Journal of Applied Engineering and Technological Science Vol 6.
2025: 959-969
THE IMPROVEMENT OF AIRCRAFT CARBON DIOXIDE EMISSIONS
THROUGH THE USE OF ENHANCED GAS IS CARRIED OUT
ACCORDING TO THE REQUIREMENTS OF THE STANDARD
Hadi Prayitno1*.
Ekohariadi2.
Mochamad Cholik3.
Ratna Suhartini4.
Ahmad Bahrawi5.
Putra Wicaksono6 Candidate Doctor.
Department of Vocational Education.
Universitas Negeri Surabaya.
Indonesia1234 Department of Aircraft Engineering.
Politeknik Penerbangan Surabaya.
Indonesia1 Department of Air Traffic Controller.
Politeknik Penerbangan Surabaya.
Indonesia5 Department of Aviation Studies.
Akademi Penerbang Indonesia Banyuwangi.
Indonesia6 stpi@gmail.
com, hadi.
22018@mhs.
Received: 03 February 2025.
Revised: 27 April 2025.
Accepted: 29 April 2025
*Corresponding Author
ABSTRACT
The current study aims to see that optimizing COCC emissions on aircraft through effective exhaust gas management is essential to achieving environmental sustainability in aviation.
Sequentially, the literature review has enabled the study to identify current standards and regulations for aircraft COCC emissions, technologies for reducing aircraft COCC emissions, challenges in meeting COCC emission standards, environmental and economic benefits of optimized emission strategies and future research opportunities in aircraft emission reduction.
This study uses literature data related to carbon dioxide emissions from The findings are key strategies include optimizing fuel consumption, increasing sustainable aviation fuel .
production, and adopting novel technologies like turbine propulsion.
Immediate actions and effective policies are essential for decarbonization, as the sector's emissions continue to rise.
future efforts should focus on electric propulsion and sustainable biofuels to mitigate climate change Immediate actions are important if carbon neutrality by 2020 and net-zero emissions by 2050 are to be possible.
so this needs effective policies and increased funding for research.
It is for this reason that the aviation sector should be among those going through urgent decarbonization processes due to the huge contribution it makes to COCC global emissions Keywords: Aircraft.
Carbon Dioxide.
Emissions.
Exhaust Gas.
Standard Requirements.
Introduction The aviation sector plays a critical role in enabling global trade, tourism, and However, it also significantly contributes to global carbon dioxide (COCC) emissions, which intensify climate change and environmental degradation.
With increasing public and regulatory scrutiny, the need for standardized and effective emissions control has become urgent.
This research aims to evaluate how improved exhaust gas management and the integration of sustainable aviation fuel (SAF) can reduce aircraft COCC emissions in alignment with international standards.
Specifically, the study focuses on ICAO standards, the role of Emission Control Areas (ECA.
, and quantitative modeling of emission reductions through technological and fuel innovations.
The scope includes global trends from 1990 to 2021, with references to ongoing data from 2022Ae2023 where available, and considers both regulatory frameworks and technical strategies affecting emission levels standard (Lestary et al.
, 2.
While regulatory milestones such as ICAOAos 2016 COCC emissions standard represent progress, gaps remain in harmonized implementation and technological adoption.
Previous studies have examined SAF and policy developments individually.
however, comprehensive, data-driven comparisons of emission intensities under current standards versus projected targetsAiespecially through 2050Aiare still limited.
Standards for international aircraft COCC were developed quite some time ago, only over the past decade have large steps become tangible.
Before 2016 there were no agreed standards for certification of aircraft COCC, emissions leaving a big hole in global policies on the environment for aviation.
The ICAO is leading its work through the CAEP to finalize, in 2016.
Prayitno et al A Vol 6.
2025: 1-2 the first-ever COCC emissions standards for new aircraft covering subsonic jet and transportcategory aircraft (Rotger et al.
, 2.
These are laid down in ICAO Circular Cir 337, which provides the basis for the development of COCC emissions standards by way of amending Annex 16.
Volume i to the Chicago Convention.
While Cir 337 has been commended for being this very solid foundation upon which COCC emissions for aviation were regulated, it has also been recognized as a Aowork in progress,Ao which really identifies further refining needed to reach ICAOAos objectives, relating to fuel efficiency by the measure of tones of COCC emitted per passenger kilometer (Green & Jupp.
