Sustainable Travel

Understand UE Scope 3 for private aviation

Published Friday, September 19, 2025

Scope 3 emissions in private aviation, as defined by the GHG Protocol, pose a significant challenge but are essential to address to achieve the sector’s decarbonization objectives. Under the EU CSRD via ESRS E1, companies must disclose Scope 3 emissions if material. Following the EU’s 2025 “stop-the-clock” adjustments, first CSRD reports are due in 2025 for ex-NFRD filers (FY2024), in 2028 for other large companies (FY2027), and in 2029 for listed SMEs (FY2028).

Understanding and accurately measuring these indirect emissions — from fuel production and transportation to aircraft manufacturing and upstream supply chains — is the first step toward credible decarbonization strategies. This article explores the main sources of Scope 3 emissions specific to private aviation, methodologies to quantify them, and concrete levers for reduction.

Summary:

1. Key Scope 3 emission sources in private aviation
2. Measuring Scope 3 emissions
3. Strategies for reducing Scope 3 emissions

Key Scope 3 emission sources in private aviation

Fuel Production & Transportation (Category 3 – Fuel & Energy-Related Activities)

The extraction, refining, and transportation of jet fuel are major Scope 3 sources. Producing jet fuel is energy-intensive and generates significant upstream emissions. Transport from refineries to airports (pipeline, ship, rail, truck) adds further impact.

Aircraft Manufacturing (Category 2 – Capital Goods)

Aircraft and engine manufacturing (cradle-to-gate) fall under Category 2 – Capital goods. Material production (aluminum, titanium, composites) and energy-intensive processes make this a material Scope 3 category over the asset’s procurement phase.

Upstream Transportation & Distribution (Category 4)

Logistics and supply-chain movements of aviation-related goods and services are accounted for in Category 4 – Upstream transportation and distribution. Individually smaller items can add up across the lifecycle.

Passenger Ground Transportation – Airport case

Passenger surface access to airports is a significant Scope 3 source for airports themselves. It’s not directly attributable to private-jet operators but useful context for understanding broader aviation footprints and infrastructure levers.

Note on materiality: For airlines and business-aviation operators, Scope 1 (in-flight fuel burn) is typically the dominant source of emissions. Key Scope 3 items for operators include Cat. 3 (fuel & energy-related), Cat. 2 (capital goods), and Cat. 4 (upstream transport).

Measuring Scope 3 emissions

Supplier-specific data

• Fuel suppliers can provide life-cycle carbon intensity for delivered fuel (including extraction, refining, transport).
• Aircraft/engine manufacturers can provide per-unit embodied-emission data (more accurate than spend-based estimates).
• Other suppliers can share product-level footprints to refine inventories.

Limits of data gathering

Supplier data isn’t always available, and collecting/validating it takes resources. Document assumptions, data gaps, and estimation methods.

Industry-average data

In the absence of supplier data, industry averages (e.g., input-output models) remain practical. They provide coverage but may miss company-specific improvements.

Leveraging operational data

Flight logs, fuel invoices, and maintenance records are often underused. Integrating operational data into models can materially improve accuracy.

Pragmatic approach: A hybrid method—supplier data where available, industry averages where necessary, and operational data for granularity—balances completeness, precision, and scalability.

Strategies for reducing Scope 3 emissions

Sustainable aviation fuel (SAF) adoption

SAF can reduce life-cycle emissions by up to ~80% depending on feedstock/pathway. In the EU, ReFuelEU Aviationrequires at least 2% SAF by 2025, 6% by 2030, ramping towards 70% by 2050. SAF adoption is both a compliance pathway and a reputational opportunity.

Supplier engagement

Partner with fuel providers, aircraft/engine OEMs, logistics partners, and ground services:

• Improve data transparency to identify hotspots.
• Co-develop reduction plans (e.g., SAF supply, optimized logistics).
• Embed requirements into procurement and supplier codes.

Operational efficiency

• Optimized flight planning (route, altitude, speed) to cut fuel burn.
• APU reduction by switching to airport power/pre-conditioned air.
• Monitoring & crew training to standardize and sustain efficient procedures.

Reporting clarity (ESRS E1 essentials)

• Disclose gross Scope 1, Scope 2, Scope 3 where material, plus GHG intensity (tCO₂e per net revenue).
• Per-flight / per-passenger indicators are optional KPIs (useful for clients) — not mandated by ESRS.
• SAF (book-and-claim) and carbon credits/removals are disclosed separately and do not reduce the gross Scope 1–3 figures.
• Keep a clear audit trail (methods, factors, data sources, assumptions, uncertainties).

Corporate clients & Orizscore

For corporate clients, private-jet flights are accounted for under Scope 3, Category 6 – Business travel. Clients increasingly require audit-ready proof to integrate these emissions into CSRD/ESRS reporting.

Orizscore provides a per-flight emissions certificate and ESRS-aligned exports:

• Transparent calculation (flight ID, aircraft, method, factors, uncertainty).
• Client allocation (seats/charter), mapped directly to Scope 3.6.
• SAF & credits disclosed separately with registry/chain-of-custody references.
• Ready for limited assurance with end-to-end traceability.

Reducing Scope 3 emissions is critical for private aviation’s path to net zero. While complex to measure, Scope 3 spans upstream fuel, capital goods, and logistics—areas where supplier engagement, SAF, and operational excellence can deliver real progress. By leveraging operational data and providing verifiable, flight-level evidence, operators accelerate both accounting quality and decarbonization outcomes. With Orizscore, every flight becomes proof—turning compliance pressure into commercial advantage.