- Sustainable aviation fuel (SAF) use rose sharply in 2025 as UK and EU fuel mandates took effect, but the volumes airlines call voluntary moved in different directions.
- KLM Group and British Airways report the highest shares of SAF in their fuel, 4.6% and 4.5%, more than twice the 2% the mandates require.
- Lufthansa Group reports the most carbon credits retired in 2025 among airlines that publish a figure, 865,038 tonnes, and says its customers paid for about nine-tenths of them.
- We could not find one of the 30 airlines that publishes how much of its voluntary SAF it paid for itself.
C Level reviewed what 30 airlines publish in their annual and sustainability reports, in regulatory records and in carbon registries, up to 28 September 2026, and put its findings to each airline. Virgin Atlantic, Air France and SWISS answered in detail, and their answers are reported below. Not every airline reports every measure, so each comparison names the airlines it covers.
We have not combined the measures into one score. They cover different activities, and the airlines report them on different bases and for different years.
Main findings
- Largest reported voluntary SAF volumeIAG (owner of British Airways, Iberia, Aer Lingus): about 175,000 tonnesUp from about 156,000 tonnes in 2024; business customers pay for some Who pays for it? IAG says about 60% of its 291,000 tonnes of sustainable fuel in 2025 went beyond what the law required. That is for the whole group, which includes British Airways, Iberia and Aer Lingus. Companies help pay for some of it: Microsoft, for example, agreed in April 2025 to co-fund 39,000 tonnes over five years. In return they get certificates that let them count the emissions cut against their staff’s business flights. IAG counts the same cut in its own emissions. We could not find how many of the 2025 tonnes companies paid for.
- Reports required and voluntary SAF separatelyFinnair14,100 tonnes supplied because EU law requires it; 2,259 tonnes voluntary Which law? The EU’s ReFuelEU Aviation law. Since 2025 it makes fuel suppliers at EU airports blend in at least 2% sustainable fuel. Finnair’s other 2,259 tonnes, above what the law required, was voluntary. Finnair and its customers paid for it together. About 114,000 passengers chose to contribute.
- Highest share of sustainable fuelKLM Group 4.6%; British Airways 4.5%More than twice the 2% that EU and UK law requires in jet fuel What are they doing? Since 2025, EU and UK law makes fuel suppliers mix at least 2% sustainable fuel into jet fuel. Both airlines use more than twice that. KLM says 4.6% of its fuel was sustainable fuel, mixed in at Amsterdam’s Schiphol airport. British Airways used 225,000 tonnes (4.5%) in 2025: some to meet UK and EU rules, the rest through a voluntary scheme that corporate customers help pay for.
- Most carbon credits retired in 2025Lufthansa Group: 865,038 tonnesLufthansa says its customers paid for about 778,000 tonnes How do customers pay? Passengers can choose a “Green Fare” when they book, which adds a contribution to sustainable fuel and climate projects, and companies buy corporate fares and deals. Lufthansa counts the carbon credits bought with that money as belonging to the customers. The rest of its credits, 87,000 tonnes, covered its own staff’s business travel.
- Lowest carbon per passenger per kmWizz Air: 50.6 g of CO₂ per passenger per kmThe lowest of the 17 figures we judged comparable Why so low? Wizz Air is a low-cost airline. Carbon per passenger depends mostly on the business model: more seats, fewer empty seats and no premium cabins spread the fuel across more people. It does not mean Wizz uses cleaner fuel. In 2025 Wizz used only the sustainable fuel that EU and UK law made fuel suppliers provide. We found no extra sustainable fuel that Wizz chose to buy.
- Voluntary SAF paid for by the airline itselfNo figure publishedWe could not find this figure for any of the 30 Why can’t we tell? Airlines report how much sustainable fuel they use, but not how much they paid for themselves once the legally required fuel and the customer-funded fuel are taken out. Without that split, nobody can say which airline is spending most of its own money.
The figures come from airlines’ latest annual and sustainability reporting, together with regulatory records and carbon registries. “Latest” means calendar 2025 for most airlines and a financial year for some. Missing information is treated as missing, not as zero.
Sustainable fuel: what the law required and what airlines chose
Since 2025, UK and EU mandates have required fuel suppliers to blend SAF into the jet fuel they sell, at least 2% of it. Airlines pay for that fuel through the price of their jet fuel. So a rise in an airline’s SAF total can come from the mandate as well as from its own purchases, and the two need separating.
Finnair separates them. Its SAF use more than tripled, from 4,685 tonnes in 2024 to 16,360 tonnes in 2025. Of the 2025 total, 14,100 tonnes came through the mandate and 2,259 tonnes was voluntary, funded jointly by Finnair and its customers. Its voluntary volume fell, from 2,657 tonnes in 2024.
IAG, which owns British Airways, Iberia and Aer Lingus, reports 291,100 tonnes of SAF in 2025 for all its airlines together and classifies 60% as voluntary. That is around 175,000 tonnes by our calculation, up from around 156,000 tonnes in 2024. Corporate customers pay for part of it. IAG does not split the voluntary volume by airline.
Other airlines describe their 2025 SAF as what the law required. Wizz Air calls its 27,606 tonnes “regulatory”. Virgin Atlantic describes its 11,688 tonnes as aligned with the UK SAF mandate. Aer Lingus links its increase to the new rules, and Jet2 says its latest SAF was bought where mandates apply.
As a share of all the fuel it uses, KLM Group reported 4.6% SAF in 2025 and British Airways 4.5%, the highest in our review. Every other share published by the 30 is below 2%, apart from 3.3% for IAG as a whole. The table below gives each airline’s figure.
Outside Europe, SAF also grew without a federal mandate. United went from 13.6 million US gallons in 2024 to 27.7 million in 2025, and American from 2.91 million to 14.07 million. United says customers and public incentives paid for some of its SAF.
Who pays for voluntary SAF?
SWISS gave the most direct answer. It told us on 3 November that its customers paid for all of its voluntary SAF.
No other airline in the review publishes the same split. In this review, an airline’s own funding means voluntary SAF that was not paid for by customer contributions set aside for SAF, such as companies buying SAF certificates or passengers paying a SAF charge. We do not count ordinary ticket revenue as a customer contribution. We could not find one airline among the 30 that publishes how much voluntary SAF it paid for itself on that test. That does not show that airlines paid nothing. It means the published figures do not show how much.
Finnair says its 2,259 voluntary tonnes were funded by Finnair and its customers together, without dividing the figure. British Airways says corporate and cargo customers support its voluntary SAF. Lufthansa Group reports that SAF paid for by customers cut CO₂ by 144,000 tonnes in 2025, on top of what the law required, but does not publish how much SAF it paid for alone.
Virgin Atlantic told us on 15 October that its voluntary SAF from 2022 to 2024 was paid for partly by a Heathrow airport scheme that helps airlines with the extra cost, and partly by business customers who bought certificates for the fuel’s emission cuts. It would not say how many tonnes those customers paid for, because that is commercially sensitive.
Air France told us that 1.3% of its fuel in 2025 was SAF required by law and 0.4% was voluntary. It says the voluntary part came from its SAF programmes for business, cargo and individual customers, and that more than 180 companies took part in 2025. Air France-KLM also reports €232 million “as of December 31, 2025” from its extra SAF charge on tickets and voluntary customer contributions. The accounts do not say what period that figure covers.
Public money also supports SAF. The EU gave about 5.2 million free emissions allowances, worth about €430 million, to 130 airlines and other aircraft operators for SAF used in 2025. Ryanair received the largest allocation. British Airways valued support associated with 8,747 tonnes of its 2024 SAF at about €10 million.
Meeting the mandates also costs airlines money. Jet2 reports £32 million of additional SAF costs in its latest year, and Wizz Air reports €56.5 million spent on SAF in the first year of the EU requirement. The two are measured differently, so we do not compare them.
Carbon credits: what was retired, and who paid
9 in 10
Lufthansa Group reports retiring 865,038 tonnes of carbon credits in 2025, the largest 2025 total among the airlines that publish one. Lufthansa says its customers paid for 778,000 tonnes, roughly nine-tenths, and counts 87,000 tonnes as its own, for employee business travel.
Air France. Air France told us on 28 October that French law makes it cover all the emissions from its domestic flights. For 2024 that was about 633,000 tonnes, covered by projects it funded in 2025. Half of the projects were in Europe and half elsewhere, and half cut emissions while half take carbon out of the air. On 29 October it added that each credit is cancelled only after an outside audit confirms the cut or removal, which can take up to five years. So credits for 2024 emissions will be cancelled over several later years. Air France says this is why the 633,000 tonnes does not match the 399,000 tonnes Air France-KLM reports cancelling in 2025. Air France has not yet bought credits for CORSIA, the UN scheme that makes airlines cover growth in emissions from international flights.
Virgin Atlantic. Virgin Atlantic’s accounts include £5.4 million of “Scope 3 carbon credits”. It told us on 15 October that these are not credits from carbon projects. They are certificates for the emission cuts from its own SAF, waiting to be sold to business customers, who can then count lower emissions from their travel. Virgin Atlantic also told us it retired no carbon credits in 2024 or 2025, apart from 66 tonnes in early 2024 for one test flight on 100% SAF. In November 2024 it bought 1,300 credits for CORSIA, which it has not yet used.
Cathay Pacific reports buying 59,129 tonnes in 2025, mostly paid for by customers. We found no evidence that those credits had been retired yet. Qantas handed in 218,307 Australian carbon credit units under the Safeguard Mechanism, an Australian law that limits emissions from large emitters. easyJet stopped buying credits for every flight at the end of 2022, but retired 167,827 tonnes in the year to September 2024, the latest figure it published, and still buys credits to meet French rules on domestic flights. Delta, Jet2 and United have also ended larger carbon credit programmes.
Paying for a carbon project is separate from cutting a flight’s own emissions: neither customer-funded nor airline-funded credits reduce the fuel an aircraft burns.
Emissions per passenger-kilometre
Seventeen of the 30 airlines publish a figure for carbon per passenger-kilometre that we judged close enough to compare. We left out figures that count cargo differently, mix passengers with cargo, count seats rather than passengers, or conflict with other figures in the same report. Comparable does not mean calculated in the same way.
50.6 g
That is for its financial year from April 2025 to March 2026, and around 10 grams below the next figure, TUI Airways at 60.7 g CO₂e. Then come KLM Group at 63 g, Ryanair at 63.9 g, Jet2 at 64.2 g and easyJet at 65.47 g CO₂. Four of the five lowest figures come from low-cost or leisure airlines, which typically fit more seats into each plane and fill more of them.
The airlines measure in different ways. easyJet and Jet2 add 95 km to the distance of each flight, under a standard EU rule that allows for the routes planes actually fly. Air France and KLM use a longer flight distance than the shortest route between airports. Some airlines report CO₂ only and others CO₂e, which counts all greenhouse gases as CO₂, and some count booked passengers rather than passengers who flew. We could measure one of these effects: for Jet2, the extra 95 km lowers its figure by about 2.6 grams, by our estimate. These are averages across each airline’s whole network, not estimates for any one flight.
Turkish Airlines publishes 117 g, but other figures in the same report do not agree with it, so we left it out. It did not reply to our request for corrections.
How do the 30 airlines compare?
The table sets out the evidence behind each comparison: each airline’s carbon credit activity, its share of fuel that is SAF, the carbon it reports for each passenger, and one key point about its reporting. The “i” beside a figure gives its period, what it covers and where it comes from.
Terms used in the table: SAF is jet fuel not made from crude oil. CO₂e counts all greenhouse gases as CO₂. Per passenger per km means for each passenger carried one kilometre; some airlines count booked passengers and others passengers who flew. A retired or cancelled carbon credit cannot be used again. CORSIA is the UN scheme that makes airlines cover the growth in emissions from international flights.
