Article
A guide to SBTI's guidance on aviation
A Guide to SBTi’s Guidance on Aviation
Goodwings
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The aviation industry is a significant contributor to global greenhouse gas emissions, making targeted climate action in the sector more urgent than ever. The Science Based Targets initiative (SBTi) has developed comprehensive guidance to help aviation companies and service users set science-based targets, aligning with the global effort to limit warming to 1.5°C above pre-industrial levels.
Below, we’ll explore what the SBTi is, its guidance for the aviation sector, and the frameworks that support businesses striving to reduce their carbon footprint.
🟩 SBTi Overview
What is the SBTi?
The Science Based Targets initiative (SBTi) empowers organizations and financial institutions to set greenhouse gas (GHG) reduction targets grounded in the latest climate science. Established in 2015, the SBTi is a collaborative effort between CDP, the United Nations Global Compact, the World Resources Institute (WRI), the World Wide Fund for Nature (WWF), and the We Mean Business Coalition. Its main mission is to provide businesses with a roadmap to limit global warming to 1.5°C – a crucial goal of the Paris Agreement.
What does the SBTi do?
The SBTi develops rigorous standards, tools, and frameworks to help businesses set and achieve science-based targets. It offers validation to ensure submitted targets align with the latest climate models, fosters transparency, and builds accountability.
This approach not only secures climate commitments but also provides tangible benefits for companies, such as:
● Future-proof their operations
● Boost investor confidence
● Demonstrate tangible commitments to sustainability, in an increasingly sustainability-conscious market
With over 10,000 companies on board by 2025, SBTi-approved targets cover roughly 88% of global emissions.
🟩 Science-based target setting for the aviation sector
Given the aviation industry’s role in global emissions, the SBTi has crafted specific guidance for aviation companies and users of aviation services (such as businesses with significant emissions from employee travel) on how to set targets aligned with a well-below 2°C ambition (which is the goal of the Paris Agreement).
The base of these guidelines were defined in SBTI’s “Science-based target setting for the aviation sector” guidance document, written in 2021. This guidance was developed with contributions from organizations like WWF, ICCT, and BCG.
Since then, additional guidance has been added, including a new technical report called “The SBTi Interim 1.5°C Sector Pathway for Aviation”, further detailing an interim pathway for the aviation sector and users of the sector. We’ll cover the interim pathway and what it entails below.
Science-based target setting for the aviation industry provides a clear roadmap to reduce greenhouse gas (GHG) emissions in line with global climate goals.
But what does the roadmap cover? Here are the key components:
● How airlines should approach target setting
Airlines are encouraged to align their carbon intensity with the sector’s Paris-aligned GHG intensity by 2050. This is achieved through the Science Based Targets initiative’s (SBTi) Sectoral Decarbonization Approach (SDA), ensuring targets are grounded in the latest climate science.
● The decarbonization pathway for the aviation sector, and the rate and scale of decarbonization that is required of the aviation sector to align with the Paris Agreement.
According to the International Energy Agency’s (IEA) Energy Technology Perspectives (ETP) 2020 report which models GHG reduction requirements for each sector based on a number of assumptions including forecasted sector growth, availability of mitigation levers and socio-economic factors, the aviation sector is required to reduce average carbon intensity by ~35-40% between 2019-2035, or ~65% from 2019-2050.
● What Scopes of emissions are covered
While non-CO₂ emissions, such as contrails, do impact warming, they are excluded from targets due to scientific uncertainties and limited mitigation solutions.
● How to set and submit a target
The roadmap covers target setting for both aviation companies and users of aviation services. As a company using aviation services, these are the steps recommended by SBTI:
🟩 Target setting:
● Get an overview of your scope 3 emissions
● Use the correct target setting method: SBT aviation tool for Scope 3 categories 4 and 9 (transportation/freigh) and the Absolute Contraction method for Scope 3 category 6 (travel)
● Get your target validated by SBTI: Once a target has been developed, it should be submitted to the SBTi for validation
Strategies to realize your targets:
● Identify methods to reach your travel emission target (reducing the need to travel, shifting to trains instead of planes, picking more efficient suppliers, seating selection etc.)
● Consider Sustainable Aviation Fuel (SAF) procurement to meet your scope 3 targets
🟩 The SBTi Interim 1.5°C Aviation Pathway
Building on the 2021 guidance, the The SBTi’s New Interim 1.5°C Aviation Pathway was released in February 2023. This pathway provides a science-based route for aviation companies and users of aviation services to align their emissions reductions with the 1.5°C limit of the Paris Agreement, offering a clear, short-term option for setting ambitious targets while the full updated sector guidance is developed.
The pathway is based on the Breakthrough scenario from the ICCT’s Aviation Vision 2050 report, which assumes rapid adoption of zero-carbon aircraft and sustainable fuels, peaking fossil jet fuel use by 2025 and eliminating it by 2050. It also incorporates near-term reductions consistent with the Well-Below 2°C scenario for 2023–2031, ensuring that targets in the early years are ambitious and realistic.
