Planes

Before the COVID-19 pandemic, emissions from European aviation had been growing faster than any other mode of transport, and have more than doubled between 1990 and 2019. Aviation emissions went from 1.3% of all European emissions in 1990 to 4.7% in 2019. By 2025, EU aviation emissions have reached 2019 levels again.

Aviation is set on a rapid growth path again. If this growth is unmitigated, aviation fuel consumption could more than double (compared to 2019) by 2050 and in doing so, the sector could deplete its carbon budget to stay below 1.5°C of warming as soon as 2026.

Global air travel is one of the most climate-intensive ways to travel. And its climate impact is only set to rise. The International Air Transport Association (IATA) expects global air passenger demand to more than double by 2050.

Growth of the aviation sector, and in particular high-emissions flying, is not compatible with the needs of the planet. The Intergovernmental Panel on Climate Change (IPCC) has called for rapid, deep cuts in emissions.

The drop in corporate flying post-pandemic, rising private jet use for short trips, and the high climate impact of long-haul air travel raise questions about the need and frequency of such flights.

For the critical decade until 2030, the best way to reduce aviation emissions is to fly less in a targeted and equitable way. As of yet, green technologies are not available at scale to have an impact on reducing emissions. The timeline for the scale-up of sustainable fuels and zero-emissions aircraft is currently post-2030. In time, these technologies will contribute to reducing aviation emissions. More on reducing flying here.

Aviation remains heavily subsidised, with all parts of the sector – from airports to aircraft to airlines – receiving state support. Aid is being given to airports by local, regional or national authorities – often in breach of EU guidelines concerning state aid. At EU and national level, aid is also granted to aircraft manufacturers.

And airlines are exempt from paying tax on their fuel and VAT on their tickets. These subsidies result in artificially cheap ticket prices, which serve to drive up demand and reduce incentives for more sustainable aviation. Any public money should come with green strings attached.

Europe can fix this gap by extending the European carbon market (the EU Emission Trading System) to cover all departing flights. The current ETS for aviation has some serious shortcomings. 70% of CO₂ emissions remain unpriced since long-haul flights are not included in the pricing scheme. In 2026, Europe will put forward a proposal to correct the imbalance.

Furthermore, jet fuel should be taxed under the Energy Taxation Directive. While everyone pays tax to fill up their cars, airlines get away with paying nothing when they refuel. In addition, VAT must be applied to all international flights.

Find out more about how aviation is (under)taxed here.

Cleaner fuels and changes to aircraft design can play an essential role in reducing emissions from flying. Ensuring planes are as efficient as possible and are capable of being powered by alternatives to fossil kerosene, is essential. Both pathways have a role to play, and will require cooperation between industry and regulators.

Investment in efficient aircraft and alternative fuels will allow the EU to strengthen its position as the global leader in sustainable aviation amid external challenges such as fuel crisis. The European aviation sector is at a crucial turning point and must put emissions reduction, energy security and innovation at its heart to meet both competitiveness and environmental objectives.

However, the right type of alternative fuels need to be pursued. Using crop-based biofuels causes negative effects such as driving deforestation or increasing food prices. Therefore the focus needs to be on truly Sustainable Aviation Fuels (SAF). These can be advanced biofuels, which are produced using feedstocks which don’t compete with food (but are available in limited quantities), or feedstocks derived from renewable electricity with a great scalability and sustainability potential, known as e-kerosene or e-SAF. Read more about Sustainable Aviation Fuels.

The aviation industry has boasted about aircraft efficiency improvements for a long time. But tweaks to traditional aircraft designs have not been enough to offset traffic growth, resulting in increased emissionsare not enough. We need radically innovative aircraft, including and zero-emission airplanes powered by clean electricity or hydrogen from renewable sources to decarbonise the sector. Several concepts for such aircrafts have recently emerged., Innovative companies, many of them European, are currently working on these designs, with potential entry into service in the coming years.

However, a lack of market competition and the absence of effective policies are slowing down innovation from large incumbents. No new medium or large commercial aircraft are expected before the late 2030s, and their more innovative aircraft designs have been delayed or paused.

Policies to favour more efficient and ZE aircraft, and support to European innovative companies, will be crucial to increase the contribution of made-in-Europe aircraft technologies to decarbonisation goals.

With the right measures in place, disruptive planes, including electric, hybrid-electric and hydrogen-powered, could take off in Europe and make a dent in aviation emissions in the next decades, while securing Europe’s leadership in aircraft manufacturing.

The EU has put in place a carbon market for aviation called the Emission Trading System (ETS) which remains one of the few measures in place attempting to address the sector’s soaring emissions. Under the carbon market, airlines must pay for the emissions of their flights. Currently, only emissions for flights within the European Economic Area (EEA) must be paid. This year, Europe must come forward with a proposal to correct this imbalance. An ETS that covers all flights departing from Europe, including long-haul flights – which represent the bulk of aviation emissions – would ensure all flights are priced equally. Moreover, a larger ETS will generate more revenues for the decarbonisation of the sector.

Many airports in Europe and globally have announced plans to grow their capacity and air traffic. This push to expand is in stark contradiction with the need to decarbonise the aviation sector.

Some of the world's largest airports are equivalent to yearly emissions of entire cities. For example Paris Charles de Gaulle airport’s total emissions are equivalent to 1.31 times the annual emissions of Buenos Aires.

In addition, airports impact communities’ health via the exposure to ultra-fine particles (UFPs) which can be linked to the development of serious and long-term health conditions, including respiratory problems, cardiovascular effects and pregnancy issues. Air traffic noise is also responsible for cardiovascular disease and sleep disturbances.

Airport operating restrictions on flights are the measure most immediately available to protect citizens from noise pollution. The way airport slots are allocated directly determines the environmental footprint of aviation and should promote cleaner fuels and aircraft. New engine designs, such as lean combustion engines, can also cut down on particle emissions, and especially soot. This could improve air quality around airports, thereby benefiting the health of nearby communities. Public funds should be invested in green infrastructure for e-kerosene and zero-emission aircraft in the next EU budget 2028-34 as well as in state aid, and in ongoing European Investment Bank lending in the transport sector. More on airports here.