No airline in our set matches that name.
| Airline | Carbon credit activity | Share of fuel that is SAF | CO₂ per passenger per km | Key finding |
|---|---|---|---|---|
 | Not published for Aer Lingus What we found: we could not find a carbon credit figure for Aer Lingus. Its 2024 report described a scheme, run with Pure Leapfrog, for customers to buy carbon credits, but gave no tonnes. IAG, which owns Aer Lingus, British Airways and Iberia, cancelled 35,529 tonnes of credits in 2025 for the whole group. IAG does not split this by airline. | Not published What this covers: Aer Lingus used 10,100 tonnes of SAF in 2025 (about 5,600 in 2024), but did not say what share of its fuel that was. It links the rise to the EU and UK laws that make fuel suppliers provide 2% SAF from 2025. We could not find how much SAF it chose to buy beyond the law. | 80.6 g; owner IAG counts cargo differently, so not directly comparable Why not directly comparable? 80.6 g is the CO₂ for each passenger carried one kilometre in 2025, reported by IAG, which owns Aer Lingus, British Airways and Iberia. IAG counts one tonne of cargo carried one kilometre as if it were 10 passengers. It leaves out passengers who booked but did not fly. Other airlines treat cargo differently. The figure is not in the part of IAG’s report that an independent body checked. | Its SAF rose with new laws on fuel suppliers |
 | Yes: about 850,000 tonnes in 2025 What we found: Air Canada says it bought 849,744 tonnes of credits from 11 carbon credit projects in 2025. The figure sits next to its statement that it “offsets” its own emissions on flights booked with Aeroplan loyalty points. Customers can also buy carbon credits. It does not say how many were retired, or who paid for each part. | About 1.5% (our calculation) What this covers: Air Canada reports receiving roughly 78 million litres of SAF in 2025. That is about 1.5% of its 5.06 billion litres of fuel (our calculation). It says this met its own 1% target. British Columbia’s SAF rules for fuel suppliers start in 2026. Who paid is not published. | Not published Reporting gap: We could not find a figure for Air Canada’s CO₂ for each passenger carried one kilometre. Its latest sustainability report, for 2024, gives total emissions but no figure per passenger. We could not find a 2025 sustainability report. So no comparable figure can be shown. | Who paid for its SAF is not published |
 | Yes, as part of Air France-KLM What we found: Air France-KLM, which owns Air France and KLM, cancelled 399,000 tonnes of carbon credits in 2025. The group says the total includes credits French law requires for domestic flights and voluntary credits. The split is not published. Air France told us French law makes it cover all the emissions from its domestic flights: about 633,000 tonnes for 2024, through projects funded in 2025, half cutting emissions and half taking carbon out of the air. That counts projects funded, not credits cancelled. Air France says a credit is cancelled only after an outside audit, which can take up to five years, so some credits for 2024 will be cancelled later. It has not yet bought credits for CORSIA. | 1.71% What this covers: the Air France Group, which includes Transavia France, reports 87,000 tonnes of SAF in 2025, 1.71% of its fuel. That is up from 46,000 tonnes in 2024. Air France told us 1.3% of its fuel was SAF required by law and 0.4% was voluntary, paid for through its SAF programmes for business, cargo and individual customers. | 70 g CO₂e What this means: 70 g is CO₂e per passenger per km in 2025, for the Air France Group, which includes Transavia France. It measures distance in a way about 6% longer than the shortest route, which lowers the figure. The report does not say how cargo is treated. | SAF rising; about three quarters of it required by law, it told us |
 | Not published What we looked for: a sustainability report or any carbon credit figure, on Air India’s website, newsroom and press releases. We could not find one. India joins CORSIA, a UN scheme that makes airlines buy carbon credits to cover growth in international flight emissions, only from 1 January 2027. | Not published What we found: no figure for tonnes of SAF. In August 2025 Air India signed an agreement in principle with IndianOil, not a legal contract, for SAF supply. It gives no volumes, prices or start dates. Fuel suppliers at EU and UK airports must supply SAF, so Air India flights there receive some. | Not published What we looked for: a figure for CO₂ for each passenger carried one kilometre, total emissions or a sustainability report. We could not find any. Air India’s figure of 35,000 tonnes a year is a forecast saving from flight software across Air India and Air India Express, not a measured result. | No measured figures found; only a non-binding fuel deal and a forecast |
 | Not published What we found: we could not find carbon credits that American bought or retired in 2025. It says it expects to buy credits for CORSIA, a UN scheme that makes airlines buy carbon credits to cover growth in international flight emissions. The US has not put CORSIA into law. A carbon removal deal with Graphyte is for future delivery. | 0.33% What this covers: American Airlines Group used 14.07 million US gallons of SAF in 2025, 0.33% of its jet fuel. That is up from 2.91 million gallons in 2024. No US law requires airlines to use SAF. American says an Illinois tax incentive led it to start SAF deliveries in 2025. | 93 g CO₂e What this means: 93 g is CO₂e for each passenger carried one kilometre in 2025. It covers American and its own regional airlines Envoy, PSA and Piedmont. American does not say how it splits emissions between passengers and cargo, or how it measures distance. KPMG, which reviewed the report, did not check this figure. | SAF rising, though no US law requires it |
 | Yes, mostly carbon removal credits delivered in later years What we found: British Airways says it has bought 38,000 tonnes of carbon removal credits, mostly for delivery in later years. A public register shows about 300 tonnes of credits from biochar, a charcoal that stores carbon, retired in its name in 2023-2025. IAG, owner of British Airways, Iberia and Aer Lingus, cancelled 35,529 tonnes of credits in 2025, not split by airline. | 4.5% What this covers: British Airways, with BA CityFlyer and BA EuroFlyer, reports 225,000 tonnes of SAF in 2025, 4.5% of its fuel. It says a significant share met UK and EU laws that make fuel suppliers provide SAF. The rest was voluntary, and corporate and cargo customers helped pay for it. The split is not published. | 82.8 g; owner IAG counts cargo differently, so not directly comparable Why not directly comparable? 82.8 g is the CO₂ for each passenger carried one kilometre in 2025, for British Airways with CityFlyer and EuroFlyer, as reported by IAG. IAG counts one tonne of cargo carried one kilometre as if it were 10 passengers. British Airways’ own accounts work the figure out a different way. It is not in the part of IAG’s report that an independent body checked. | One of the two highest SAF shares we found |
 | Yes: 59,129 tonnes in 2025, mostly paid for by customers What we found: Cathay, including HK Express, bought 59,129 tonnes of carbon credits in 2025. Individual and corporate customers funded 35,499 tonnes. Cathay funded 21,979 tonnes for staff work travel. A further 1,651 tonnes was for cargo. Cathay does not say who paid for it. Cathay worked out the tonnes from the money paid. We found no record in a public register that the credits were retired. | 0.68% What this covers: Cathay reports 36,242 tonnes of SAF in 2025, 0.68% of its jet fuel. It counts SAF delivered into airport tanks, not necessarily into its own aircraft. Its figure includes both SAF that EU and UK law made fuel suppliers provide and SAF it chose to buy. It does not say how much is each. | 0.10 kg (rounded) What this means: Cathay reports 0.10 kg of CO₂ per passenger per km on its passenger aircraft in 2025, including HK Express. The figure is rounded to two decimal places of a kilogram, so the exact gram figure is not published. The figure also includes the fuel used to carry cargo in the hold of those aircraft. | SAF grew sharply; customers pay for much of its carbon credits |
 | Did in 2021 and 2022; nothing published since What we found: Delta’s filings say it bought and retired $95 million of carbon credits in 2021 and $116 million in 2022, for its own emissions. They give dollars, not tonnes. Delta says future spending will focus on solutions other than carbon credits. We could not find credits bought or retired in 2024 or 2025. | Under 1% What this covers: Delta secured 23.4 million US gallons of SAF in 2025, measured as pure SAF before it is mixed with ordinary jet fuel. The figure includes fuel delivered to Delta and certificates it bought that let it claim SAF used elsewhere. Delta does not say how much is each. Against its 4,269 million gallons of jet fuel, that is under 1% (our calculation). | Not published Reporting gap: We could not find a figure for Delta’s CO₂ for each passenger. Delta reports only that its emissions for each tonne of paying passengers and cargo carried one kilometre, including emissions from making the fuel, fell 3.3% against 2019. Its 2025 fuel-efficiency figures do not match the fuel and traffic in the same table, so we do not use them. | SAF figure mixes physical fuel deliveries with certificates for fuel used elsewhere |
 | Stopped at the end of 2022, except where French law requires What we found: easyJet paid for carbon credits for every flight until 31 December 2022. It retired 2,808,879 tonnes of credits in the year to September 2023, and 167,827 tonnes in the year to September 2024. It buys separate credits for France’s rule that airlines buy carbon credits for domestic flights. Its 2025 report gives no figure for credits retired. | Not published What we looked for: a figure for the tonnes of SAF easyJet used in 2024 or 2025. We could not find one. easyJet says it bought fuel that complies with the EU and UK laws that make fuel suppliers provide 2% SAF from 2025. It says it will report the benefit in its 2026 report. | 65.47 g What this means: 65.47 g is the CO₂ per passenger per km in the year to 30 September 2025, across all easyJet airlines. Counting all greenhouse gases (CO₂e), it is 66.06 g. easyJet adds 95 km to the shortest-route distance of each flight. This lowers the figure compared with airlines that use the shortest route only. | Among the lowest reported carbon per passenger; does not publish its current SAF use |
 | Only what a UN rule requires What we found: Emirates’ accounts record that it must buy carbon credits under CORSIA, a UN scheme that makes airlines buy carbon credits to cover growth in international flight emissions. The money it set aside for carbon credits and emissions costs rose by AED 110m (UAE dirhams), or 56%, in 2025-26. We could not find how many tonnes it bought or retired. We found no scheme for customers to buy carbon credits. | Not published What this covers: Emirates reports 28,652 tonnes of SAF on a calendar-year basis, but does not name the year. It includes SAF that Airbus bought for new-aircraft delivery flights; the amount is not published. Its other figures cover a different 12 months, so we cannot work out what share of its fuel was SAF. | 108 g CO₂e What this means: 108 g is CO₂e for each passenger carried one kilometre on Emirates’ passenger aircraft, in the year to 31 March 2026. It counts all passengers carried, including non-paying ones. It was 103 g in 2023-24. We could not find an external check of the figure. | SAF total includes fuel Airbus bought for flights delivering new planes |
 | Passengers can buy them when they book What we found: Etihad’s 2023 environmental report says guests bought carbon credits for more than 1,500 tonnes of CO₂ through CarbonClick, its partner since 2021, at booking or in the Etihad Guest reward shop. The period is not stated. The report cites renewable energy projects, which avoid emissions rather than remove them. We could not find later figures. | Not published What we looked for: We found no published volume of SAF for Etihad. Its 2023 report describes SAF bought in over six countries, a trial in which it claimed SAF put into planes elsewhere, and flights to collect new aircraft. It gives no tonnes. The EU gives airlines free emissions allowances (permits to emit CO₂) for SAF they use. Etihad is not on the EU lists for SAF used in 2024 or 2025. | Not published Why not comparable? Etihad reports carbon for each tonne of paying passengers and cargo carried one kilometre. For passengers in 2023 it was 475 g CO₂ per tonne carried one kilometre. The report does not state the weight it uses for a passenger, so the figure cannot be turned into grams for each passenger carried one kilometre. 2023 is the latest year we found. | Latest environmental data we found are from 2023 |
 | Passengers can buy them; it says staff business trips are covered What we found: Eurowings’ 2025 environmental statement says passengers can pay for carbon credits for their flights through its PlanetBlu options, and that its staff business trips are “100% offset”. It gives no tonnes. Its credits are counted in the 865,038 tonnes that Lufthansa Group, which owns Eurowings, retired in 2025. That total is not split by airline. | Not published What we found: We could not find a 2025 tonnage of SAF for Eurowings. It says some of its SAF is fuel supplied under the EU mandate, and customers can pay through PlanetBlu for more. The EU gave Eurowings 293,729 free emissions allowances (permits to emit CO₂) for SAF used in 2025. The number of allowances is not the number of tonnes of fuel. | 83.7 g CO₂e What this covers: 83.7 g CO₂e for each passenger carried one kilometre is Eurowings’ 2025 figure. It comes from the fact sheet of Lufthansa Group, which owns Eurowings. The group takes cargo’s share of emissions out separately. The fact sheet does not say that an auditor checked it. Eurowings’ own statement gives 84.5 g CO₂ for 2024, on a wider scope that includes partner airlines flying for it. | Few figures of its own; most sit inside Lufthansa Group totals |