Key features of the interim pathway include:
● Near-term and long-term ambition: CO₂ emissions intensity reductions of roughly 30% by 2030, 51% by 2035, and 97% by 2050, relative to 2019 levels.
● Methodology: The pathway accounts for all emissions across the fuel lifecycle (“Well-to-Wake”), including both direct fossil fuel use and emissions from alternative fuels, transitioning from a Well‑Below‑2 °C trajectory (2023–2031) to the ambitious "Breakthrough Scenario" thereafter, described in the Aviation Vision 2050 report from the International Council on Clean Transportation.
● Flexibility for companies: Airlines, OEMs, and other users of aviation services can adopt this pathway immediately to submit **science-based Net-Zero targets**, even as the final 1.5°C sector guidance is being developed.
● Temporary status: The interim pathway will be updated once the full sector guidance is finalized, but targets set using it now remain valid.
In short, the interim pathway bridges the gap between earlier 2°C-aligned guidance and the forthcoming 1.5°C aviation guidance, helping the sector take urgent action while reflecting realistic industry trends and technology deployment timelines.
🟩 Why sector guidelines for aviation companies and users of aviation services are important
The primary aim of these guidelines is to reduce aviation-related emissions in line with the Paris Agreement goals, supporting a more sustainable, low-carbon future for the sector.
The aviation sector plays a critical role in global efforts to reach net-zero emissions, especially as it is categorized as one of the “Hard-to-abate sectors” - Industries that face significant challenges in reducing their carbon emissions due to the nature of their processes and heavy reliance on fossil fuels. These sectors are major contributors to global greenhouse gas emissions and are not currently on track to meet net-zero targets.
Even though the aviation industry has committed to a net zero path by 2050, and most of the industry has aligned on what it needs to do collectively to reach its decarbonization goals, the path to net zero is complex, to say the least.
Between 2005 and 2019, fuel efficiency improved by roughly 39 percent through better aircraft design and operations. Yet overall emissions continue to rise, outpacing these gains, underscoring the need for coordinated, sector-wide action.
Science-based targets provide a roadmap: as of April 2023, 25 airlines—mostly in the Americas and Europe—had committed to or set SBTi-aligned targets, covering over 30 percent of global passenger traffic. On the OEM side, aerospace and defense companies, representing roughly 20 percent of the global value pool, have also adopted similar commitments.
Sector guidelines provide clarity, prioritize the most effective actions, and support a cost-efficient path toward net-zero flying.
🟩 How do I know if these guidelines apply to my company?
Companies can determine applicability by analyzing their Scope 3 emissions (indirect emissions generated through business operations but outside direct control).
When is a scope 3 target required?
If Scope 3 emissions account for more than 40% of a company’s total footprint, it must set targets covering at least two-thirds of these emissions. This is particularly true for industries reliant on aviation for freight or business travel.
From SBTi Near-term Criteria v5.1 (2022–2023), Section 2.4: Scope 3 Targets
“Companies shall set Scope 3 targets if Scope 3 emissions constitute 40% or more of total Scope 1, 2 and 3 emissions. Scope 3 targets must cover at least two-thirds of total Scope 3 emissions. This requirement applies to all companies, including service-intensive sectors where Scope 3 emissions often account for the majority of the total footprint.”
🟩 What are Scope 3 emissions in aviation?
Scope 3 aviation emissions fall into the following key categories:
Transportation and distribution of goods:
● Upstream (Category 4) – emissions from suppliers shipping goods to your company.
● Downstream (Category 9) – emissions from your company shipping products to your customers.
● Business travel (Category 6)** – emissions from employees travelling by air for work purposes.
These Scope 3 categories ensure companies account for emissions beyond their direct control — fostering accountability across the entire supply chain.
🟩 How to Set Targets for Business Travel Emissions:
If your Scope 3 emissions account for more than 40% of your company’s carbon footprint, you’re required to establish science-based targets that cover at least two-thirds of those emissions. For business travel, specifically aviation-related emissions (Scope 3 Category 6), target-setting relies on the SBTi aviation pathway and the Absolute Contraction approach. Here’s a breakdown of the methodology and key considerations:
The Recommended Approach: Absolute Contraction
Due to the varying growth rates of business travel compared to the broader aviation sector, the Sectoral Decarbonization Approach (SDA)—which is based on intensity convergence—is not suitable for setting business travel targets. The Absolute Contraction approach is considered the most robust and credible. As detailed in the SBTi’s Foundations of Science-Based Target Setting paper, this method calculates emissions reduction targets based on absolute reductions rather than relative intensity. You can use the SBTI's target setting tool for aviation to create your Absolute Contraction targets. You can download the tool for free here.
