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ve forcing 29 per passenger edit between 1950 and 2018 efficiency per passenger grew from 0 4 to 8 2 rpk per kg of co 2 1 see also fuel economy in aircraft as it accounts for a large share of their costs 28 by 2007 airlines have a strong incentive to lower their fuel consumption reducing their environmental footprint 30 jet airliners have become 70 more fuel efficient between 1967 and 2007 30 jetliner fuel efficiency improves continuously 40 of the improvement come from engines and 30 from airframes 31 efficiency gains were larger early in the jet age than later with a 55 67 gain from 1960 to 1980 and a 20 26 gain from 1980 to 2000 32 the average fuel burn of new aircraft fell 45 from 1968 to 2014 a compounded annual reduction of 1 3 with variable reduction rate 33 by 2018 co 2 emissions per revenue ton kilometer rtk were more than halved compared to 1990 at 47 34 the aviation energy intensity went from 21 2 to 12 3 mj rtk between 2000 and 2019 a 42 reduction 35 in 2018 co 2 emissions totalled 747 million tonnes for passenger transport for 8 5 trillion revenue passenger kilometres rpk giving an average of 88 gram co 2 per rpk 3 the uk s department for beis calculate a long haul flight release 102 g of co 2 per passenger kilometre and 254 g of co 2 equivalent including non co 2 greenhouse gas emissions water vapor etc for a domestic flight in britain 24 the icao targets a 2 efficiency improvement per year between 2013 and 2050 while the iata targets 1 5 for 2009 2020 and to cut net co 2 emissions in half by 2050 relative to 2005 35 evolution edit in 1999 the ipcc estimated aviation s radiative forcing may represent 190 mw m 2 or 5 of the total man made radiative forcing in 2050 with the uncertainty ranging from 100 to 500 mw m 2 36 if other industries achieve significant reductions in greenhouse gas emissions over time aviation s share as a proportion of the remaining emissions could rise alice bows larkin estimated that the annual global co 2 emissions budget would be entirely consumed by aviation emissions to keep the climate change temperature increase below 2 c by mid century 37 given that growth projections indicate that aviation will generate 15 of global co 2 emissions even with the most advanced technology forecast she estimated that to hold the risks of dangerous climate change to under 50 by 2050 would exceed the entire carbon budget in conventional scenarios 38 in 2013 the national center for atmospheric science at the university of reading forecast that increasing co 2 levels will result in a significant increase in in flight turbulence experienced by transatlantic airline flights by the middle of the 21st century 39 this prediction is supported by data showing that incidents of severe turbulence increased by 55 between 1979 and 2020 attributed to changes in wind velocity at high altitudes 40 aviation co 2 emissions grow despite efficiency innovations to aircraft powerplants and flight operations 41 42 air travel continue to grow 43 44 in 2015 the center for biological diversity estimated that aircraft could generate 43 gt of carbon dioxide emissions through 2050 consuming almost 5 of the remaining global carbon budget without regulation global aviation emissions may triple by mid century and could emit more than 3 gt of carbon annually under a high growth business as usual scenario many countries have pledged emissions reductions for the paris agreement but the sum of these efforts and pledges remains insufficient and not addressing airplane pollution would be a failure despite technological and operational advancements 45 the international energy agency projects aviation share of global co 2 emissions may grow from 2 5 in 2019 to 3 5 by 2030 46 by 2020 global international aviation emissions were around 70 higher than in 2005 and the icao forecasts they could grow by over further 300 by 2050 in the absence of additional measures 4 by 2050 aviation s negative effects on climate could be decreased by a 2 increase in fuel efficiency and a decrease in no x emissions due to advanced aircraft technologies operational procedures and renewable alternative fuels decreasing radiative forcing due to sulfate aerosol and black carbon 5 noise edit main article aircraft noise pollution noise map of berlin tegel airport air traffic causes aircraft noise which disrupts sleep adversely affects children s school performance and could increase cardiovascular risk for airport neighbours 47 sleep disruption can be reduced by banning or restricting flying at night but disturbance progressively decreases and legislation differs across countries 47 the icao chapter 14 noise standard applies for aeroplanes submitted for certification after 31 december 2017 and after 31 december 2020 for aircraft below 55 t 121 000 lb 7 epndb cumulative quieter than chapter4 48 the faa stage 5 noise standards are equivalent 49 higher bypass ratio engines produce less noise the pw1000g is presented as 75 