 | Only a small amount, for its ground operations What we found: Finnair cancelled 331 tonnes of carbon credits in 2025 (3,423 tonnes in 2024) for its ground operations at Helsinki-Vantaa airport. All came from projects that cut emissions, certified under the Verified Carbon Standard. None came from projects that remove carbon from the air. Finnair reports no credits planned for future cancellation. Its customer scheme now funds SAF. | About 1.6% What this covers: Finnair used 16,360 tonnes of SAF in 2025, about 1.6% of its fuel. Of this, 14,100 tonnes was fuel supplied under the EU mandate on fuel suppliers. The other 2,259 tonnes was voluntary, funded by Finnair and its customers. The split between Finnair and its customers is not published. | Not published Reporting gap: Finnair reports carbon for each seat flown one kilometre (83.0 g CO₂ in 2025), which also counts empty seats. It also reports carbon for each tonne of paying passengers and cargo carried one kilometre, which mixes the two. We could not find a figure per passenger per km, so Finnair cannot be compared in this column. | Says how much SAF the law required and how much was voluntary |
 | Not published for Iberia What we found: IAG, which owns British Airways, Iberia, Vueling, Aer Lingus and LEVEL, cancelled 35,529 tonnes of credits in 2025. IAG says all came from removal projects that store carbon in plants, soils or land. IAG does not publish a split by airline. We found no Iberia figure for credits bought or retired. | 3.3% for all IAG airlines, not Iberia alone What this covers: 3.3% is the share of SAF in the fuel of the whole IAG group, which owns Iberia, British Airways, Vueling and Aer Lingus. IAG used 291,100 tonnes of SAF in 2025. It classes 60% as voluntary, meaning more than its share of the SAF that the law makes fuel suppliers provide. Iberia’s own latest figure is over 3,918 tonnes, for 2024. | 65.3 g; owner IAG counts cargo differently, so not comparable Why not comparable? IAG reports 65.3 g CO₂ for each passenger carried one kilometre for Iberia including LEVEL, a separate IAG airline. IAG counts one tonne of cargo carried one kilometre as if it were 10 passengers, which lowers the figure for airlines that carry a lot of cargo. The figure sits outside the part of IAG’s report that an auditor checked. | Most useful figures cover owner IAG’s airlines together, not Iberia alone |
 | Stopped at the end of 2023 What we found: Jet2 says that until 31 December 2023 it voluntarily bought carbon credits for all emissions not already covered by its emissions trading obligations (the EU and UK schemes that make airlines pay for CO₂ allowances), at the company’s cost. We could not find the tonnes, projects or registry, or any credits bought or retired since. | Not published Reporting gap: Jet2 reports 13,692 tonnes of SAF for its latest year, bought where national laws make fuel suppliers provide SAF, but gives no share of its fuel. In 2024, before the mandates, it voluntarily bought over 1,000 tonnes. Its latest report describes none as voluntary and records £32m of extra cost from the mandates. | 64.2 g CO₂e What this covers: 64.2 g CO₂e per passenger per km is for Jet2 plc in the year to March 2026, covering its own fuel and electricity. Jet2 adds 95 km to each flight’s shortest-route distance, which lowers the figure. On shortest-route distance alone, we estimate about 66.8 g. An auditor gave the figure limited assurance, a lighter check than a full audit. | Among the lowest reported carbon per passenger; latest SAF was mostly bought where the law requires it |
 | Yes, as part of Air France-KLM What we found: Air France-KLM, which owns Air France, KLM and Transavia, cancelled 399,000 tonnes of carbon credits in 2025. The total mixes credits that French law requires for Air France’s domestic flights with voluntary credits. The split is not published. The group table is not split by airline, and we found no KLM figure. | 4.6% What this covers: KLM Group, which includes Transavia Netherlands and Martinair, used 157,000 tonnes of SAF in 2025, 4.6% of its fuel. KLM says this is more than the 2% that EU law requires, but that 2% applies to fuel suppliers, not airlines. KLM does not say how much was required by law and how much it chose to buy. | 63 g CO₂e Why the caveat? 63 g CO₂e per passenger per km is for KLM Group in 2025. Air France-KLM uses a flight distance about 6% longer than the shortest route, and from 2025 leaves out the CO₂ from burning SAF. Both lower the figure. It does not say how it divides emissions between passengers and cargo. | Highest SAF share we found, just above British Airways |
 | Yes: 865,038 tonnes in 2025, mostly paid for by customers What we found: Lufthansa Group, which includes Lufthansa, SWISS, Austrian, Brussels Airlines and Eurowings, retired 865,038 tonnes of carbon credits in 2025. Its fact sheet counts 778,000 tonnes as paid for by customers and 87,000 tonnes as the group’s own, for staff business flights. Of the total, 768,592 tonnes came from projects that cut emissions and 96,446 tonnes from projects that remove carbon from the air. | About 1.5% (whole Lufthansa Group) What this covers: Lufthansa Group used around 139,000 tonnes of SAF in 2025, about 1.5% of its fuel, according to its website. This includes fuel that EU law made fuel suppliers provide, and extra SAF bought for customers. Customer-supported SAF cut CO₂ by 144,000 tonnes. We could not find how much SAF Lufthansa paid for itself. | 86.5 g CO₂e (Lufthansa Airlines) What this covers: 86.5 g CO₂e for each passenger carried one kilometre is the 2025 figure for Lufthansa Airlines, including CityLine, City Airlines, Discover and Air Dolomiti, from the group fact sheet. Lufthansa Airlines’ own environmental statement gives 84.6 g CO₂, but that figure covers less of the business. The figure for the whole group is 85.4 g, with cargo’s share taken out by weight. | Retired the most carbon credits in 2025; customers paid for most |
 | Not published What we found: Norwegian’s 2025 annual report assessed carbon credits and removals as “not material”, meaning not significant enough to report under EU sustainability reporting rules. Not material is not the same as zero. We could not find any volume of credits bought or retired in that report. | Not published What we found: Norwegian reports SAF as emission savings, not tonnes. In 2025, SAF that the law required saved 36,000 tonnes of CO₂e and SAF it chose to buy saved 650 tonnes, for Norwegian and Widerøe, which it owns. We estimate roughly 10,000 to 11,000 tonnes of SAF. No share of fuel is published. | 70.5 g What this covers: 70.5 g per passenger per km is for the Norwegian airline in 2025, excluding Widerøe. It gives no share of emissions to cargo. The report calls it CO₂ on one page and CO₂e on another. Using the report’s own fuel and passenger figures, we get about 73 g. The reason for the gap is not stated. | Most of its 2025 SAF saving came from fuel the law required |
 | Yes, mainly under Australian law and for customers What we found: regulator data shows Qantas surrendered 218,307 Australian carbon credit units for 2024/25 under the Safeguard Mechanism, an Australian law that sets emission limits for large emitters. Surrendered means handed in to meet the law. In 2023/24 the group retired over 364,000 credits: 243,000 for its customer programme, 65,000 for its own commitments and 55,000 under that law. | 1.1% What this covers: Qantas Group bought 55.2 million litres of SAF in the year to June 2026, 1.1% of its fuel. This includes fuel that UK law made fuel suppliers provide at Heathrow. Qantas says the fuel goes into shared airport tanks and may not be used by its own aircraft. | Not published Reporting gap: Qantas reports carbon for each tonne of paying passengers and freight carried one kilometre, which mixes the two. In 2024/25 it was 84.5 kg CO₂e per 100 tonnes carried one kilometre, with no audit check. Its 2025/26 report has no figure for carbon per distance flown. A per-passenger figure would need an assumption about how much of the fuel carries freight. | SAF growing; many of its credits are ones Australian law requires |
 | Passengers can buy them: over 90,000 tonnes since 2020 What we found: Qatar Airways says passengers, companies and cargo customers bought carbon credits for more than 90,000 tonnes of CO₂ from November 2020 to end 2025, through renewable energy projects in Africa and Asia. These projects avoid emissions. They do not remove carbon from the air. No yearly figure is published. The UK advertising regulator saw evidence that credits were retired. | Under 1% What this covers: Qatar Airways’ 2025/26 annual report gives SAF as under 1% of its fuel, with no volume. Its latest published volume is 3.9 million litres, taken on at Amsterdam in 2023/24. The EU gave it 699 free emissions allowances (permits to emit CO₂) for SAF used on EU routes in 2025. | Not published Reporting gap: Qatar Airways publishes its direct emissions (23.6 million tonnes CO₂e in 2025/26), and how far it carries passengers and cargo, but no emissions for each passenger carried one kilometre. To convert, we would have to guess how much of the fuel carries freight. Different guesses change the result by about half, so we do not calculate one. | Publishes few recent figures we can compare |
 | Yes: 52,410 tonnes in the latest year What we found: Ryanair Group cancelled 52,410 tonnes of carbon credits in the year to March 2026, and 296,559 tonnes the year before. About half of the latest credits came from tree-planting and soil projects. For the earlier year, the group and a customer carbon credit scheme both paid. The split is not published. | Not published Reporting gap: Ryanair says it sourced a 2% sustainable aviation fuel (SAF) blend at EU and UK airports in 2025, the share fuel suppliers must provide by law. It gives no figure for tonnes of SAF. For SAF used in 2025, Ryanair DAC received more free emissions allowances (permits to emit CO₂) from the EU than any other operator. | 63.9 g CO₂e What this measures: grams of greenhouse gas (CO₂e) for each passenger carried one kilometre, for the whole Ryanair Group, April 2025 to March 2026. On CO₂ alone it is 63 g. Ryanair counts booked passengers, including people who booked but did not fly, which can lower the figure a little. PwC gave it limited assurance, a lighter check than a full audit. | Among the lowest reported carbon per passenger; does not publish how much SAF it uses |
 | Not published What we looked for: figures for carbon credits SAS bought or retired voluntarily in the year to October 2025. We could not find any in its latest annual report. SAS reports its flights to CORSIA, a UN scheme that makes airlines buy carbon credits to cover growth in international flight emissions. We found no CORSIA credit volumes. | 1.73% What this covers: SAS used 18,267 tonnes of sustainable aviation fuel (SAF) in the year to October 2025, 1.73% of its fuel. SAS says customers buying SAF products and fuel supplied under EU and Nordic mandates both drove the growth. It does not publish how many tonnes each provided. | 79 g What this measures: grams of CO₂ for each passenger carried one kilometre on SAS flights, November 2024 to October 2025. SAS takes out the share of emissions caused by cargo. It keeps in the CO₂ from burning sustainable aviation fuel (SAF), which some airlines leave out. SAS does not say whether it counts only paying passengers. | SAF growth came from customer purchases and from the law |
 | Passengers can buy them; the total is not published What we found: Singapore Airlines runs a voluntary carbon credit programme for its customers, but we could not find how many credits it retired. It is also securing credits for CORSIA, a UN scheme that makes airlines buy carbon credits to cover growth in international flight emissions. It says it will retire them later. | About 0.09% (our calculation) Our calculation: in the year to March 2025, SIA Group, which includes the low-cost airline Scoot, bought 5,025 tonnes of sustainable aviation fuel (SAF). That is about 0.09% of the group’s fuel. The figure counts fuel bought, not necessarily burned in its aircraft. The 2025/26 figure is not yet published. | Not published Reporting gap: For the year to March 2026, Singapore Airlines reports fuel use of 4.30 litres for every 100 km a passenger is carried. It also reports 0.87 kg of greenhouse gas (CO₂e) for each tonne of passengers and cargo carried one kilometre. It publishes no carbon figure for each passenger carried one kilometre, and freight in its passenger aircraft is not separated. | SAF is still a tiny share of its fuel |
 | Yes: about 138,000 tonnes in 2025 What we found: SWISS reports 138,464 tonnes of CO₂ ‘offset through investment in climate protection projects’ in 2025. Separately, it reports around 133,000 tonnes from customer contributions. SWISS told us the rest of the total was paid for by SWISS itself, and that the total includes credits sold in 2025 that are retired in 2026, after the year closes. Lufthansa Group, which owns SWISS, includes SWISS in the 865,038 tonnes it reports retiring in 2025. | 0.9%, it told us What this covers: SWISS told us it used about 14,000 tonnes of sustainable aviation fuel (SAF) in 2025, 0.9% of its fuel. That combines SAF its customers paid for and SAF required by the EU on flights from EU airports. Switzerland had no SAF requirement of its own in 2025. Its report gives the saving as 43,609 tonnes of CO₂. Customers paid for all of its voluntary SAF, it told us, and their contributions account for over 30,000 tonnes of that saving. | 80.7 g What this measures: grams of CO₂ for each passenger carried one kilometre on regular SWISS flights in 2025, with freight reported separately. It leaves out flights other airlines operate for SWISS. Lufthansa Group, which owns SWISS, gives 81.7 g for SWISS including Edelweiss, a wider scope. SWISS told us its flight emissions figures are checked in Lufthansa Group’s audit and in its own EMAS environmental audit. | Customers paid for all its voluntary SAF, it told us |
