Aviation CO2 intensity declining in 2022

June 1st 2022

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Latest data from international aviation appraiser and consultancy, IBA, and KPMG, reports CO₂ emissions from commercial aviation declined 2.5% year-on-year in April. Read More »

“April saw global air traffic expansion remain steady since March, with month-on-month growth reaching 2.2%, driven by a 13.5% increase in international flights originating within Europe and CIS (Commonwealth of Independent States),” IBA said.

About “75% of these flights used high density narrow-bodies, operated by the top three LCCs in Europe, helping to drive down overall CO₂ intensity per seat per mile”, the consultancy said.

IBA calculates the global share of emissions in April shifted slightly with the A320-200ceo recording a 0.4% increase over March while the B777-300ER had a decrease in its monthly emissions share.

Spotlighting lessors’ emissions efficiency, IBA said Jackson Square Aviation topped the lessor list, followed by CDB Aviation Lease Finance (2), Air Lease Corporation (3), SMBC Aviation Capital (4) and BOC Aviation (5). Of the remaining lessors in the top ten in terms of less CO₂ emissions achieved, two of the five companies, Goshawk Aviation Limited and Avolon Aerospace, are majority controlled by Asian investors.

At the same time, the transition of airline fleets to more fuel efficient aircraft is offsetting the increase in CO₂ emissions that is occurring as the recovery from the pandemic is boosting air traffic demand.

KPMG director global strategy group, Christopher Brown, said: “We don’t yet see the impact the narrow-bodies and the wide-bodies [will have] until the 2030s, however there are two risks here.

“Firstly, sustainable aviation fuel (SAF) is immaterial at present and needs to rapidly ramp up. Already, the demand is there, even at existing price premiums. Investment attention needs to turn more to power-to-liquid technologies of scale that will have captive markets.

“Without this supply side investment, expect increasingly harsh scrutiny for conventional aircraft.

“Secondly, if hybrid, fuel cell and other technologies accelerate and become commercially viable for retrofits, then regional, narrow-body and even wide-body assets will face mid-life decisions not previously factored in.”