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The Operational and Structural Challenges Shaping Aviation’s Sustainability Efforts

Much of the aviation industry’s sustainability discussion focuses on fuel, technology and financing. But at the ISTAT Sustainability Symposium, speakers also emphasized a broader question: What role should aviation play in a more sustainable future?

In his opening remarks, Peter Barrett, CEO of SMBC Aviation Capital, described aviation as “a force for good,” emphasizing its role in connecting families, businesses, cultures and communities around the world. He also framed sustainability as broader than emissions reduction alone, pointing to resilience, inclusivity and long-term accessibility as essential parts of the conversation.

That perspective carried through the symposium’s later sessions, which examined what happens to aircraft at the end of their life cycle, how sustainability is measured and governed, and how the industry balances environmental objectives with its broader economic and social role.

The Limits of Recycling and Reuse

In the session “The Final Lever: How Aircraft End-of-Life Completes the Sustainability Equation,” moderated by Lionel G. Roques, executive director of the Aircraft Fleet Recycling Association (AFRA), panelists Derk-Jan van Heerden, founder and board member of Aethos, and John White, vice president at AerFin, focused on what happens to aircraft after they leave active service.

The discussion highlighted a gap between expectations and reality.

While recycling is often presented as a straightforward solution, panelists noted that the process is more complex in practice. Aircraft contain a mix of materials, including large amounts of aluminum alongside increasing use of composite materials such as carbon fiber. Unlike metals, many composite materials cannot be recycled in a traditional sense and may need to be incinerated, which carries its own environmental and energy costs.

Traceability is another constraint. For aircraft parts to be reused, they must have complete and verifiable documentation. Without it, components have little or no value in the aftermarket. Panelists emphasized that documentation is not only a commercial requirement but also a regulatory one, with strict consequences for falsification.

Even when reuse is possible, it does not eliminate demand for new production. As one panelist noted, reusing a component avoids the need to manufacture a new one, but it does not reduce overall demand for materials in the system.

The discussion also touched on the difficulty of measuring sustainability outcomes at end of life. Without consistent data and documentation, it can be challenging to quantify how much material is recovered and returned to the industry.

At the same time, panelists described recycling as an area where incremental improvements are achievable. Compared to other aspects of the sustainability transition, such as sustainable aviation fuel (SAF) production, end-of-life processes may offer more immediate opportunities for progress.

From Targets to Governance

The final panel, “Aviation as a Force for Good,” examined how sustainability is defined and managed across the industry.

Moderated by Annabel Fitzgerald, senior vice president of sustainability and corporate affairs at SMBC Aviation Capital, the panel included Damien Devdariani, associate director of corporate and foundation relations at Airlink; Andrew Doyle, senior consultant at Cirium Ascend Consultancy; Ryan Faucett, vice president of environmental sustainability at Boeing; and Jill Shaw, ESG and sustainability lead at A&L Goodbody.

Speakers emphasized that progress is not only about setting targets, but also about establishing governance frameworks that can translate ambition into measurable outcomes.

Doyle pointed to the importance of data in this process, including flight-level emissions analysis and the need for consistent methodologies. Without reliable data, it becomes difficult to assess performance or compare results across organizations.

Panelists also discussed the evolving regulatory landscape. In Europe, new rules aimed at preventing misleading environmental claims will require companies to ensure that sustainability statements are supported by clear targets and monitoring processes. This shift places greater emphasis on transparency and accountability.

Faucett referenced ongoing policy developments in the United States, including SAF-related tax credits and state-level initiatives, as part of a broader effort to support the industry’s transition. Panelists noted that alignment between policy, data and corporate strategy will be necessary to support long-term progress.

Aviation’s Broader Role

Beyond environmental considerations, the panel addressed aviation’s role in economic and social systems.

Speakers pointed to aviation’s contribution to global connectivity, including its ability to link remote regions and support economic development. Examples included markets such as Indonesia, where air travel plays a central role in connecting geographically dispersed populations. This broader framing echoed Peter Barrett’s opening remarks, which emphasized aviation’s ability to connect families, businesses, cultures and communities around the world while supporting economic opportunity. Speakers suggested that sustainability efforts will need to preserve that role, ensuring air travel remains accessible as the industry works toward environmental goals.

Devdariani highlighted aviation’s role in disaster response, noting how organizations use air transport to deliver aid and support communities during crises. These applications reinforce aviation’s broader value beyond commercial operations.

At the same time, panelists noted that sustainability strategies must balance environmental objectives with social and economic considerations. This includes maintaining accessibility and ensuring that air travel remains available to a broad population.

Measurement, Materials and Market Reality

Across both sessions, several themes emerged.

First, sustainability outcomes depend on what can be measured. Whether in emissions reporting or material recovery, data availability and quality shape how progress is defined and communicated.

Second, physical constraints remain a factor. Material limitations, documentation requirements and existing fleet composition all influence what can be achieved in the near term.

Third, sustainability decisions are increasingly tied to broader industry structures, including regulation, market demand and operational requirements.

As the symposium discussions reflected, the transition is not limited to a single area of the industry. It extends across the full life cycle of aircraft and into how performance is evaluated, reported and governed.

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