 | Passengers can buy them; the total is not published What we found: TAP has signed contracts for 288,012 tonnes of credits for CORSIA, a UN scheme making airlines buy carbon credits to cover growth in international flight emissions. None had yet been cancelled when it reported. It has offered customers carbon credits since 2009, but says the group does not buy, hold or cancel them. Volumes are not published. | About 1.28% What this covers: TAP’s own estimate that sustainable aviation fuel (SAF) was about 1.28% of its fuel in 2025. It publishes no figure for tonnes, and we could not make its SAF figures agree with each other. Since January 2025 a passenger surcharge of €2 to €24 per flight covers part of the cost of the EU law that requires SAF. | 81 g What this measures: grams of CO₂ per passenger per km, for TAP Group, including Portugália, in 2025. TAP does not say how it treats cargo carried on passenger flights. TAP says its 2025 sustainability statement was not checked by an independent outside body. In 2025 TAP also revised its earlier emissions figures downward. | An extra charge on tickets helps pay for legally required SAF |
 | Not published What we looked for: carbon credits bought or retired by TUI Airways or its owner, TUI Group, in the year to September 2025. We could not find any figures. TUI Group’s sustainability statement lists carbon credits as ‘not relevant’ for its reporting, which is a judgement about importance, not a statement of zero. | Not published Reporting gap: TUI Group publishes sustainable aviation fuel (SAF) figures only for its airlines together, which include TUI Airways. It says 11,262 tonnes of voluntary SAF were used by its airlines in the year to September 2025, mainly in Amsterdam. Who paid is not stated. We could not find a TUI Airways figure. | 60.7 g CO₂e What this measures: grams of greenhouse gas (CO₂e) per passenger per km, for TUI Airways, the UK airline, in the year to September 2025. Its UK company accounts do not say how they measure distance or count passengers. They show no outside check. TUI Group reports 60.5 g CO₂ for all its airlines. | Among the lowest reported carbon per passenger; SAF figures cover all TUI airlines together |
 | Passengers can buy them: 7,996 tonnes since 2022 What we found: its CO2mission scheme bought carbon credits covering 7,996 tonnes for 6,499 passengers from August 2022 to the end of 2025. The 2025 report says the airline will buy 5,528 credits for staff work flights. Its 2026 response to CDP, a survey where companies report on climate, says it retired no credits from carbon projects in 2025. | Not published Reporting gap: We could not find a sustainable aviation fuel (SAF) tonnage for Turkish Airlines. It says it used SAF on all flights leaving the EU and UK, where fuel suppliers must provide it, and on some Asian routes. Its emissions and energy data suggest about 7,000 tonnes, roughly 0.1% of fuel (our calculation). | 117 g published; conflicts with other figures in the same report Why the conflict? Turkish Airlines reports 117 g of greenhouse gas (CO₂e) per passenger per km in 2025, including AJet, an airline it owns. Other figures in the same report, for fuel per passenger per kilometre and emissions for each seat flown one kilometre, point to about 95 g by our calculation. We have asked the airline to explain. | Its own report gives carbon-per-passenger figures that do not agree |
 | Stopped: its customer programme has ended What we found: United’s annual filing for 2025 says its scheme for customers to buy carbon credits has ended, and that the credits no longer appear in its emissions records. We could not find any figure for credits it bought or retired in 2025. It has invested in Heirloom, which removes CO₂ from the air; we found no credits from carbon removal that it retired. | About 0.7% What this covers: United used 27.7 million US gallons of sustainable aviation fuel (SAF) for its mainline aircraft in 2025, up 104%. United says this was “only about 0.7%” of its fuel. There is no US SAF mandate. Customers, companies and public incentives helped fund some purchases; the 2025 split is not published. | Not published Reporting gap: United reports carbon for each seat flown one mile, and for each tonne carried one kilometre, including emissions from making the fuel. We could not find a figure for each passenger carried one kilometre. Per-seat figures ignore empty seats, and per-tonne figures mix passengers and cargo, so neither compares with the figures in this column. | Customers and public incentives paid for some of its SAF |
 | None used in 2025, it told us; holds 1,300 for a UN scheme What Virgin Atlantic told us (15 October 2026): it retired no carbon credits in 2025. In early 2024 it retired 66 tonnes of credits from biochar, a charcoal that stores carbon, for one test flight on 100% SAF. In November 2024 it bought 1,300 credits for CORSIA, the UN scheme that makes airlines cover the growth in emissions from international flights, and has not used them yet. The £5.4m of ‘Scope 3 carbon credits’ in its accounts are certificates for the emission cuts from its own SAF, waiting to be sold to business customers. | About 1% Our calculation: Virgin Atlantic took delivery of 11,688 tonnes of sustainable aviation fuel (SAF) in 2025, about 1% of its fuel and 2% of its UK fuel. It calls this ‘aligned with the UK SAF mandate’. From 2022 to 2024, before that law began, it took about 13,700 tonnes, which it calls voluntary. It told us a Heathrow airport scheme and business customers shared the extra cost of that fuel, but would not say how much each paid. | 71.9 g What this measures: grams of CO₂ for each passenger carried one kilometre on Virgin Atlantic aircraft in 2025, after part of the emissions is counted as cargo’s. It counts CO₂ only, not other greenhouse gases. KPMG checked other figures in the report, but this row is not marked as checked. | Bought SAF voluntarily before 2025; its 2025 SAF matched UK law |
 | Only what the law requires What we found: Wizz Air says it paid everything it owed under the EU and UK emissions trading systems (schemes that make airlines pay for the CO₂ they emit) and CORSIA, a UN scheme that makes airlines buy carbon credits to cover growth in international flight emissions. It calls these ‘offsets’, but they are legal requirements. We could not find any carbon credits Wizz chose to retire. | Not published Reporting gap: Wizz Air says it took 27,606 tonnes of sustainable aviation fuel (SAF) in 2025 ‘in line with applicable regulatory requirements’, and that the EU requirement for 2% SAF in the fuel was met. It does not say what share of its fuel was SAF. It reports spending €56.5m on SAF in the first year of the EU law requiring SAF. | 50.6 g What this measures: grams of CO₂ per passenger per km, for the Wizz Air group, April 2025 to March 2026. It counts CO₂ only, not other greenhouse gases. PwC gave it limited assurance, a lighter check than a full audit. Its planes were 90.7% full on average, which helps keep the figure low. | Lowest carbon per passenger per km; we found no SAF beyond the legal minimum |
- Carbon credit activity
- Not published for Aer Lingus What we found: we could not find a carbon credit figure for Aer Lingus. Its 2024 report described a scheme, run with Pure Leapfrog, for customers to buy carbon credits, but gave no tonnes. IAG, which owns Aer Lingus, British Airways and Iberia, cancelled 35,529 tonnes of credits in 2025 for the whole group. IAG does not split this by airline.
- Share of fuel that is SAF
- Not published What this covers: Aer Lingus used 10,100 tonnes of SAF in 2025 (about 5,600 in 2024), but did not say what share of its fuel that was. It links the rise to the EU and UK laws that make fuel suppliers provide 2% SAF from 2025. We could not find how much SAF it chose to buy beyond the law.
- CO₂ per passenger per km
- 80.6 g; owner IAG counts cargo differently, so not directly comparable Why not directly comparable? 80.6 g is the CO₂ for each passenger carried one kilometre in 2025, reported by IAG, which owns Aer Lingus, British Airways and Iberia. IAG counts one tonne of cargo carried one kilometre as if it were 10 passengers. It leaves out passengers who booked but did not fly. Other airlines treat cargo differently. The figure is not in the part of IAG’s report that an independent body checked.
- Key finding
- Its SAF rose with new laws on fuel suppliers
- Carbon credit activity
- Yes: about 850,000 tonnes in 2025 What we found: Air Canada says it bought 849,744 tonnes of credits from 11 carbon credit projects in 2025. The figure sits next to its statement that it “offsets” its own emissions on flights booked with Aeroplan loyalty points. Customers can also buy carbon credits. It does not say how many were retired, or who paid for each part.
- Share of fuel that is SAF
- About 1.5% (our calculation) What this covers: Air Canada reports receiving roughly 78 million litres of SAF in 2025. That is about 1.5% of its 5.06 billion litres of fuel (our calculation). It says this met its own 1% target. British Columbia’s SAF rules for fuel suppliers start in 2026. Who paid is not published.
- CO₂ per passenger per km
- Not published Reporting gap: We could not find a figure for Air Canada’s CO₂ for each passenger carried one kilometre. Its latest sustainability report, for 2024, gives total emissions but no figure per passenger. We could not find a 2025 sustainability report. So no comparable figure can be shown.
- Key finding
- Who paid for its SAF is not published
- Carbon credit activity
- Yes, as part of Air France-KLM What we found: Air France-KLM, which owns Air France and KLM, cancelled 399,000 tonnes of carbon credits in 2025. The group says the total includes credits French law requires for domestic flights and voluntary credits. The split is not published. Air France told us French law makes it cover all the emissions from its domestic flights: about 633,000 tonnes for 2024, through projects funded in 2025, half cutting emissions and half taking carbon out of the air. That counts projects funded, not credits cancelled. Air France says a credit is cancelled only after an outside audit, which can take up to five years, so some credits for 2024 will be cancelled later. It has not yet bought credits for CORSIA.
- Share of fuel that is SAF
- 1.71% What this covers: the Air France Group, which includes Transavia France, reports 87,000 tonnes of SAF in 2025, 1.71% of its fuel. That is up from 46,000 tonnes in 2024. Air France told us 1.3% of its fuel was SAF required by law and 0.4% was voluntary, paid for through its SAF programmes for business, cargo and individual customers.
- CO₂ per passenger per km
- 70 g CO₂e What this means: 70 g is CO₂e per passenger per km in 2025, for the Air France Group, which includes Transavia France. It measures distance in a way about 6% longer than the shortest route, which lowers the figure. The report does not say how cargo is treated.
- Key finding
- SAF rising; about three quarters of it required by law, it told us
- Carbon credit activity
- Not published What we looked for: a sustainability report or any carbon credit figure, on Air India’s website, newsroom and press releases. We could not find one. India joins CORSIA, a UN scheme that makes airlines buy carbon credits to cover growth in international flight emissions, only from 1 January 2027.
- Share of fuel that is SAF
- Not published What we found: no figure for tonnes of SAF. In August 2025 Air India signed an agreement in principle with IndianOil, not a legal contract, for SAF supply. It gives no volumes, prices or start dates. Fuel suppliers at EU and UK airports must supply SAF, so Air India flights there receive some.
- CO₂ per passenger per km
- Not published What we looked for: a figure for CO₂ for each passenger carried one kilometre, total emissions or a sustainability report. We could not find any. Air India’s figure of 35,000 tonnes a year is a forecast saving from flight software across Air India and Air India Express, not a measured result.
- Key finding
- No measured figures found; only a non-binding fuel deal and a forecast
- Carbon credit activity
- Not published What we found: we could not find carbon credits that American bought or retired in 2025. It says it expects to buy credits for CORSIA, a UN scheme that makes airlines buy carbon credits to cover growth in international flight emissions. The US has not put CORSIA into law. A carbon removal deal with Graphyte is for future delivery.
- Share of fuel that is SAF
- 0.33% What this covers: American Airlines Group used 14.07 million US gallons of SAF in 2025, 0.33% of its jet fuel. That is up from 2.91 million gallons in 2024. No US law requires airlines to use SAF. American says an Illinois tax incentive led it to start SAF deliveries in 2025.
- CO₂ per passenger per km
- 93 g CO₂e What this means: 93 g is CO₂e for each passenger carried one kilometre in 2025. It covers American and its own regional airlines Envoy, PSA and Piedmont. American does not say how it splits emissions between passengers and cargo, or how it measures distance. KPMG, which reviewed the report, did not check this figure.
- Key finding
- SAF rising, though no US law requires it
- Carbon credit activity
- Yes, mostly carbon removal credits delivered in later years What we found: British Airways says it has bought 38,000 tonnes of carbon removal credits, mostly for delivery in later years. A public register shows about 300 tonnes of credits from biochar, a charcoal that stores carbon, retired in its name in 2023-2025. IAG, owner of British Airways, Iberia and Aer Lingus, cancelled 35,529 tonnes of credits in 2025, not split by airline.