How the Absolute Contraction methodology works
Using the SBT aviation tool, companies can model Absolute Contraction targets through a dedicated interface. Here's how it works:
1. Disclose Absolute Emissions: Identify emissions from business-related air travel for a defined base year, typically the most recent year with a complete GHG inventory (excluding 2020/2021 due to the COVID impact)
2. Set a target year: Choose a target year within 5–15 years from the current date
3. Calculate Reduction Rates: Targets are based on the minimum annual linear reduction rate for Scope 3 targets, defined by the SBTi as 1.23%
Although the targets are calculated using absolute emissions, they should be expressed as an intensity metric: gCO₂e per full-time employee (FTE). This standardized metric ensures consistency and comparability across companies.
🟩 How to formulate a target
When formulating business travel emissions targets, companies must clearly state:
● The emissions covered
● The base year and target year
● The percentage reduction
● The units used (e.g., gCO₂e/FTE)
For example, a company might commit to reducing Scope 3 greenhouse gas emissions from business travel by 75% per FTE by 2035, using 2019 as the base year.
The SBTi encourages companies to include a footnote indicating whether their Scope 3 Category 6 targets account for the non-CO₂ effects of aviation (ERF impacts).
Example of target:“[Company name] commits to reduce scope 3 GHG emissions from aviation business travel 75% per FTE by 2035 from a 2019 base year.”
🟩 How to reach your targets
The SBTI has several recommendations for how to reduce your travel emissions as a company, and reach your science based targets.
SBTI Recommended methods:
For industries like financial and professional services, business travel often represents a significant source of emissions, particularly from air travel. Addressing aviation-related emissions requires a combination of targeted strategies, including:
● Reducing travel needs: Leverage video conferencing and virtual communication tools to minimize the necessity for travel.
● Shifting travel modes: Opt for alternatives like high-speed rail instead of flights whenever possible.
● Selecting more sustainable suppliers: Prioritize airlines with higher fuel efficiency and lower emissions.
● Choosing economy seating: Flying in coach class instead of premium seating reduces emissions per passenger.
● Optimizing routes: Focus on medium- to long-haul travel that is less greenhouse gas (GHG) intensive.
● Adopting alternative fuels: Consider direct procurement of biofuels to lower aviation emissions (see guidance in section 4.2).
When measuring and reporting GHG emissions from air travel, companies can utilize default emission factors from sources such as DEFRA, EPA, or the ICAO Emissions Calculator. Alternatively, collaborating with airlines to access specific emission factors can provide more accurate and customized measurements of air travel emissions.
Can you use offsets to reach the targets?
The short answer is no. SBTi doesn’t let you offset Scope 3 emissions to meet targets — you must achieve reductions through actual activity change or efficiency improvements. While offsets can still be reported separately, they cannot be counted toward SBTi targets.
Can you use Sustainable Aviation Fuel (SAF) to reach the targets?
Yes! SAF can play a role in helping companies reduce their jet fuel-related emissions and achieve science-based targets. According to SBTi Criterion C4 (see section 4.2.2), SAF consumption aligns with science-based targets if it follows established frameworks.
SAF can be procured through two primary mechanisms:
1. Direct purchase from a fuel supplier.
2. Indirect purchase via an airline.
Many organizations are exploring a “Book-and-Claim” approach, where the environmental attributes of SAF are separated from its physical supply. This method is expected to be the most practical option, provided it aligns with the Greenhouse Gas Protocol (GHGP) accounting framework.
That said, SAF procurement and accounting remain underdeveloped in the market. Until standardized and GHGP-endorsed guidance becomes available, companies adopting SAF to meet Scope 3 targets should:
● Secure verifiable proof of SAF consumption or combustion.
● Demonstrate environmental benefits using tools such as Certificates of Sustainability (CoS), including SAF lifecycle values.
● Ensure a clear chain of custody for SAF purchases, with consumption occurring downstream in the value chain (e.g., a business traveler purchasing SAF from an airline or fuel producer).
● Include full accounting of Well-to-Wake (WTW) emissions for both SAF and fossil fuels in their Scope 3 inventory.
It’s important to note that SAF certificates traded on exchanges or carbon credits cannot currently be counted toward science-based targets. At the time of writing, no recognized accounting framework exists for SAF credit mechanisms. However, future recognition of such frameworks may be considered in updates to the guidance.
Resources:
https://www.deloitte.com/global/en/Industries/energy/perspectives/decarbonizing-aviation.html?icid=top_decarbonizing-aviation
https://www.iata.org/en/programs/sustainability/flynetzero/
https://www.mckinsey.com/industries/aerospace-and-defense/our-insights/decarbonizing-aviation-executing-on-net-zero-goals
https://files.sciencebasedtargets.org/production/files/1.5C-Aviation-Interim-Technical-Report-Final.pdf
https://sciencebasedtargets.org/news/the-sbtis-new-interim-1-5-c-aviation-pathway
https://theicct.org/wp-content/uploads/2022/06/Aviation-2050_report_final_v2.pdf
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