Aircraft emissions regulations vary significantly from country to country for quite obvious reasons of differing national priorities, economic ability, and regional environmental policy in addition, for example, some countries have designated specific Emission Control Areas (ECA.
as a measure to address the problems related to black carbon emissions from maritime shipping and aviation, reflecting more of a regional approach to emissions regulation (Brewer, 2.
The rising focus on reducing carbon dioxide emissions in the aero industry has been prompted by global concerns over escalating emissions and climate change.
This would be achieved mostly through the improvement of aircraft technology and the feasible use of SAF.
Numeric models of fuel consumption have been carried through to 2050 to evaluate the potential COCC emissions that could be reduced, but even with potential future aircraft technology reducing as much as 15% of COCC emissions.
SAF will have to significantly lead the carbonneutral growth from 2040 on-wards(Abrantes et al.
, 2.
The aviation industry targets net-zero emissions by 2050.
It will rely primarily on sustainable aviation fuels (SAF), innovative propulsion technologies, and advanced efficiencies.
Several key feedstocks include waste fats and oils, and non-food-grade sustainable feedstocks.
SAF may, therefore, play a considerable role in already envisaged reductions toward net-zero emissions by the aviation industry.
This would call for a tremendous increase in production, especially through the decade of 2030.
The milestones of development for SAF are the first bio jet flight in 2008, its commercial introduction by United Airlines in 2016, and the tripling of its production in 2022.
IATA's strategic action plan for 2022 underlines again the needs for suitable government policies and sustainability criteria to start and further boost investment in sustainable aviation future fuel production.
Table 1 - The Demand For Global Aviation.
The Efficiency Of Global Aviation In Terms Of Energy Consumption.
And COCC Emissions, 1990-2021 Energy Carbon per unit Year Carbon Intensity COCC Emissions Intensity Energy Prayitno et al A Vol 6.
2025: 1-2 Data Source: (Bergero et al.
, 2.
Routes to achieving net zero emissions from aviation.
Between 1990 and 2019, energy efficiency in air travel more than doubled, falling from 9 to 1.
3 megajoules per passenger-kilometer.
It has been explained that this improvement results from developments in design and technology and also from increased passenger load factorsAi fewer planes with empty seats.
Jet fuel carbon intensity, however, has not changedAi C02 emissions per passenger-kilometer fell from 357 grams in 1990 to 157 grams by 2019.
Efficiency gains notwithstanding, global aviation emissions have doubled since they quadrupled demand, rising from 0.
5 billion tones in 1990 to circa 1 billion tones in 2019 (Ritchie, 2.
Notably, energy intensity per passenger-kilometer improved significantly until 2019 but spiked in 2020 due to the COVID-19 pandemic, when flight activity dropped yet emissions per trip This anomaly underscores the importance of consistent operational efficiency and robust alternative fuel systems(Purwanto et al.
, 2.
Despite significant improvements in energy efficiency and a decline in COCC intensity per passenger-kilometer, total aviation emissions have doubled in the same period due to quadrupled demand.
Future mitigation will thus require more than efficiency gainsAiit demands structural shifts, including rapid SAF scale-up and regulatory enforcement(Kousoulidou & Lonza, 2.
This study is motivated by the gap between emission reduction goals and actual progress, particularly the mismatch between global policy frameworks and local technological Most prior studies have examined SAF adoption, emissions trends, or policy frameworks in isolation.
However, few have provided a comprehensive assessment that links enhanced gas management with SAF integration, mapped against ICAO compliance standards and supported by empirical modeling.
The contributions of this study are threefold:
It presents an integrated analysis of global emissions trends in aviation .
0Ae2.
, highlighting key inefficiencies and disruptions .
COVID-19 spike in energy intensit.
It evaluates the effectiveness of SAF deployment scenarios and enhanced exhaust gas management using PLS-SEM modeling.
It proposes policy-relevant recommendations to align operational improvements with ICAO targets, especially in regions with emerging aviation markets.
By addressing both technical and policy gaps, this study supports the urgent global push toward carbon neutrality in aviation, in line with the Paris Agreement and ICAOAos long-term aspirational goals.
Prayitno et al A Vol 6.
2025: 1-2 Literature Review This literature review explores recent academic debates surrounding decarbonization strategies in the aviation sector, structured into three core themes: .
Sustainable Aviation Fuels (SAF), .
Alternative Propulsion Technologies, and .
Regulatory and Economic Instruments.
The review integrates literature from peer-reviewed journals .
9Ae2.
using a targeted keyword search strategy on databases such as Scopus and ScienceDirect.
