Data from the IATA shows an historic trend of technological improvement, with each new generation of planes having reduced emissions of 15-20%. Over the past 50 years it is estimated that overall fuel efficiency has increased by 80%. These advances have primarily been achieved through improved aerodynamics, engine efficiency and reduced weight. The use of composites in the latest generation of aircraft, instead of aluminium has helped to significantly reduce weight.
Another factor which helps to reduce aviation emissions is the improved operational efficiency of Air Traffic Control (ATC). The Intergovernmental Panel on Climate Change (IPCC) stated in their 1999 report ‘Aviation and the Global Atmosphere’ that improvements in air traffic management (ATM) and other operational procedures could reduce aviation fuel burn by between 8 and 18%.
The large majority (6 to 12%) of these reductions comes from ATM improvements which it is anticipated will be fully implemented in the next 20 years. Today we see many examples of these operational efficiencies being implemented by regulatory agencies. In 2021 the FAA unveiled a new software as part of their Rolling to the Runway initiative which aims to reduce taxi time and fuel burn. With full implementation of the initiative the FAA anticipates savings of more than 7 million gallons of fuel every year and the elimination of more than 75,000 tons of CO2 emissions annually.

Emissions offsetting often is just one tool in our toolbox to tackle climate change and should not be considered as a stand-alone action.
Offsetting emissions is a continuous process, starting with measuring your carbon footprint, setting a strategy to decarbonise your organisation, and offsetting residual emissions while you transition to a low-emission operating model.
It is important to note there are big differences in the schemes available. Some purely measure CO2 whereas others take a more holistic approach and include other greenhouse gas emissions referred to as CO2e (Carbon Dioxide Equivalent). CO2e is a standard unit for measuring carbon footprints. The concept is to convert the impact of each different GHG into an amount of CO2 that would create the same amount of warming. This enables the carbon footprint comprised of lots of different GHG to be expressed as a single number. An estimation is that you need to multiply the CO2 emissions by 2.5 to 3 times to approximately calculate the CO2e value.
In simple terms, offsetting one tonne of carbon means there will be one less tonne of carbon dioxide in the atmosphere than there would otherwise have been. To offset your emissions, you purchase the equivalent volume of carbon credits (independently verified emissions reductions) to compensate for, or ‘offset’, your emissions. The payments you make to purchase these carbon credits pay for emissions reduction projects such as improving technologies or changing awareness and behaviours in a community, which reduce global carbon emissions.
Some projects prevent carbon emissions entering the atmosphere, such as those that replace devices using fossil fuels with cleaner technology (e,g. cleaner cook stoves). These are often known as carbon avoidance projects. Other projects take CO2 out of the atmosphere, such as planting trees to sequester carbon. These are known as removals projects.

Sustainable Aviation Fuel describes a fuel produced mainly from biological resources such as cooking oil, waste biomass, waste animal fats and others. Carbon dioxide produced by using SAF is converted into oxygen during photosynthesis. As a result, the consumption of SAF is balanced by the plants during a lifecycle. SAF can provide up to 80% reduction lifecycle CO2 emissions when blended with the current approved maximum blend ratio of 50% SAF. Using SAF also improves local air quality, refines fuel efficiency, creates more local jobs, and attracts more investment in regions.
One of the greatest benefits of SAF is that existing aircraft can fly on SAF without any modification. Up to 50% SAF can currently be blended with traditional aviation fuel. Manufacturers’ engines have started to be tested on 100% unblended SAF and the industry expects to be using 100% SAF in the near future.
Currently SAF is 3-4 times more expensive than traditional aviation fuel. As a result, both demand and production are very low, currently representing just 0.1% of the total jet fuel market. However, the cost of SAF is expected to decrease as the demand increases and the production methods become more efficient. The potential demand is likely to depend upon new government regulations which could accelerate the interest in SAF. The UK’s Jet Zero Council, a partnership between industry and government, is aiming to mandate the delivery of at least 10% SAF in the UK fuel mix by 2030. Other EU member states are also working towards mandated SAF levels, with Norway and Sweden leading the push, with an aim for 30% by 2030 and a mandate already promulgated or in force.
Another benefit is that in the future the aviation industry can be less affected by a changeable global oil market, making pricing structures more consistent. Currently there are limited refineries throughout the world, but it can be uplifted in most continents. It is argued that airlines should look to buy SAF from locations where there are local refineries, this avoids creating emissions during the transportation of SAF to non-local locations.
Some companies offer a “Book and Claim” program, which sell SAF credits. Book and claim programs give the opportunity to buy SAF for your aircraft without uplifting it directly. The SAF bought is used in another aircraft flying out of an airport that provides SAF which would have otherwise used standard fuel. Therefore, the client who bought the credit can officially consider their flight as using SAF and having reduced emissions as a result.
This scheme helps not only meet the environmental sustainability targets, but also to stimulate investment in the production of SAF.

