The Carbon Footprint of Corporate Flight Departments: Knowing The Scopes and Ways to Reduce Them
You can’t manage what isn’t measured. Measuring emissions is the first step in developing a defensible strategy for addressing the carbon footprint of any organization, including a corporate flight department. By calculating and comprehensively exploring the distinct emission sources associated with flight operations, flight departments can better understand the approach needed to address its specific situation and mix of emissions. The practice of building a carbon footprint builds the foundation to track progress over time but also helps identify practical strategies and solutions that can be employed. Building a carbon footprint is key to mitigating the environmental impacts of business aviation, maintaining corporate mobility, and improving environmental responsibility.
What is a Carbon Footprint?
A carbon footprint is a report that identifies the amount of emissions related to an organization’s operations. The internationally accepted emissions reporting standard, known as the GreenHouse Gas Protocol (GHGP), defines the rules for assembling a carbon footprint; however, generally, emissions from an organization are categorized into three different scopes: Scope 1, 2, or 3. The relationship of an organization relative to the source of emissions – and, in parallel, its control over the emissions – determines what “Scope” or bucket the emissions are grouped under.
Understanding Scope 1, 2, and 3 Emissions
Scope 1 – Direct and Controlled Emissions
Scope 1 emissions refer to the direct emissions that result from sources owned and controlled by an organization. For a corporate flight department, these emissions include those generated by the aircraft owned and operated by the company, as well as emissions from any other vehicles or equipment that are directly owned and controlled by the department. These emissions are often the easiest to measure and address since the flight department has direct access and visibility into the operation of these assets.
As an example, to calculate the Scope 1 emissions created by an owned aircraft, first, sum the amount of fuel burned (total purchases work as a substitute) for a given period and convert this to kilograms (kg). Assuming all of the fuel was JetA, multiply the amount by the ICAO standard carbon intensity for JetA which is 3.16kg of CO2 per kilogram of JetA. The result is your carbon footprint in kilograms from aircraft JetA consumption.
Taking that consumed fuel and multiplying it by the carbon intensity of fossil-based jet fuel (3.16kgCO2/kgJetA) equates to the carbon footprint7.
4AIR has developed a free-to-use calculator to help with this math, especially for the unit conversions for fuel into kilograms of JetA. In the example below, the company’s Gulfstream G650ER consumed 100,000 gallons in a year, creating a carbon footprint of just over 960 mtCO2. You can use the tool here to easily calculate from other units or fuel types.
Caption: The 4AIR Carbon Calculator (3) also quickly calculates the emissions footprint of fossil-based jet fuel.
Scope 2 – Indirect but Controlled
Scope 2 emissions are a special category that mostly covers purchased electricity or heating, falling into the category of direct emissions that are uncontrolled. For a flight department, this would be the electricity that powers the hangar, office space, and any other storage or support infrastructure where the department is responsible for the utilities. Measuring this scope involves determining the amount of energy the facility consumes, which can usually be found on the monthly bills from the utility provider.
Each state or region produces its electricity from a variety of sources; renewables, nuclear, gas, coal, hydro, or others, creating an average carbon intensity for each geography. The EPA’s Power Profiler5 provides the rate in CO2 pounds per Megawatt-Hour (CO2lbs/MWh) for each of the grid sub-regions. Taking the total electricity consumption for each facility and multiplying it by the appropriate carbon intensity for the region where the facility is located, will generate the carbon footprint from electricity for each facility and be categorized as the department’s Scope 2 emissions.
For example, a hangar in Florida uses 200,000 kWh or 200 MWh per year. The Florida Reliability Coordinating Council (FRCC), posts an emission rate of 832.9 lbs/MWh. Therefore, the CO2 footprint of the hangar is 166,580 lbsCO2 or 75.55 mtCO2.
Scope 3 – Indirect and Uncontrolled “Everything Else”
Scope 3 emissions constitute all the remaining indirect emissions that do not fall within the first two categories. These emissions are not directly influenced or controlled by the entity and are usually generated by the supply chain, employee commuting, or business travel. They are emissions that are ‘caused to occur’ as a result of the organization’s activities but ones that the organization does not directly generate. Managing these emissions is quite challenging because they are difficult to measure, and their source cannot be controlled, but they are still linked to the entity. A key realization is that every emission classified as a Scope 3 is some other organization’s Scope 1.
From a flight department perspective, an example of Scope 3 emissions would be a roughly pro rata2 portion of the emissions generated from a commercial airline flight to reposition the crew. Another example would be the emissions generated from the deicing truck used to deice the aircraft or if the hangar was not owned by the department, the electricity and heating used in the hangar where the aircraft is stored. Finally, if the department used any supplement lift from chartered aircraft, these flight emissions would also be Scope 3 emissions. The direct operator of the aircraft would still claim the Scope 1 emissions for a chartered flight.
