no winter demand floor like heating oil, its seasonal range is wide.
Energy series move with the calendar year. A raw level cannot say if the market is tight or slack. This page ranks each week against the same week in the five full years before it. A July reading is judged against prior Julys, not against the full year. The baseline uses only earlier years. The current year never enters its own baseline. The rule allows one week of tolerance when holidays shift the report week.
For each date, the reference is the same EIA week number (plus or minus one week) in the five full calendar years before it. Each reference year adds one value (the mean of its tolerated observations). The five-year average uses those yearly values. This page plots the average only. The average line starts once a five-year window exists and rolls forward.
The five-year average moves as history rolls forward. Source revisions can move history. Jet-fuel demand is one input to the market balance. Prices also move on the weekly surprise versus expectations, not on the level alone. Treat the chart as context for supply and demand conditions, not investment advice.
Jet-fuel product supplied is the cleanest weekly proxy for air travel volumes, and its path back to the five-year band measured the airline industry's post-2020 recovery quarter by quarter. For jet-crack positioning, the seasonal comparison separates normal winter softness from an actual demand shock.
This page uses a same-week rule over five full prior years. It allows one week of tolerance. The current year is excluded. It plots the seasonal average only. Compare the reading to the average line, not to a min or max range.
As of 31 July 2026, the latest readings are Jet-fuel demand (4-week avg) at 1840.75 Thousand Barrels per Day and Five-year average at 1679.05 Thousand Barrels per Day. The Jet-fuel demand (4-week avg) line is up 3.6% over the past year and above its long-run median of 1572.75 Thousand Barrels per Day.
This benchmark is built on weekly data. The page is refreshed when the source publishes new observations; the freshness block below the chart shows the exact data-through date and when PIER20 last fetched the file.
The chart is built from Jet-fuel demand (4-week avg) and Five-year average, sourced from the U.S. Energy Information Administration (EIA).
The percentile cell ranks the latest reading against the full sample. The 100th percentile is the highest on record. The 0th is the lowest. This page charts the five-year seasonal average only. Read extremes from the full history and the percentile cell.
Both are travel fuels, but jet demand follows airline schedules and international traffic while gasoline follows the road network. The 2020 divergence was the sharpest: gasoline demand recovered within a year of the pandemic while jet demand lagged into 2022-23, so the two pages' bands tell very different recovery stories.
A baseline needs five full prior years of observations. The current year never enters its own baseline. The first five years of a series have no complete reference window. Earlier readings plot without a seasonal reference.
One tested idea, through the evidence stack. No migration of any kind.