quieter than previous engines 50 serrated edges or chevrons on the back of the nacelle reduce noise 51 a continuous descent approach cda is quieter as less noise is produced while the engines are near idle power 52 cda can reduce noise on the ground by 1 5 db per flight 53 water pollution edit excess aircraft deicing fluid may contaminate nearby water bodies airports can generate significant water pollution due to their extensive use and handling of jet fuel lubricants and other chemicals chemical spills can be mitigated or prevented by spill containment structures and clean up equipment such as vacuum trucks portable berms and absorbents 54 deicing fluids used in cold weather can pollute water as most of them fall to the ground and surface runoff can carry them to nearby streams rivers or coastal waters 55 101 deicing fluids are based on ethylene glycol or propylene glycol 55 4 airports use pavement deicers on paved surfaces including runways and taxiways which may contain potassium acetate glycol compounds sodium acetate urea or other chemicals 55 42 during degradation in surface waters ethylene and propylene glycol exert high levels of biochemical oxygen demand consuming oxygen needed by aquatic life microbial populations decomposing propylene glycol consume large quantities of dissolved oxygen do in the water column 56 2 23 fish macroinvertebrates and other aquatic organisms need sufficient dissolved oxygen levels in surface waters low oxygen concentrations reduce usable aquatic habitat because organisms die if they cannot move to areas with sufficient oxygen levels bottom feeder populations can be reduced or eliminated by low do levels changing a community s species profile or altering critical food web interactions 56 2 30 glycol based deicing fluids are toxic to humans and other mammals 57 58 research into non toxic alternative deicing fluids is ongoing 57 see also aircraft deicing fluid air pollution edit see also contrail impacts on climate and avgas environmental regulation aviation is the main human source of ozone a respiratory health hazard causing an estimated 6 800 premature deaths per year 59 aircraft engines emit ultrafine particles ufps in and near airports as does ground support equipment during takeoff 3 to 50 10 15 particles were measured per kg of fuel burned 60 while significant differences are observed depending on the engine 61 other estimates include 4 to 200 10 15 particles for 0 1 0 7 gram 62 or 14 to 710 10 15 particles 63 or 0 1 10 10 15 black carbon particles for 0 046 0 941 g 64 in the united states 167 000 piston aircraft engines representing three quarters of private airplanes burn avgas releasing lead into the air 65 the environmental protection agency estimated this released 34 000 tons of lead into the atmosphere between 1970 and 2007 66 the federal aviation administration recognizes inhaled or ingested lead leads to adverse effects on the nervous system red blood cells and cardiovascular and immune systems lead exposure in infants and young children may contribute to behavioral and learning problems and lower iq 67 private jet travel edit a 2024 study published in communications earth environment revealed that carbon dioxide emissions from private jet travel surged to 15 6 million tonnes in 2023 a 46 increase compared to 2019 despite serving only 256 000 individuals approximately 0 003 of the global population the industry contributes significantly to greenhouse gas emissions 68 the research further highlights that nearly half of these flights covered distances shorter than 500 kilometers moreover many flights involved empty legs where aircraft traveled without passengers often for repositioning or ferry flights 68 the private jet industry is poised for further growth with projections indicating a 33 increase in the global fleet to 26 000 aircraft by 2033 68 mitigation edit see also air travel demand reduction aviation biofuel electric aircraft hydrogen powered aircraft ram air turbine and solar powered aircraft aviation s environmental footprint can be mitigated by reducing air travel optimizing flight routes capping emissions restricting short distance flights increasing taxation and decreasing subsidies to the aviation industry technological innovation could also mitigate damage to the environment and climate for example through the development of electric aircraft biofuels and increased fuel efficiency in 2016 the international civil aviation organization icao committed to improve aviation fuel efficiency by 2 per year and to keeping the carbon emissions from 2020 onwards at the same level as those from 2010 69 to achieve these goals multiple measures were identified more fuel efficient aircraft technology development and deployment of sustainable aviation fuels safs improved air traffic management atm market based measures like emission trading levies and carbon offsetting 69 the carbon offsetting and reduction scheme for international aviation corsia 70 in december 2020 the uk climate