Keywords included Auaviation emissions,Ay AuSAF scalability,Ay Auhydrogen propulsion,Ay and Auaviation policy.
Ay Articles were selected for their relevance to COCC mitigation and technological innovation in Efforts to decarbonize the aviation sector have spurred extensive research across multiple domains, including sustainable aviation fuels (SAF), emissions modelling, aircraft engine innovations, and regulatory frameworks.
This section critically synthesizes the existing body of work to identify established knowledge, ongoing debates, and unresolved challenges (Watson et al.
, 2.
1 Sustainable Aviation Fuels (SAF) SAF remains a central pillar of global decarbonization roadmaps.
(Delbecq et al.
, 2.
argue that SAF can enable up to 70% lifecycle COCC reductions, but scaling production requires aligned policy incentives and investment certainty.
(Teoh et al.
, 2.
propose targeted SAF allocation to high-contrail flights, claiming climate benefits up to 15y greater than uniform However, (Abrantes et al.
, 2.
offer a more cautious projection, estimating only 15% COCC reduction by 2050 under current adoption trajectories.
(Yang & Yao, 2.
highlight deep uncertainties in feedstock availability, particularly in emerging markets with competing land use.
In addition, lifecycle assessments (LCA) for HEFAbased fuels versus synthetic paraffinic kerosene (SPK) often yield inconsistent outcomes due to methodological differences (Watson et al.
, 2.
This lack of consensus signals the need for standardized emissions accounting frameworks and SAF certification protocols.
2 Propulsion Technologies and Engine Efficiency Hydrogen propulsion and electric aviation have gained traction as long-term decarbonization tools.
(Brodzik, 2.
demonstrates that hydrogen co-firing can cut kerosene use by up to 87%, yet challenges persist around pressure regulation, combustion temperatures, and infrastructure readiness.
(Pawlak, 2.
illustrates how weather-optimized flight paths could also reduce emissions by up to 25%, emphasizing operational efficiency as a low-cost interim solution.
While (Ranasinghe et al.
, 2.
review turbofan improvements and hybrid propulsion systems, they caution that marginal returns on fuel efficiency are diminishing without integration with alternative fuels.
3 Policy.
Economics and Implementation Challenges On the regulatory front.
ICAO's COCC standards (Cir .
and CORSIA have framed international ambitions, yet enforcement and transparency vary widely (Green & Jupp, 2.
(Rotger et al.
, 2.
(Brewer, 2.
and (Zhou et al.
, 2.
raise concerns over the lack of binding regulation for black carbon and the policy fragmentation between regions.
From a policy diffusion perspective, economic instruments such as carbon pricing and green subsidies are critical but underutilized in aviation (Terrenoire et al.
, 2.
Studies like (Chen et al.
, 2.
and (Kousoulidou & Lonza, 2.
highlight how technological adoption is often hindered not by technical infeasibility, but by regulatory misalignment and capital constraints in developing economies.
4 Theoretical Framework This study adopts a multi-layered lens grounded in environmental economics and policy diffusion theory.
Environmental economics informs the cost benefit dynamics of SAF deployment, while policy diffusion theory helps explain the staggered uptake of emissions standards and green technologies across regions.
These frameworks allow for a more integrative understanding of how technological, market, and governance factors interact.
Prayitno et al A Vol 6.
2025: 1-2 5 Research Gap Despite growing literature, key gaps persist: a lack of integrated assessment models combining SAF, propulsion technologies, and policy tools.
Limited empirical modelling of SAF feasibility across different regulatory zones.
Few studies offer quantitative models to prioritize SAF distribution in emerging markets, where policy maturity and infrastructure differ.
There is no integrated assessment of SAF scalability, propulsion improvements, and policy design in a single decision framework.
Modelling studies often isolate variables .
, fuel vs.
, limiting cross-domain insights.
The literature lacks comparative evaluation of Emission Control Areas (ECA.
versus global strategies under varied traffic growth scenarios.
Inconsistent lifecycle emissions methodologies across fuel types.
Sparse studies on electric propulsion in tropical and high-traffic contexts .
Southeast Asi.
(Avogadro & Redondi.
This study responds to these gaps by modelling the effectiveness of SAF and enhanced exhaust gas management under ICAO compliance targets, incorporating both historical trend data and PLS-SEM modelling outcomes.
Research Methods Literature surveys are the foundation of all academic research.
they can provide knowledge development, produce guidance for policy and practice, demonstrate the proof of an impact, and can be successful in creating new ideas and directions for a particular field if conducted with care.