- Share of fuel that is SAF
- 4.5% What this covers: British Airways, with BA CityFlyer and BA EuroFlyer, reports 225,000 tonnes of SAF in 2025, 4.5% of its fuel. It says a significant share met UK and EU laws that make fuel suppliers provide SAF. The rest was voluntary, and corporate and cargo customers helped pay for it. The split is not published.
- CO₂ per passenger per km
- 82.8 g; owner IAG counts cargo differently, so not directly comparable Why not directly comparable? 82.8 g is the CO₂ for each passenger carried one kilometre in 2025, for British Airways with CityFlyer and EuroFlyer, as reported by IAG. IAG counts one tonne of cargo carried one kilometre as if it were 10 passengers. British Airways’ own accounts work the figure out a different way. It is not in the part of IAG’s report that an independent body checked.
- Key finding
- One of the two highest SAF shares we found
- Carbon credit activity
- Yes: 59,129 tonnes in 2025, mostly paid for by customers What we found: Cathay, including HK Express, bought 59,129 tonnes of carbon credits in 2025. Individual and corporate customers funded 35,499 tonnes. Cathay funded 21,979 tonnes for staff work travel. A further 1,651 tonnes was for cargo. Cathay does not say who paid for it. Cathay worked out the tonnes from the money paid. We found no record in a public register that the credits were retired.
- Share of fuel that is SAF
- 0.68% What this covers: Cathay reports 36,242 tonnes of SAF in 2025, 0.68% of its jet fuel. It counts SAF delivered into airport tanks, not necessarily into its own aircraft. Its figure includes both SAF that EU and UK law made fuel suppliers provide and SAF it chose to buy. It does not say how much is each.
- CO₂ per passenger per km
- 0.10 kg (rounded) What this means: Cathay reports 0.10 kg of CO₂ per passenger per km on its passenger aircraft in 2025, including HK Express. The figure is rounded to two decimal places of a kilogram, so the exact gram figure is not published. The figure also includes the fuel used to carry cargo in the hold of those aircraft.
- Key finding
- SAF grew sharply; customers pay for much of its carbon credits
- Carbon credit activity
- Did in 2021 and 2022; nothing published since What we found: Delta’s filings say it bought and retired $95 million of carbon credits in 2021 and $116 million in 2022, for its own emissions. They give dollars, not tonnes. Delta says future spending will focus on solutions other than carbon credits. We could not find credits bought or retired in 2024 or 2025.
- Share of fuel that is SAF
- Under 1% What this covers: Delta secured 23.4 million US gallons of SAF in 2025, measured as pure SAF before it is mixed with ordinary jet fuel. The figure includes fuel delivered to Delta and certificates it bought that let it claim SAF used elsewhere. Delta does not say how much is each. Against its 4,269 million gallons of jet fuel, that is under 1% (our calculation).
- CO₂ per passenger per km
- Not published Reporting gap: We could not find a figure for Delta’s CO₂ for each passenger. Delta reports only that its emissions for each tonne of paying passengers and cargo carried one kilometre, including emissions from making the fuel, fell 3.3% against 2019. Its 2025 fuel-efficiency figures do not match the fuel and traffic in the same table, so we do not use them.
- Key finding
- SAF figure mixes physical fuel deliveries with certificates for fuel used elsewhere
- Carbon credit activity
- Stopped at the end of 2022, except where French law requires What we found: easyJet paid for carbon credits for every flight until 31 December 2022. It retired 2,808,879 tonnes of credits in the year to September 2023, and 167,827 tonnes in the year to September 2024. It buys separate credits for France’s rule that airlines buy carbon credits for domestic flights. Its 2025 report gives no figure for credits retired.
- Share of fuel that is SAF
- Not published What we looked for: a figure for the tonnes of SAF easyJet used in 2024 or 2025. We could not find one. easyJet says it bought fuel that complies with the EU and UK laws that make fuel suppliers provide 2% SAF from 2025. It says it will report the benefit in its 2026 report.
- CO₂ per passenger per km
- 65.47 g What this means: 65.47 g is the CO₂ per passenger per km in the year to 30 September 2025, across all easyJet airlines. Counting all greenhouse gases (CO₂e), it is 66.06 g. easyJet adds 95 km to the shortest-route distance of each flight. This lowers the figure compared with airlines that use the shortest route only.
- Key finding
- Among the lowest reported carbon per passenger; does not publish its current SAF use
- Carbon credit activity
- Only what a UN rule requires What we found: Emirates’ accounts record that it must buy carbon credits under CORSIA, a UN scheme that makes airlines buy carbon credits to cover growth in international flight emissions. The money it set aside for carbon credits and emissions costs rose by AED 110m (UAE dirhams), or 56%, in 2025-26. We could not find how many tonnes it bought or retired. We found no scheme for customers to buy carbon credits.
- Share of fuel that is SAF
- Not published What this covers: Emirates reports 28,652 tonnes of SAF on a calendar-year basis, but does not name the year. It includes SAF that Airbus bought for new-aircraft delivery flights; the amount is not published. Its other figures cover a different 12 months, so we cannot work out what share of its fuel was SAF.
- CO₂ per passenger per km
- 108 g CO₂e What this means: 108 g is CO₂e for each passenger carried one kilometre on Emirates’ passenger aircraft, in the year to 31 March 2026. It counts all passengers carried, including non-paying ones. It was 103 g in 2023-24. We could not find an external check of the figure.
- Key finding
- SAF total includes fuel Airbus bought for flights delivering new planes
- Carbon credit activity
- Passengers can buy them when they book What we found: Etihad’s 2023 environmental report says guests bought carbon credits for more than 1,500 tonnes of CO₂ through CarbonClick, its partner since 2021, at booking or in the Etihad Guest reward shop. The period is not stated. The report cites renewable energy projects, which avoid emissions rather than remove them. We could not find later figures.
- Share of fuel that is SAF
- Not published What we looked for: We found no published volume of SAF for Etihad. Its 2023 report describes SAF bought in over six countries, a trial in which it claimed SAF put into planes elsewhere, and flights to collect new aircraft. It gives no tonnes. The EU gives airlines free emissions allowances (permits to emit CO₂) for SAF they use. Etihad is not on the EU lists for SAF used in 2024 or 2025.
- CO₂ per passenger per km
- Not published Why not comparable? Etihad reports carbon for each tonne of paying passengers and cargo carried one kilometre. For passengers in 2023 it was 475 g CO₂ per tonne carried one kilometre. The report does not state the weight it uses for a passenger, so the figure cannot be turned into grams for each passenger carried one kilometre. 2023 is the latest year we found.
- Key finding
- Latest environmental data we found are from 2023
- Carbon credit activity
- Passengers can buy them; it says staff business trips are covered What we found: Eurowings’ 2025 environmental statement says passengers can pay for carbon credits for their flights through its PlanetBlu options, and that its staff business trips are “100% offset”. It gives no tonnes. Its credits are counted in the 865,038 tonnes that Lufthansa Group, which owns Eurowings, retired in 2025. That total is not split by airline.
- Share of fuel that is SAF
- Not published What we found: We could not find a 2025 tonnage of SAF for Eurowings. It says some of its SAF is fuel supplied under the EU mandate, and customers can pay through PlanetBlu for more. The EU gave Eurowings 293,729 free emissions allowances (permits to emit CO₂) for SAF used in 2025. The number of allowances is not the number of tonnes of fuel.
- CO₂ per passenger per km
- 83.7 g CO₂e What this covers: 83.7 g CO₂e for each passenger carried one kilometre is Eurowings’ 2025 figure. It comes from the fact sheet of Lufthansa Group, which owns Eurowings. The group takes cargo’s share of emissions out separately. The fact sheet does not say that an auditor checked it. Eurowings’ own statement gives 84.5 g CO₂ for 2024, on a wider scope that includes partner airlines flying for it.
- Key finding
- Few figures of its own; most sit inside Lufthansa Group totals
- Carbon credit activity
- Only a small amount, for its ground operations What we found: Finnair cancelled 331 tonnes of carbon credits in 2025 (3,423 tonnes in 2024) for its ground operations at Helsinki-Vantaa airport. All came from projects that cut emissions, certified under the Verified Carbon Standard. None came from projects that remove carbon from the air. Finnair reports no credits planned for future cancellation. Its customer scheme now funds SAF.
- Share of fuel that is SAF
- About 1.6% What this covers: Finnair used 16,360 tonnes of SAF in 2025, about 1.6% of its fuel. Of this, 14,100 tonnes was fuel supplied under the EU mandate on fuel suppliers. The other 2,259 tonnes was voluntary, funded by Finnair and its customers. The split between Finnair and its customers is not published.
- CO₂ per passenger per km
- Not published Reporting gap: Finnair reports carbon for each seat flown one kilometre (83.0 g CO₂ in 2025), which also counts empty seats. It also reports carbon for each tonne of paying passengers and cargo carried one kilometre, which mixes the two. We could not find a figure per passenger per km, so Finnair cannot be compared in this column.
- Key finding
- Says how much SAF the law required and how much was voluntary
- Carbon credit activity
- Not published for Iberia What we found: IAG, which owns British Airways, Iberia, Vueling, Aer Lingus and LEVEL, cancelled 35,529 tonnes of credits in 2025. IAG says all came from removal projects that store carbon in plants, soils or land. IAG does not publish a split by airline. We found no Iberia figure for credits bought or retired.
- Share of fuel that is SAF
- 3.3% for all IAG airlines, not Iberia alone What this covers: 3.3% is the share of SAF in the fuel of the whole IAG group, which owns Iberia, British Airways, Vueling and Aer Lingus. IAG used 291,100 tonnes of SAF in 2025. It classes 60% as voluntary, meaning more than its share of the SAF that the law makes fuel suppliers provide. Iberia’s own latest figure is over 3,918 tonnes, for 2024.
- CO₂ per passenger per km
- 65.3 g; owner IAG counts cargo differently, so not comparable Why not comparable? IAG reports 65.3 g CO₂ for each passenger carried one kilometre for Iberia including LEVEL, a separate IAG airline. IAG counts one tonne of cargo carried one kilometre as if it were 10 passengers, which lowers the figure for airlines that carry a lot of cargo. The figure sits outside the part of IAG’s report that an auditor checked.
- Key finding
- Most useful figures cover owner IAG’s airlines together, not Iberia alone
- Carbon credit activity
- Stopped at the end of 2023 What we found: Jet2 says that until 31 December 2023 it voluntarily bought carbon credits for all emissions not already covered by its emissions trading obligations (the EU and UK schemes that make airlines pay for CO₂ allowances), at the company’s cost. We could not find the tonnes, projects or registry, or any credits bought or retired since.
- Share of fuel that is SAF
- Not published Reporting gap: Jet2 reports 13,692 tonnes of SAF for its latest year, bought where national laws make fuel suppliers provide SAF, but gives no share of its fuel. In 2024, before the mandates, it voluntarily bought over 1,000 tonnes. Its latest report describes none as voluntary and records £32m of extra cost from the mandates.
- CO₂ per passenger per km
- 64.2 g CO₂e What this covers: 64.2 g CO₂e per passenger per km is for Jet2 plc in the year to March 2026, covering its own fuel and electricity. Jet2 adds 95 km to each flight’s shortest-route distance, which lowers the figure. On shortest-route distance alone, we estimate about 66.8 g. An auditor gave the figure limited assurance, a lighter check than a full audit.
- Key finding
- Among the lowest reported carbon per passenger; latest SAF was mostly bought where the law requires it
- Carbon credit activity
- Yes, as part of Air France-KLM What we found: Air France-KLM, which owns Air France, KLM and Transavia, cancelled 399,000 tonnes of carbon credits in 2025. The total mixes credits that French law requires for Air France’s domestic flights with voluntary credits. The split is not published. The group table is not split by airline, and we found no KLM figure.
- Share of fuel that is SAF
- 4.6% What this covers: KLM Group, which includes Transavia Netherlands and Martinair, used 157,000 tonnes of SAF in 2025, 4.6% of its fuel. KLM says this is more than the 2% that EU law requires, but that 2% applies to fuel suppliers, not airlines. KLM does not say how much was required by law and how much it chose to buy.