change committee said that mitigation options considered include demand management improvements in aircraft efficiency including use of hybrid electric aircraft and use of sustainable aviation fuels biofuels biowaste to jet and synthetic jet fuels to displace fossil jet fuel 71 in february 2021 europe s aviation sector unveiled its destination 2050 sustainability initiative towards zero co 2 emissions by 2050 aircraft technology improvements for 37 emission reductions safs for 34 economic measures for 8 atm and operations improvements for 6 while air traffic should grow by 1 4 per year between 2018 and 2050 72 the initiative is led by aci europe asd europe a4e canso and era 72 this would apply to flights within and departing the european single market and the uk 72 in october 2021 the iata committed to net zero carbon emissions by 2050 73 in 2022 the icao agreed to support a net zero carbon emission target for 2050 74 the aviation sector could be decarbonized by 2050 with moderate demand growth continuous efficiency improvements new short haul engines higher saf production and co 2 removal to compensate for non co 2 forcing 75 with constant air transport demand and aircraft efficiency decarbonizing aviation would require nearly five times the 2019 worldwide biofuel production competing with other hard to decarbonize sectors and 0 2 to 3 4 gt of co 2 removal to compensate for non co 2 forcing 75 carbon offsets would be preferred if carbon credits are less expensive than safs but they may be unreliable while specific routing could avoid contrails 75 as of 2023 fuel represents 20 30 of the airlines operating costs while saf is 2 4 times more expensive than fossil jet fuel 75 projected cost decreases of green hydrogen and carbon capture could make synthetic fuels more affordable and lower feedstock costs and higher conversion efficiencies would help ft and hefa biofuels 75 policy incentives like cleaner aviation fuel tax credits and low carbon fuel standards could induce improvements and carbon pricing could render safs more competitive accelerating their deployment and reducing their costs through learning and economies of scale 75 according to a 2023 royal society study reaching net zero would need replacing fossil aviation fuel with a low or zero carbon energy source as battery technologies are unlikely to give enough specific energy 76 biofuels can be introduced quickly and with little aircraft modification but are restricted by scale and feedstock availability and few are low carbon 76 producing enough renewable electricity to produce green hydrogen would be a costly challenge and would need substantial aircraft and infrastructure modification 76 synthetic fuels would need little aircraft modification but necessitates green hydrogen feedstock and large scale direct co 2 air capture at high costs 76 low carbon ammonia would also need costly green hydrogen at scale and would need substantial aircraft and infrastructure modifications 76 in its sixth assessment report the ipcc notes that sustainable biofuels low emissions hydrogen and derivatives including ammonia and synthetic fuels can support mitigation of co 2 emissions but some hard to abate residual ghg emissions remain and would need to be counterbalanced by deployment of carbon dioxide removal methods 77 on 29 march 2003 during a senate hearing hydrogen propulsion proponents like zeroavia or universal hydrogen bemoaned that the incumbents like ge aerospace or boeing were supporting sustainable aviation fuel saf because it does not require major changes to existing infrastructure 78 an april 2023 report of the sustainable aero lab estimate current in production aircraft will be the vast majority of the 2050 fleet as electric aircraft will not have enough range and hydrogen aircraft will not be available soon enough the main decarbonisation drivers will be saf replacing regional jets with turboprop aircraft and incentives to replace older jets with new generation ones 79 the airline industry faces a significant climate challenge due to the scarcity of clean fuel options exemplified by the recent establishment of lanzajet inc s 200 million facility in georgia the first to convert ethanol into jet engine compatible fuel with an annual production target of 9 million gallons of sustainable aviation fuel saf this volume however is minuscule compared to the global demand as evidenced by the world s airlines consuming 90 billion gallons of jet fuel last year and even major airlines like iag sa parent company of british airways using only 0 66 of their total fuel consumption as saf with a goal to increase this to 10 by 2030 incentives such as the 1 75 per gallon saf credit offered by the us inflation reduction act set to expire in 2027 aim to boost saf usage while l e k consulting forecasts that alcohol to jet technology will become the dominant source of saf by the mid next decade meanwhile emerging technologies like e kerosene though potentially reducing climate impacts s...