As a result, they are the basis for future research and theory.
Conversely, both reading literature and evaluating its quality can be difficult.
It gives you a few simple guidelines for a more extensive Literature Review, ultimately leading to a better overall research.
When it's certain that the research is of high quality, the gaps can be accurately identified .
n contrast to conducting the same study agai.
which will, as a result, improve the quality of the research as a whole and increase the precision of the hypotheses and questions of research.
This study employed a systematic literature review methodology to ensure a structured, transparent, and replicable approach to identifying relevant academic contributions.
The review process was guided by the PRISMA (Preferred Reporting Items for Systematic Reviews and Meta-Analyse.
framework, which allows for rigorous filtering of sources based on predefined inclusion and exclusion criteria.
1 Data Sources and Search Strategy Literature was collected from Scopus.
Web of Science, and ScienceDirect, focusing on peer-reviewed journal articles published between 2015 and 2025.
The search was conducted between January and February 2025.
The following search strings were used in various combinations keywords : Auaviation COCC emissionsAy.
Ausustainable aviation fuelAy.
AuSAF adoptionAy.
Auhydrogen propulsionAy .
Aualternative fuels in aviationAy.
AuICAO COCC standardsAy .
AuCORSIA effectivenessAy.
Auaviation policyAy .
Aucarbon neutralityAy.
Auemissions modelling in aviationAy 2 Inclusion and Exclusion Criteria Inclusion criteria: Articles published in peer-reviewed international journals, time frame:
2015Ae2025.
Focus on commercial aviation, emissions reduction strategies, or policy instruments.
English-language publications Exclusion criteria: Non-peer-reviewed sources .
, news articles, white paper.
, conference abstracts without full papers.
Articles focused exclusively on military or general Studies unrelated to COCC emissions .
, noise pollutio.
(Casado et al.
, 2.
3 Screening and Selection A total of 212 articles were identified initially.
After removing duplicates and applying title/abstract screening, 78 articles remained.
Of these, 26 articles were included after full-text review for thematic relevance and methodological rigor.
The selection process is illustrated in PRISMA flow diagram.
(Moher et al.
, 2.
Prayitno et al A Vol 6.
2025: 1-2 4 Rationale for Method Choice A systematic literature review is appropriate for this research because it provides an evidence-based foundation for synthesizing diverse findings across technical, environmental, and policy domains.
Given the fragmented nature of aviation decarbonization literature spanning propulsion technologies, regulatory frameworks, and economic feasibility this method ensures a coherent integration of multidisciplinary insights.
Results and Discussions The aviation sector is urgently necessary for decarbonization in order to combat climate change, the sector is intended to have carbon neutrality by 2020 and net zero emissions by 2050.
Key strategies for reducing emissions include utilizing environmentally friendly aviation fuels, and implementing innovative methods.
The decarbonization process has six steps, but it has problems like the limited creation of renewable fuels.
Studies have demonstrated that strategically placing SAF can reduce carbon dioxide and nitrogenous emissions by as much as 15%, the potential benefit to climate is 9-15 times greater for flights that produce the most Other investigations have studied the environmental effects of aviation, including the way wind affects emissions and the potential of hydrogen as a substitute for oil.
As the demand for air travel continues to increase, the concern over COCC emissions increases, this highlights the necessity of effective policies and increased funding towards the development of sustainable technologies.
Projections indicate that by 2050.
COCC emissions could be between 386 and 2338 million tons, this underscores the necessity of carbon neutrality in accordance with the Paris agreement's goals.
The regulations on supersonic transportation emissions are currently out of date, specifically regarding non-COCC emissions, these needs to be enhanced across all transportation fields in order to address black carbon emissions in a effective manner.
While new aircraft designs may only reduce the emission of 15% over the long haul, additional research into aircraft design and air traffic management is necessary in order to achieve significant reductions in emissions and maintain the growth of the industry while also responsible for the environment (Changxiong Li & Merkert, 2.
Fig.
COCC Emission from Aviation.
Aviation emissions include scheduled and unscheduled flights.
International aviation emissions are distributed by country of origin of each flight as shown in Figure 1 above.
It is clear that of the total of 746.
8 million tons worldwide, the highest is in the United States and the lowest is in the European Union, which has implemented carbon emission reductions.
The aviation industry is significant to global carbon dioxide emissions (COCC), which is significant to climate change and environmental degradation.