Electric Aircraft & Hybrid-Electric Aircraft:
Electric and hybrid-electric aircraft rely at least partially on electric propulsion. While public attention often focuses on eVTOL aircraft (electric vertical take-off and landing aircraft), which have a similar architecture and operational profile to conventional helicopters, eCTOL (electric conventional take-off and landing) as well as hybrid electric aircraft technology is developing rapidly and there are already examples employed in day-to-day operation.

eVTOL Technology:
A significant number of ventures are in the process of developing eVTOL platforms, which operate a fully electric propulsion technology, aiming to disrupt short-haul travel. While these aircraft are expected to come into operation from 2024 onwards, pending their type certification with relevant national authorities, their utilisation will be dependent on hourly operating costs, OEMs’ manufacturing capacity as well as a relevant support ecosystem being deployed in a timely manner.
In earlier stages of operation, and dependent on platform, eVTOL aircraft will be able to operate short intracity ‘hops’, to longer intercity journeys of up to approximately 250km. With advancing battery technology their ratio of energy density to weight is likely to increase over time, though for this initial range can also be expected to increase. National aviation authorities may also take a different perspective to currently restricting factors, such as battery reserves and maximum take-off and landing weight, as their confidence in this new technology matures, potentially leading to increased aircraft ranges.
One of the biggest challenges the eVTOL OEMs face is an uncertainty in rules and regulations for certification and operations, with these not being fully determined at this stage. Therefore, some degree of design and operations planning are currently taking place amidst uncertainty over final rules and regulations. However, most OEMs work closely with their national authorities, to design aircraft and their operations, in conjunction with rules that will eventually be agreed upon.

eCTOL Technology:
Fewer OEMs are focused on eCTOL (conventional take-off and landing) aircraft equipped with a fully electric propulsion, yet this technology is already used in day-to-day operations, predominantly in-flight training environments with platforms such as the Pipistrel Velis Electro, which is the first electric aircraft type certified by EASA.
Although it is unlikely that fully electric aircraft will be operated for long-range flights due to the weight constraints of current battery technology, certain OEMs are focused on designing passenger eCTOL aircraft with an initial range of up to 450km, which can eventually replace conventionally fuelled short-haul aircraft and therefore provide a zero operating emissions option for shorter, regional flights.
The main advantage of such eCTOL architecture in comparison to eVTOL platforms, is the relatively smaller power requirement for take-off and landing phases, which is significant during hovering phases at take-off and landing in VTOL operations. The operational profile of a CTOL platform will therefore allow for an increased range with similar battery energy density, however, requires a conventional runway to take off from.

MaceAero will ensure a focus to reduce our environmental impact in our day-to-day business to reach the goal of Carbon Neutrality by 2030.

We commit to:

• Use of  newer, lower emission aviation technology where possible

• All company vehicles to be fully electric from 2024

• Working with aircraft operating partners to reduce empty positioning sectors on charter flights

• Achieving Carbon Neutral Growth from 2020

• Encourage clients use of Sustainable Aviation Fuel where available, and when not available promoting the use of a ‘Book and Claim’ service

• To work with our emissions offsetting provider to ensure use of vetted and trusted sustainability offsetting projects providing full certification on all offsets undertaken