Ways to Offset or Reduce Your Footprint
Sustainable Aviation Fuel (SAF)
SAF is currently the best tool to reduce in-sector emissions for one of the largest pieces of the corporate flight department emissions footprint. Using SAF on board the owned aircraft reduces the Scope 1 emissions generated by the organization. Many airlines are offering the option to purchase SAF on their aircraft, which can reduce Scope 3 emissions from a department’s business travel on those airlines.
The 4AIR SAF Calculator4 helps operators understand the lifecycle emissions reduction from different SAF blends and Feedstock Carbon Intensities. Both the blend percentage and carbon intensity documentation for SAF is provided by the fuel vendor and are typically available through the FBO. 4AIR offers automated tracking and documentation for a department’s SAF usage through its Assure SAF Registry platform.
Renewable Energy and Infrastructure Investments
For a flight departments facilities or offices, there are options for reducing Scope 2 emissions. The most common is installing LED lighting, which reduces overall energy consumption. LED lighting uses 90% less energy than the traditional incandescent bulb counterpart1. Other changes to reduce energy consumption could include installing occupancy sensors that control lights and HVAC systems to automatically turn them on when on when a person is detected. At times when a person isn’t detected in the facility, lights, and other building systems are turned off, thus saving on energy consumption and emissions.
Those flight departments that can make more significant investments, may opt to install solar panels on their property or replace fossil-burning ground service equipment with electric-powered versions. Investments like these reduce the dependency on energy that might be from nonrenewable sources, resulting in a reduction in Scope 2 emissions.
Even if a department has limited control over its facilities, a department can purchase Renewable Energy Credits (RECs) to offset their consumption of electricity. It works similarly to a carbon offset, except it is more directly aligned with Scope 2 emission reduction efforts and is specifically related to renewable energy production. Each REC represents 1 megawatt-hour (MWh) of electricity produced from a renewable source. Purchasing RECs for the same amount as your electricity usage from fossil sources will guarantee and support a claim that the operation ran on 100% renewable electricity. RECs can be state-specific to ensure the renewable energy was added to the grid closer to the operation.
Standard Operating Procedures Changes
Source: Economic Fuel Tankering: A Threat to Aviation Decarbonisation
Changes in Standard Operating Procedures (SOPs) can have a material impact on reducing Scope 1 emissions. Even small and simple changes can add up and lead to significant reductions over the long term. Optimizing to the most efficient route for a flight plan, cruising at the highest practical altitude where engine performance is best, and opting for economy cruise power settings when appropriate are all reasonable additions to SOPs that help reduce Scope 1 emissions. If possible, avoid “economic tankering,” which is the practice of uplifting additional fuel onboard at a departure airport to avoid the higher fuel prices at the destination airport6. By tankering, the additional weight of the fuel carried for the subsequent destination necessitates a higher power setting, resulting in a higher fuel burn, which in turn generates more emissions.
Carbon Offsetting Programs
A carbon “offset” or “credit” is the verified avoidance or capture of one metric ton of carbon dioxide (usually denoted as mtCO2) from the atmosphere made elsewhere. Under a verifying body, the emission reduction is certified under several criteria, and each metric ton is assigned a credit ID number corresponding to the verification body. Once claimed, the credit is retired in the public registry, ensuring that each reduction can only be claimed once. When purchasing an offset, you purchase a specific credit ID number and the right to retire/claim its associated reduction. There are hundreds of different projects that range in price, method type, and geographic location. Projects encompass a variety of different methods to reduce carbon, including sequestering carbon from the air or in the soil, building renewable energy power plants, or manufacturing and transportation efficiencies.
Conclusion
In conclusion, the adage “you can’t manage what isn’t measured” holds true in the realm of addressing carbon footprints in flight departments. The meticulous examination of emissions, categorized into Scope 1, 2, and 3, provides a foundational understanding necessary for formulating a strategy to reduce emissions. Mitigating these emissions requires various solutions: sustainable aviation fuel, renewable energy credit, infrastructure enhancements, SOP changes, and carbon offsets present practical and impactful approaches to address different scopes.
The pursuit of environmental responsibility in business aviation demands a comprehensive understanding of emissions, coupled with a commitment to implementing tangible and meaningful solutions. By embracing a multifaceted approach, flight departments can navigate the complex landscape of emissions management, fostering a harmonious balance between safe and efficient operations and environmental stewardship.
Sources
1. https://www.energystar.gov/buildings/save_energy_commercial_buildings/ways_save/upgrade_lighting
2. The full calculation methodology for calculating passenger emissions on a commercial aviation flight can be found here: https://www.iata.org/en/services/statistics/intelligence/co2-connect/
3. https://www.4air.aero/carbon-calculator
4. https://www.4air.aero/saf-reduction-calculator
5. https://www.epa.gov/egrid/power-profiler#/
7. https://www.icao.int/environmental-protection/Carbonoffset/Pages/default.aspx