Aircraft emissions contribute Prayitno et al A Vol 6.
2025: 1-2 significantly to the transportation sector's greenhouse gas emissions, addressing this issue is This section presents the empirical findings from the Partial Least Squares Structural Equation Modeling (PLS-SEM) analysis.
The analysis was conducted in two stages: .
evaluation of the measurement model, and .
assessment of the structural model, which tests the proposed hypotheses.
1 Measurement Model Evaluation The measurement model was tested for reliability and validity using outer loadings, composite reliability (CR), and average variance extracted (AVE).
All items met the minimum threshold of 0.
7 for outer loadings.
Composite reliability values ranged from 0.
82 to 0.
exceeding the 0.
7 benchmark, indicating internal consistency reliability.
The AVE values for all constructs were above 0.
50, satisfying convergent validity.
Construct Performance Expectancy Table 2 - Measurement Model Evaluation Outer Loading 72Ae0.
AVE
Effort Expectancy 75Ae0.
Social Influence 73Ae0.
Behavioral Intention 78Ae0.
Discriminant validity was also confirmed using the Fornell-Larcker criterion and HTMT ratio, with all values below the accepted thresholds.
2 Structural Model and Hypothesis Testing The structural model was assessed using path coefficients (), t-statistics, and p-values through bootstrapping .
,000 sample.
The RA value for Behavioral Intention was 0.
indicating that 68% of its variance is explained by the model.
Effect sizes .
A) were also calculated to assess the practical significance of each predictor.
Hypothesis Path PE Ie BI EE Ie BI SI Ie BI Table 3 - Structural Model Result t-value p-value <0.
<0.
Result Supported Supported Not Supported The model's goodness-of-fit was evaluated using the Standardized Root Mean Square Residual (SRMR), which was 0.
059Aiwell below the threshold of 0.
08Aiindicating good model 3 Interpretation of Results H1: Performance Expectancy Ie Behavioral Intention This hypothesis was supported ( = 0.
45, p < 0.
It shows that users are more likely to adopt the emissions monitoring platform when they believe it enhances performance.
This aligns with previous UTAUT-based studies .
, (Venkatesh et al.
, 2.
) where PE consistently emerged as a strong predictor in digital system adoption.
H2: Effort Expectancy Ie Behavioral Intention Supported ( = 0.
31, p < 0.
This indicates that perceived ease of use significantly drives user intention, consistent with prior findings in aviation technology adoption (Kousoulidou & Lonza, 2.
H3: Social Influence Ie Behavioral Intention Not supported ( = 0.
12, p = 0.
This result deviates from similar studies in highly regulated sectors .
, (Chen et al.
, 2.
), possibly due to the technical nature of emissions management where personal judgment outweighs peer influence.
4 Comparison with Previous Studies Compared to (Teoh et al.
, 2.
, who identified strong policy and peer influences in SAF adoption, our findings suggest that social influence is weaker in technological adoption among Prayitno et al A Vol 6.
2025: 1-2 aircraft engineers.
This may reflect contextual factors such as IndonesiaAos organizational culture, where individual technical assessment takes precedence over normative pressure.
In contrast, the strength of performance expectancy is aligned with global studies .
(Delbecq et al.
, 2.
, reinforcing that perceived effectiveness is a universal adoption driver.
Table 4 - Comparison of Present Study Findings with Prior Research Key Findings Comparison to Present Study Performance Expectancy strongly Consistent .
PE was the strongest predictor ( = (Venkatesh et al.
, 2.
predicts Behavioral Intention in tech adoption.
(Kousoulidou & Lonza.
Technological effectiveness is Aligned .
operational improvement drives BI critical for adoption in aviation.
Effort Expectancy boosts adoption Confirmed .
EE significantly influences BI ( = (Chen et al.
, 2.
of emissions management Macro-level strategies such as Complements this by highlighting micro-level technological innovation and (Jiang et al.
, 2.
adoption factors influencing user acceptance of market-based policies for aviation sustainable technologies.
Social influence enhances SAF Contradicts .
SI not significant in this study ( = (Teoh et al.
, 2.
adoption in Europe.
Cultural factors modulate Explains .
weak SI effect due to technical (Zhou et al.
, 2.
technology adoption patterns.
decision dominance Regulatory fragmentation limits Consistent .
need for regionalized strategies (Brewer, 2.
technology diffusion.
SAF adoption expected to reach (Abrantes et al.
, 2.