- CO₂ per passenger per km
- 63 g CO₂e Why the caveat? 63 g CO₂e per passenger per km is for KLM Group in 2025. Air France-KLM uses a flight distance about 6% longer than the shortest route, and from 2025 leaves out the CO₂ from burning SAF. Both lower the figure. It does not say how it divides emissions between passengers and cargo.
- Key finding
- Highest SAF share we found, just above British Airways
- Carbon credit activity
- Yes: 865,038 tonnes in 2025, mostly paid for by customers What we found: Lufthansa Group, which includes Lufthansa, SWISS, Austrian, Brussels Airlines and Eurowings, retired 865,038 tonnes of carbon credits in 2025. Its fact sheet counts 778,000 tonnes as paid for by customers and 87,000 tonnes as the group’s own, for staff business flights. Of the total, 768,592 tonnes came from projects that cut emissions and 96,446 tonnes from projects that remove carbon from the air.
- Share of fuel that is SAF
- About 1.5% (whole Lufthansa Group) What this covers: Lufthansa Group used around 139,000 tonnes of SAF in 2025, about 1.5% of its fuel, according to its website. This includes fuel that EU law made fuel suppliers provide, and extra SAF bought for customers. Customer-supported SAF cut CO₂ by 144,000 tonnes. We could not find how much SAF Lufthansa paid for itself.
- CO₂ per passenger per km
- 86.5 g CO₂e (Lufthansa Airlines) What this covers: 86.5 g CO₂e for each passenger carried one kilometre is the 2025 figure for Lufthansa Airlines, including CityLine, City Airlines, Discover and Air Dolomiti, from the group fact sheet. Lufthansa Airlines’ own environmental statement gives 84.6 g CO₂, but that figure covers less of the business. The figure for the whole group is 85.4 g, with cargo’s share taken out by weight.
- Key finding
- Retired the most carbon credits in 2025; customers paid for most
- Carbon credit activity
- Not published What we found: Norwegian’s 2025 annual report assessed carbon credits and removals as “not material”, meaning not significant enough to report under EU sustainability reporting rules. Not material is not the same as zero. We could not find any volume of credits bought or retired in that report.
- Share of fuel that is SAF
- Not published What we found: Norwegian reports SAF as emission savings, not tonnes. In 2025, SAF that the law required saved 36,000 tonnes of CO₂e and SAF it chose to buy saved 650 tonnes, for Norwegian and Widerøe, which it owns. We estimate roughly 10,000 to 11,000 tonnes of SAF. No share of fuel is published.
- CO₂ per passenger per km
- 70.5 g What this covers: 70.5 g per passenger per km is for the Norwegian airline in 2025, excluding Widerøe. It gives no share of emissions to cargo. The report calls it CO₂ on one page and CO₂e on another. Using the report’s own fuel and passenger figures, we get about 73 g. The reason for the gap is not stated.
- Key finding
- Most of its 2025 SAF saving came from fuel the law required
- Carbon credit activity
- Yes, mainly under Australian law and for customers What we found: regulator data shows Qantas surrendered 218,307 Australian carbon credit units for 2024/25 under the Safeguard Mechanism, an Australian law that sets emission limits for large emitters. Surrendered means handed in to meet the law. In 2023/24 the group retired over 364,000 credits: 243,000 for its customer programme, 65,000 for its own commitments and 55,000 under that law.
- Share of fuel that is SAF
- 1.1% What this covers: Qantas Group bought 55.2 million litres of SAF in the year to June 2026, 1.1% of its fuel. This includes fuel that UK law made fuel suppliers provide at Heathrow. Qantas says the fuel goes into shared airport tanks and may not be used by its own aircraft.
- CO₂ per passenger per km
- Not published Reporting gap: Qantas reports carbon for each tonne of paying passengers and freight carried one kilometre, which mixes the two. In 2024/25 it was 84.5 kg CO₂e per 100 tonnes carried one kilometre, with no audit check. Its 2025/26 report has no figure for carbon per distance flown. A per-passenger figure would need an assumption about how much of the fuel carries freight.
- Key finding
- SAF growing; many of its credits are ones Australian law requires
- Carbon credit activity
- Passengers can buy them: over 90,000 tonnes since 2020 What we found: Qatar Airways says passengers, companies and cargo customers bought carbon credits for more than 90,000 tonnes of CO₂ from November 2020 to end 2025, through renewable energy projects in Africa and Asia. These projects avoid emissions. They do not remove carbon from the air. No yearly figure is published. The UK advertising regulator saw evidence that credits were retired.
- Share of fuel that is SAF
- Under 1% What this covers: Qatar Airways’ 2025/26 annual report gives SAF as under 1% of its fuel, with no volume. Its latest published volume is 3.9 million litres, taken on at Amsterdam in 2023/24. The EU gave it 699 free emissions allowances (permits to emit CO₂) for SAF used on EU routes in 2025.
- CO₂ per passenger per km
- Not published Reporting gap: Qatar Airways publishes its direct emissions (23.6 million tonnes CO₂e in 2025/26), and how far it carries passengers and cargo, but no emissions for each passenger carried one kilometre. To convert, we would have to guess how much of the fuel carries freight. Different guesses change the result by about half, so we do not calculate one.
- Key finding
- Publishes few recent figures we can compare
- Carbon credit activity
- Yes: 52,410 tonnes in the latest year What we found: Ryanair Group cancelled 52,410 tonnes of carbon credits in the year to March 2026, and 296,559 tonnes the year before. About half of the latest credits came from tree-planting and soil projects. For the earlier year, the group and a customer carbon credit scheme both paid. The split is not published.
- Share of fuel that is SAF
- Not published Reporting gap: Ryanair says it sourced a 2% sustainable aviation fuel (SAF) blend at EU and UK airports in 2025, the share fuel suppliers must provide by law. It gives no figure for tonnes of SAF. For SAF used in 2025, Ryanair DAC received more free emissions allowances (permits to emit CO₂) from the EU than any other operator.
- CO₂ per passenger per km
- 63.9 g CO₂e What this measures: grams of greenhouse gas (CO₂e) for each passenger carried one kilometre, for the whole Ryanair Group, April 2025 to March 2026. On CO₂ alone it is 63 g. Ryanair counts booked passengers, including people who booked but did not fly, which can lower the figure a little. PwC gave it limited assurance, a lighter check than a full audit.
- Key finding
- Among the lowest reported carbon per passenger; does not publish how much SAF it uses
- Carbon credit activity
- Not published What we looked for: figures for carbon credits SAS bought or retired voluntarily in the year to October 2025. We could not find any in its latest annual report. SAS reports its flights to CORSIA, a UN scheme that makes airlines buy carbon credits to cover growth in international flight emissions. We found no CORSIA credit volumes.
- Share of fuel that is SAF
- 1.73% What this covers: SAS used 18,267 tonnes of sustainable aviation fuel (SAF) in the year to October 2025, 1.73% of its fuel. SAS says customers buying SAF products and fuel supplied under EU and Nordic mandates both drove the growth. It does not publish how many tonnes each provided.
- CO₂ per passenger per km
- 79 g What this measures: grams of CO₂ for each passenger carried one kilometre on SAS flights, November 2024 to October 2025. SAS takes out the share of emissions caused by cargo. It keeps in the CO₂ from burning sustainable aviation fuel (SAF), which some airlines leave out. SAS does not say whether it counts only paying passengers.
- Key finding
- SAF growth came from customer purchases and from the law
- Carbon credit activity
- Passengers can buy them; the total is not published What we found: Singapore Airlines runs a voluntary carbon credit programme for its customers, but we could not find how many credits it retired. It is also securing credits for CORSIA, a UN scheme that makes airlines buy carbon credits to cover growth in international flight emissions. It says it will retire them later.
- Share of fuel that is SAF
- About 0.09% (our calculation) Our calculation: in the year to March 2025, SIA Group, which includes the low-cost airline Scoot, bought 5,025 tonnes of sustainable aviation fuel (SAF). That is about 0.09% of the group’s fuel. The figure counts fuel bought, not necessarily burned in its aircraft. The 2025/26 figure is not yet published.
- CO₂ per passenger per km
- Not published Reporting gap: For the year to March 2026, Singapore Airlines reports fuel use of 4.30 litres for every 100 km a passenger is carried. It also reports 0.87 kg of greenhouse gas (CO₂e) for each tonne of passengers and cargo carried one kilometre. It publishes no carbon figure for each passenger carried one kilometre, and freight in its passenger aircraft is not separated.
- Key finding
- SAF is still a tiny share of its fuel
- Carbon credit activity
- Yes: about 138,000 tonnes in 2025 What we found: SWISS reports 138,464 tonnes of CO₂ ‘offset through investment in climate protection projects’ in 2025. Separately, it reports around 133,000 tonnes from customer contributions. SWISS told us the rest of the total was paid for by SWISS itself, and that the total includes credits sold in 2025 that are retired in 2026, after the year closes. Lufthansa Group, which owns SWISS, includes SWISS in the 865,038 tonnes it reports retiring in 2025.
- Share of fuel that is SAF
- 0.9%, it told us What this covers: SWISS told us it used about 14,000 tonnes of sustainable aviation fuel (SAF) in 2025, 0.9% of its fuel. That combines SAF its customers paid for and SAF required by the EU on flights from EU airports. Switzerland had no SAF requirement of its own in 2025. Its report gives the saving as 43,609 tonnes of CO₂. Customers paid for all of its voluntary SAF, it told us, and their contributions account for over 30,000 tonnes of that saving.
- CO₂ per passenger per km
- 80.7 g What this measures: grams of CO₂ for each passenger carried one kilometre on regular SWISS flights in 2025, with freight reported separately. It leaves out flights other airlines operate for SWISS. Lufthansa Group, which owns SWISS, gives 81.7 g for SWISS including Edelweiss, a wider scope. SWISS told us its flight emissions figures are checked in Lufthansa Group’s audit and in its own EMAS environmental audit.
- Key finding
- Customers paid for all its voluntary SAF, it told us
- Carbon credit activity
- Passengers can buy them; the total is not published What we found: TAP has signed contracts for 288,012 tonnes of credits for CORSIA, a UN scheme making airlines buy carbon credits to cover growth in international flight emissions. None had yet been cancelled when it reported. It has offered customers carbon credits since 2009, but says the group does not buy, hold or cancel them. Volumes are not published.
- Share of fuel that is SAF
- About 1.28% What this covers: TAP’s own estimate that sustainable aviation fuel (SAF) was about 1.28% of its fuel in 2025. It publishes no figure for tonnes, and we could not make its SAF figures agree with each other. Since January 2025 a passenger surcharge of €2 to €24 per flight covers part of the cost of the EU law that requires SAF.
- CO₂ per passenger per km
- 81 g What this measures: grams of CO₂ per passenger per km, for TAP Group, including Portugália, in 2025. TAP does not say how it treats cargo carried on passenger flights. TAP says its 2025 sustainability statement was not checked by an independent outside body. In 2025 TAP also revised its earlier emissions figures downward.
- Key finding
- An extra charge on tickets helps pay for legally required SAF
- Carbon credit activity
- Not published What we looked for: carbon credits bought or retired by TUI Airways or its owner, TUI Group, in the year to September 2025. We could not find any figures. TUI Group’s sustainability statement lists carbon credits as ‘not relevant’ for its reporting, which is a judgement about importance, not a statement of zero.
- Share of fuel that is SAF
- Not published Reporting gap: TUI Group publishes sustainable aviation fuel (SAF) figures only for its airlines together, which include TUI Airways. It says 11,262 tonnes of voluntary SAF were used by its airlines in the year to September 2025, mainly in Amsterdam. Who paid is not stated. We could not find a TUI Airways figure.
- CO₂ per passenger per km
- 60.7 g CO₂e What this measures: grams of greenhouse gas (CO₂e) per passenger per km, for TUI Airways, the UK airline, in the year to September 2025. Its UK company accounts do not say how they measure distance or count passengers. They show no outside check. TUI Group reports 60.5 g CO₂ for all its airlines.
- Key finding
- Among the lowest reported carbon per passenger; SAF figures cover all TUI airlines together
- Carbon credit activity
- Passengers can buy them: 7,996 tonnes since 2022 What we found: its CO2mission scheme bought carbon credits covering 7,996 tonnes for 6,499 passengers from August 2022 to the end of 2025. The 2025 report says the airline will buy 5,528 credits for staff work flights. Its 2026 response to CDP, a survey where companies report on climate, says it retired no credits from carbon projects in 2025.