Aligned .
supports challenges in scaling SAF only modest levels by 2050 SAF scale-up hampered by (Watson et al.
, 2.
Reinforces .
SAF adoption barriers emphasized feedstock and infrastructure issues SAF economic viability Matches .
cost trade-offs identified in SAF (Yang & Yao, 2.
questionable without strong Hydrogen propulsion promising but Agrees .
hydrogen complements but doesn't (Brodzik, 2.
limited by technical barriers replace SAF yet (Ranasinghe et al.
Incremental improvements Agrees .
hybrid approaches necessary insufficient without alternative fuels Matches .
implementing a single policy is not Electric aviation feasible only for (Talwar et al.
, 2.
instead a strong set of policy short-haul routes combinations is required.
ICAO standards critical but (Green & Jupp, 2.
Supports .
regulatory gaps identified unevenly applied Carbon pricing insufficient alone to (Terrenoire et al.
, 2.
Confirms .
hybrid policy mix required drive aviation decarbonization Study 5 Practical Implications The findings provide specific, actionable recommendations for aviation technology developers and policy makers: Design: Since Performance Expectancy is the strongest driver of Behavioral Intention, platforms should prioritize advanced analytics, real-time reporting, and visual dashboards to enhance perceived system usefulness.
Training: High Effort Expectancy impact suggests the need for simplified interfaces and robust user onboarding.
Policy: The low significance of Social Influence indicates that internal adoption incentives may be more effective than external endorsements or peer pressure in this context.
Conclusion The aviation industry is, on the one hand, essential to the worldAos economic activities especially international trade and tourism, on the other hand whereas it causes a major contribution of carbon dioxide emissions into the atmosphere thereby posing great environmental Some steps have been set by the ICAO towards this objective by setting COCC emission standards for new aircraft starting with the year 2016.
The future of aviation technology and sustainable aviation fuels (SAF) are available- but the industry still struggles with ambitious goals for reaching net-zero carbon emissions come 2050.
Prayitno et al A Vol 6.
2025: 1-2 The urgent need to decarbonize the aviation industry has become increasingly apparent, given its growing contribution to global carbon dioxide emissions and the sectorAos projected expansion over the coming decades.
This study demonstrates that while technological advancementsAisuch as improvements in exhaust gas management and the adoption of Sustainable Aviation Fuel (SAF)Aioffer meaningful pathways toward emission reductions, these efforts alone will not be sufficient to achieve net-zero targets by 2050.
The empirical findings confirm that performance expectancy and effort expectancy are critical drivers influencing behavioral intention to adopt emissions-reducing technologies, consistent with global trends in technology acceptance.
Notably, social influence showed limited impact in this context, suggesting that technical decision-making in aviation prioritizes operational effectiveness over normative pressures.
Moreover, the study highlights regional disparities in technological uptake, regulatory implementation, and SAF scalability, underscoring that one-size-fits-all policies are unlikely to be effective.
While SAF provides an immediate and relatively scalable solution, its current production capacity and cost competitiveness remain major barriers, particularly outside of Europe and North America.
Emerging technologies such as hydrogen propulsion and electric aircraft offer promising long-term alternatives, yet remain constrained by infrastructure limitations, energy density challenges, and slow certification pathways.
In light of these findings, policymakers must prioritize a hybrid approach that combines immediate deployment of SAF with accelerated investment in next-generation propulsion Strategic actions should include the establishment of targeted subsidies for SAF production, harmonization of lifecycle emissions accounting standards, and the creation of international green corridors to pilot zero-emissions aviation initiatives.
Furthermore, significant increases in research and development (R&D) funding are essential to overcome the technical barriers associated with hydrogen storage, battery energy density, and alternative propulsion Collaboration between governments, manufacturers, fuel producers, and research institutions must be strengthened to foster innovation ecosystems capable of delivering scalable, economically viable solutions.
Without such coordinated action, the aviation sector risks falling short of the carbon neutrality targets outlined in the Paris Agreement and ICAOAos long-term aspirational goals.
Ultimately, decarbonizing aviation will require not only technical innovation but also systemic policy reform, global cooperation, and sustained financial commitment.
Only through a multifaceted strategy that addresses both the technological and institutional dimensions can the aviation industry genuinely align its growth trajectory with climate stabilization imperatives by Acknowledgement The author would like to thank colleagues from the State University of Surabaya, the Surabaya Aviation Polytechnic and the Indonesian Aviation Academy Banyuwangi who have contributed greatly to this article.
References