- Share of fuel that is SAF
- Not published Reporting gap: We could not find a sustainable aviation fuel (SAF) tonnage for Turkish Airlines. It says it used SAF on all flights leaving the EU and UK, where fuel suppliers must provide it, and on some Asian routes. Its emissions and energy data suggest about 7,000 tonnes, roughly 0.1% of fuel (our calculation).
- CO₂ per passenger per km
- 117 g published; conflicts with other figures in the same report Why the conflict? Turkish Airlines reports 117 g of greenhouse gas (CO₂e) per passenger per km in 2025, including AJet, an airline it owns. Other figures in the same report, for fuel per passenger per kilometre and emissions for each seat flown one kilometre, point to about 95 g by our calculation. We have asked the airline to explain.
- Key finding
- Its own report gives carbon-per-passenger figures that do not agree
- Carbon credit activity
- Stopped: its customer programme has ended What we found: United’s annual filing for 2025 says its scheme for customers to buy carbon credits has ended, and that the credits no longer appear in its emissions records. We could not find any figure for credits it bought or retired in 2025. It has invested in Heirloom, which removes CO₂ from the air; we found no credits from carbon removal that it retired.
- Share of fuel that is SAF
- About 0.7% What this covers: United used 27.7 million US gallons of sustainable aviation fuel (SAF) for its mainline aircraft in 2025, up 104%. United says this was “only about 0.7%” of its fuel. There is no US SAF mandate. Customers, companies and public incentives helped fund some purchases; the 2025 split is not published.
- CO₂ per passenger per km
- Not published Reporting gap: United reports carbon for each seat flown one mile, and for each tonne carried one kilometre, including emissions from making the fuel. We could not find a figure for each passenger carried one kilometre. Per-seat figures ignore empty seats, and per-tonne figures mix passengers and cargo, so neither compares with the figures in this column.
- Key finding
- Customers and public incentives paid for some of its SAF
- Carbon credit activity
- None used in 2025, it told us; holds 1,300 for a UN scheme What Virgin Atlantic told us (15 October 2026): it retired no carbon credits in 2025. In early 2024 it retired 66 tonnes of credits from biochar, a charcoal that stores carbon, for one test flight on 100% SAF. In November 2024 it bought 1,300 credits for CORSIA, the UN scheme that makes airlines cover the growth in emissions from international flights, and has not used them yet. The £5.4m of ‘Scope 3 carbon credits’ in its accounts are certificates for the emission cuts from its own SAF, waiting to be sold to business customers.
- Share of fuel that is SAF
- About 1% Our calculation: Virgin Atlantic took delivery of 11,688 tonnes of sustainable aviation fuel (SAF) in 2025, about 1% of its fuel and 2% of its UK fuel. It calls this ‘aligned with the UK SAF mandate’. From 2022 to 2024, before that law began, it took about 13,700 tonnes, which it calls voluntary. It told us a Heathrow airport scheme and business customers shared the extra cost of that fuel, but would not say how much each paid.
- CO₂ per passenger per km
- 71.9 g What this measures: grams of CO₂ for each passenger carried one kilometre on Virgin Atlantic aircraft in 2025, after part of the emissions is counted as cargo’s. It counts CO₂ only, not other greenhouse gases. KPMG checked other figures in the report, but this row is not marked as checked.
- Key finding
- Bought SAF voluntarily before 2025; its 2025 SAF matched UK law
- Carbon credit activity
- Only what the law requires What we found: Wizz Air says it paid everything it owed under the EU and UK emissions trading systems (schemes that make airlines pay for the CO₂ they emit) and CORSIA, a UN scheme that makes airlines buy carbon credits to cover growth in international flight emissions. It calls these ‘offsets’, but they are legal requirements. We could not find any carbon credits Wizz chose to retire.
- Share of fuel that is SAF
- Not published Reporting gap: Wizz Air says it took 27,606 tonnes of sustainable aviation fuel (SAF) in 2025 ‘in line with applicable regulatory requirements’, and that the EU requirement for 2% SAF in the fuel was met. It does not say what share of its fuel was SAF. It reports spending €56.5m on SAF in the first year of the EU law requiring SAF.
- CO₂ per passenger per km
- 50.6 g What this measures: grams of CO₂ per passenger per km, for the Wizz Air group, April 2025 to March 2026. It counts CO₂ only, not other greenhouse gases. PwC gave it limited assurance, a lighter check than a full audit. Its planes were 90.7% full on average, which helps keep the figure low.
- Key finding
- Lowest carbon per passenger per km; we found no SAF beyond the legal minimum
Advertising rulings and environmental claims
Between February 2020 and 28 September 2026, the UK Advertising Standards Authority issued ten rulings against environmental claims made by eight of the airlines in our set: Ryanair, Lufthansa, Etihad, Air France, Virgin Atlantic, Wizz Air, Eurowings and Qatar Airways. The claims challenged included “CO₂-neutral” flying, the effect of paying for SAF, and comparisons that did not make clear what was being compared. These are the same kinds of claim this review examines.
Separately, 21 airlines made commitments to European consumer authorities in November 2025 over environmental marketing practices. Twelve of them are in our sample.
Neither the rulings nor the commitments are findings that an airline generally misleads consumers. Each concerned particular claims.
How we checked the 30 airlines
We reviewed the latest annual reports, sustainability statements, airline disclosures, regulator records and court decisions published by 28 September 2026. We checked the airlines’ rail products on 29 September 2026.
The comparisons count action already delivered. SAF targets, future contracts and planned carbon-removal purchases are recorded in the table for context, but they do not count in the comparisons. We treated mandatory action separately from voluntary action, customer funding separately from airline funding, and group figures separately from individual airlines. Missing information was left missing rather than treated as zero. Figures marked “our calculation” are C Level’s, from the airline’s own published inputs.
On 1 October 2026 we sent each airline the figures and statements we give for it, and asked for corrections and evidence by 15 October. We sent them later to four airlines, SWISS, Etihad, Delta and IAG, and asked them to reply by 4 November. Virgin Atlantic (15 October), Air France (28 and 29 October) and SWISS (3 November) answered in detail, and their answers are reported with those dates. Lufthansa Group replied on 30 October that it could not review individual statements, and pointed us to its Annual Report 2025 and Sustainability Fact Sheet 2025, which are the sources we used for it. As of 9 November 2026, we had no reply from the other 26 airlines. We do not treat silence as agreement.
C Level supplies carbon credits from community-led nature restoration projects, including Plan Vivo certified projects. That gives us an interest in the carbon market and in how airlines buy and describe credits. We have applied the same tests to credits as to fuel: what was actually delivered, and who paid for it.
For travellers: taking the train
Some airlines sell a train journey on the same booking as a flight, which makes it easier to reach the airport by train. A few go further, and put trains under their own ticket in place of short connecting flights.
Airlines that sell the train and the flight as one ticket
- Lufthansa runs Express Rail with Deutsche Bahn, with Lufthansa flight numbers on trains from German cities to Frankfurt airport. How it works: one Lufthansa ticket covers a Deutsche Bahn train from one of 27 stations, including Berlin, Hamburg, Munich, Cologne and Stuttgart, to Frankfurt Airport, and then your flight. One check-in covers both, and Lufthansa rebooks you if the train is late.
- SWISS runs Air Rail with Swiss railways. How it works: your SWISS boarding pass is also your ticket on Swiss railway (SBB) trains to Zurich or Geneva airport, from stations across Switzerland and from Munich, Constance and Bregenz.
- Air France sells Train + Air with French railways to Paris-Charles de Gaulle, and Air & Rail from Brussels. How it works: one booking combines a French high-speed train with your Air France flight from Paris-Charles de Gaulle, from about 24 French stations. Air & Rail does the same from Brussels-Midi station.
- KLM sells Air&Rail with Eurostar and Dutch railways from Brussels and Antwerp to Amsterdam’s Schiphol airport. How it works: on routes from Brussels and Antwerp, the Eurostar train to or from Amsterdam’s Schiphol airport is included in your KLM ticket. In 2020 KLM replaced one of its five daily Brussels to Amsterdam flights with train seats.
- Iberia sells Train & Fly with Renfe in Spain. How it works: one ticket covers a Renfe train from one of 20 Spanish cities, including Seville, Valencia, Málaga and Zaragoza, to Madrid airport, and an Iberia flight to Europe, the USA or Latin America. Your bags do not go straight through to your flight. You carry them on the train.
Many other airlines sell a train ticket to the airport with their flights. British Airways, Eurowings, Finnair, TAP, Cathay Pacific, American Airlines and Air India, for example, sell Deutsche Bahn’s Rail&Fly ticket to German airports. Emirates, Qatar Airways, Etihad, Singapore Airlines, Delta, United and Air Canada sell connecting train journeys in Europe on the same booking.
We could not find a combined train ticket or a flight replaced by a train for Virgin Atlantic, Ryanair, Jet2, TUI Airways, Wizz Air, Aer Lingus, Norwegian, Turkish Airlines or Qantas, in the sources we reviewed on 29 September 2026.
For travellers: what to check before you book
For a short or domestic journey, the train usually emits a small fraction of what the flight does. The figures in this article are averages for each airline, not estimates for a particular flight.
Before you book, ask:
- Could I take the train instead?
- How much carbon does this airline report for each passenger?
- How much of its fuel is SAF, and how much of that goes beyond what the law requires?
- Who paid for that SAF: the airline, its customers or public support?
- If it talks about carbon credits, what did they pay for, and have they been retired? Credits do not undo the flight’s emissions.
Sources and methodology
Primary sources for the figures above, as published by 28 September 2026. Airline replies after that date are dated in the article. Page references for every figure are held in our evidence file.
Show all 150 sources
- 2025 United Airlines environmental performance data. View the source
- Aer Lingus Environmental Report 2025. View the source
- Aer Lingus Environmental Report 2025; IAG Annual Report and Accounts 2025; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2) View the source (3)
- Air Canada Annual Report 2025. View the source
- Air Canada Annual Report 2025; Air Canada Citizens of the World 2024 Corporate Sustainability Report. View the source (1) View the source (2)
- Air Canada: Air Canada Intermodal (via AccesRail). View the source
- Air Canada: Codeshare on Lufthansa Express Rail. View the source
- Air France-KLM consolidated financial statements 2025, note 2.3.1; URD 2025. View the source
- Air France-KLM Universal Registration Document 2025. View the source
- Air France-KLM Universal Registration Document 2025 (KLM Group); BA Better World report 2025, Flightpath to Net Zero page (British Airways). View the source (1) View the source (2)
- Air France-KLM Universal Registration Document 2025; Air France-KLM consolidated financial statements 2025; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2) View the source (3)
- Air France-KLM Universal Registration Document 2025; Air France-KLM consolidated financial statements 2025; KLM Annual Report 2025; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2) View the source (3) View the source (4)
- Air France-KLM Universal Registration Document 2025; British Airways Plc Annual Report and Accounts 2025; BA Better World report 2025. View the source (1) View the source (2)
- Air France-KLM Universal Registration Document 2025; KLM Annual Report 2025. View the source (1) View the source (2)
- Air France-KLM Universal Registration Document 2025; KLM Annual Report 2025; Air France-KLM consolidated financial statements 2025; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2) View the source (3) View the source (4)
- Air France: Air & Rail Brussels-Midi to Paris-Charles de Gaulle. View the source
- Air France: Train + Air (with SNCF Voyageurs). View the source
- Air India press release, 'Air India and IndianOil sign MoU for supply of Sustainable Aviation Fuel', 19 August 2025. View the source
- Air India website and newsroom (search boundary); ICAO, CORSIA States for Chapter 3 State Pairs, 7th edition. View the source (1) View the source (2)
- American Airlines Sustainability Report 2025. View the source
- ASA Ruling on Ryanair Ltd (G19-1035778), 5 February 2020. View the source
- ASA ruling pages (G19-1035778, A22-1169419, A22-1174208, A23-1206006, A23-1206007, A23-1206008, G23-1224417, A24-1253458, A26-1326605, A26-1326610); ASA rulings on environmental issues page. View the source
- BA Better World report 2025, Flightpath to Net Zero page. View the source
- BA Better World sustainability report 2025, 'Flightpath to Net Zero' page; British Airways Plc Annual Report and Accounts 2025; IAG Annual Report and Accounts 2025. View the source (1) View the source (2) View the source (3)
- BA Better World sustainability report 2025, 'Flightpath to Net Zero' page; IAG Annual Report and Accounts 2025; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026); European Commission, list of aircraft operators and SAF allowances for fuel used in 2024 (17 September 2025). View the source (1) View the source (2) View the source (3) View the source (4)
- Berrin v. Delta Air Lines, C.D. Cal. 2:23-cv-04150 (docket; Dkt 154). View the source
- British Airways: Deutsche Bahn Rail&Fly (feeder ticket). View the source
- Cathay Pacific Sustainability Report 2025. View the source
- Cathay Pacific Sustainability Report 2025; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2)
- Clean Energy Regulator, Safeguard 2024-25 ACCU surrender methods table; Qantas Group Sustainability Report FY25; Qantas Group Sustainability Report 2026 (V2). View the source (1) View the source (2) View the source (3)
- Clean Energy Regulator, Safeguard 2024-25 baselines and emissions table; ACCU surrender methods table 2024-25. View the source
- Delta Air Lines Form 10-K for 2022. View the source
- Delta Air Lines Form 10-K for 2022; Delta Difference 2025 Report. View the source (1) View the source (2)
- Delta Air Lines: Air + Rail (with AccesRail). View the source
- Delta Difference 2025 Report. View the source
- Delta Form 10-K for 2025; Delta fuel efficiency data. View the source (1) View the source (2)
- Directive (EU) 2023/958 amending Directive 2003/87/EC, Art. 3c(6). View the source
- easyJet Annual Report and Accounts 2025; Jet2 plc Annual Report and Accounts 2026; TAP agents notice (SAF surcharge), 2 January 2025. View the source (1) View the source (2)
- easyJet ARA 2024; Delta Form 10-K 2022; IAG ARA 2024; Jet2 ARA 2025. View the source (1) View the source (2)
- easyJet ARA 2024; Delta Form 10-K 2022; IAG ARA 2024; Jet2 ARA 2025. View the source
- easyJet ARA 2025; easyJet ESG Factsheet. View the source
- easyJet plc Annual Report and Accounts 2024. View the source
- easyJet plc Annual Report and Accounts 2024; easyJet plc Annual Report and Accounts 2025. View the source (1) View the source (2)
- easyJet plc Annual Report and Accounts 2024; easyJet plc Annual Report and Accounts 2025; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2) View the source (3)
- easyJet plc Annual Report and Accounts 2025; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2)
- Emirates: Codeshare with SNCF (EK flight numbers on TGV trains). View the source
- Emirates: SBB trains with EK flight numbers. View the source
- Etihad Airways Environmental Report 2023. View the source
- Etihad Airways: Rail & Fly (Germany, France, Italy, UK). View the source
- European Commission press release IP/25/2608. View the source
- European Commission, aircraft operators and their ETS allowance allocations for the use of SAF in 2025 (15 September 2026). View the source
- European Commission, Aircraft operators and their ETS allowance allocations for the use of sustainable aviation fuels in 2025. View the source
- European Commission: over EUR 400 million EU ETS support given to airlines using sustainable aviation fuels in 2025 (15 September 2026). View the source
- European Commission: Reducing emissions from aviation (aviation's share of global CO2 in 2022; IPCC estimate of total climate impact). View the source
- Eurowings Environmental Statement 2025. View the source
- Eurowings Environmental Statement 2025 (EMAS, data to 2024); Lufthansa Group Annual Report 2025. View the source (1) View the source (2)
- Eurowings Environmental Statement 2025 (EMAS, data to 2024); Lufthansa Group Sustainability Fact Sheet 2025; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026); European Commission, list of aircraft operators and SAF allowances for fuel used in 2024 (17 September 2025). View the source (1) View the source (2) View the source (3) View the source (4)
- Eurowings: Rail&Fly with Deutsche Bahn. View the source
- Finnair Annual Report 2025. View the source
- Finnair Annual Report 2025. View the source
- Finnair Annual Report 2025; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2)
- Finnair: Rail&Fly with Deutsche Bahn. View the source
- GHG Protocol Consolidated Corporate Standard: Standard Development Plan v2.0 (29 July 2026). View the source
- IAG Annual Report and Accounts 2025. View the source (1) View the source (2)
- IAG Annual Report and Accounts 2025, sustainability statement E1-6. View the source
- IAG Annual Report and Accounts 2025; Aer Lingus Environmental Report 2025. View the source (1) View the source (2)
- IAG Annual Report and Accounts 2025; Aer Lingus Environmental Report 2025; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2) View the source (3)
- IAG Annual Report and Accounts 2025; British Airways Plc Annual Report and Accounts 2025; Turkish Airlines Integrated Annual Report 2025. View the source (1) View the source (2)
- IAG Annual Report and Accounts 2025; Iberia 'Sustainable fuels' web page; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026); European Commission, list of aircraft operators and SAF allowances for fuel used in 2024 (17 September 2025). View the source (1) View the source (2) View the source (3) View the source (4)
- IAG ARA 2025; British Airways Plc Annual Report and Accounts 2025 (scanned). View the source (1) View the source (2)
- IATA SAF Accounting and Reporting Methodology; RSB Book and Claim Manual v4.1; WEF/SABA SAFc Emissions Accounting and Reporting Guidelines 2022. View the source
- Iberia 'Sustainable fuels' web page; IAG Annual Report and Accounts 2025; European Commission, list of aircraft operators and SAF allowances for fuel used in 2024 (17 September 2025); European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2) View the source (3) View the source (4)
- Iberia: Train & Fly (with Renfe). View the source
- Jet2 plc Annual Report & Accounts 2026. View the source
- Jet2 plc Annual Report and Accounts 2025. View the source
- Jet2 plc Annual Report and Accounts 2025; Jet2 plc Annual Report and Accounts 2026. View the source (1) View the source (2)
- Jet2 plc Annual Report and Accounts 2025; Jet2 plc Annual Report and Accounts 2026; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2) View the source (3)
- Jet2 plc Annual Report and Accounts 2026; Aer Lingus Environmental Report 2025; Finnair Annual Report 2025. View the source (1) View the source (2)
- Jet2 plc Annual Report and Accounts 2026; Jet2 plc Annual Report and Accounts 2025. View the source (1) View the source (2)
- Jet2 plc Annual Report and Accounts 2026; Wizz Air Holdings Plc Annual Report and Accounts 2026. View the source (1) View the source (2)
- KLM: Air&Rail (with Eurostar, formerly Thalys, and NS). View the source
- Lufthansa Group 'Sustainable Aviation Fuel' web page; Lufthansa Group Annual Report 2025; Lufthansa Group Sustainability Fact Sheet 2025; Lufthansa Group newsroom, 'Almost 7 million Lufthansa Group passengers opted for more sustainable flying in 2025'. View the source (1) View the source (2) View the source (3) View the source (4)
- Lufthansa Group Annual Report 2025, table T061 (ESRS E1-7). View the source
- Lufthansa Group Annual Report 2025; Lufthansa Group SAF web page (read 28 September 2026, not archived). View the source (1) View the source (2)
- Lufthansa Group Annual Report 2025; Lufthansa Group Sustainability Fact Sheet 2025; Lufthansa Group 'Sustainable Aviation Fuel' web page. View the source (1) View the source (2) View the source (3)
- Lufthansa Group SAF web page (read 28 September 2026, not archived); Lufthansa Group Annual Report 2025. View the source
- Lufthansa Group Sustainability Fact Sheet 2025. View the source (1) View the source (2)
- Lufthansa Group Sustainability Fact Sheet 2025; Air Canada Annual Report 2025; Air France-KLM URD 2025; Clean Energy Regulator Safeguard data 2024-25; easyJet Annual Report 2024. View the source
- Lufthansa Group Sustainability Fact Sheet 2025; Cathay Sustainability Report 2025; Finnair Annual Report 2025; Air Canada Annual Report 2025; IAG Annual Report and Accounts 2025. View the source (1) View the source (2)
- Lufthansa Group Sustainability Fact Sheet 2025; Lufthansa Group Annual Report 2025. View the source (1) View the source (2)
- Lufthansa Group Sustainability Fact Sheet 2025; newsroom release 'Almost 7 million Lufthansa Group passengers opted for more sustainable flying in 2025'. View the source (1) View the source (2)
- Lufthansa: Lufthansa Express Rail (with Deutsche Bahn). View the source
- Lufthansa: Lufthansa Express Rail codeshare trains. View the source
- Norwegian Air Shuttle ASA Integrated Annual Report 2025. View the source (1) View the source (2)
- Norwegian Air Shuttle ASA Integrated Annual Report 2025; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2) View the source (3)
- Norwegian Integrated Annual Report 2025. View the source
- OLG Dusseldorf 20 U 38/25. View the source
- OLG Koln 6 U 45/24; OLG Dusseldorf 20 U 38/25 (NRWE full texts). View the source (1) View the source (2)
- OLG Koln 6 U 68/25. View the source
- Puro.earth retirement statement 24bcaf33 (Virgin Atlantic, biochar); Virgin Atlantic Annual Report 2025. View the source (1) View the source (2)
- Qantas Group Sustainability Report 2026 (V2). View the source
- Qantas Group Sustainability Report 2026 (V2); Qantas Group Sustainability Report FY25. View the source (1) View the source (2)
- Qantas Group Sustainability Report 2026 (V2); Qantas Group Sustainability Report FY25; Clean Energy Regulator, Safeguard 2024-25 ACCU surrender methods table. View the source (1) View the source (2) View the source (3)
- Qantas Sustainability Report FY25; Qantas Sustainability Report 2026. View the source
- Qatar Airways Group Annual Report 2025/26. View the source
- Qatar Airways Group Annual Report 2025/26, SASB table. View the source
- Qatar Airways Group Annual Report 2025/26; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2)
- Qatar Airways Group Annual Report 2025/26; Qatar Airways Group Sustainability Report 2023/2024. View the source (1) View the source (2)
- Qatar Airways: Codeshare with Deutsche Bahn. View the source
- Rechtbank Amsterdam 20 March 2024, ECLI:NL:RBAMS:2024:1512. View the source
- Regulation (EU) 2023/2405 (ReFuelEU Aviation), Art. 3. View the source
- Regulation (EU) 2023/2405 (ReFuelEU Aviation), Art. 4 and Annex I; DfT 'The SAF Mandate: an essential guide'. View the source (1) View the source (2)
- Ryanair Group Annual Report 2026. View the source
- Ryanair Group Annual Report 2026 (including Sustainability Statement); European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2)
- Ryanair Group Annual Report 2026 (including Sustainability Statement); Ryanair Group Sustainability Statement 2025. View the source (1) View the source (2)
- SAS AB Annual and Sustainability Report FY2025. View the source
- SAS AB Annual and Sustainability Report FY2025; European Commission, list of aircraft operators and SAF allowances for fuel used in 2024 (17 September 2025); European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2) View the source (3)
- SAS AB Annual and Sustainability Report FY2025; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026); European Commission, list of aircraft operators and SAF allowances for fuel used in 2024 (17 September 2025). View the source (1) View the source (2) View the source (3)
- SAS: Rail ticket booking on the SAS website (via hoppaGo). View the source
- Singapore Airlines Sustainability Report FY2025/26. View the source
- Singapore Airlines: Train+Flight with SNCF Voyageurs; Rail&Fly in Germany. View the source
- SWISS Environmental Report 2025 (EMAS). View the source
- SWISS Environmental Report 2025; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2)
- SWISS Environmental Report 2025; Lufthansa Group Annual Report 2025. View the source (1) View the source (2)
- SWISS: SWISS Air Rail (formerly Airtrain), with SBB. View the source
- SWISS: SWISS Air Rail Munich-Zurich Airport. View the source
- TAP 2025 Sustainability Statement. View the source
- TAP 2025 Sustainability Statement; TAP Integrated Report 2025. View the source (1) View the source (2)
- TAP Air Portugal: Combined ticket and Rail & Fly with Deutsche Bahn; flight and train to other European countries. View the source
- TAP Integrated Report 2025. View the source
- TAP Integrated Report 2025; TAP 2025 Sustainability Statement; TAP Agents notice on the environmental (SAF) surcharge, updated 2 January 2025; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2) View the source (3) View the source (4)
- TAP Integrated Report 2025; TAP Agents notice on the environmental (SAF) surcharge, updated 2 January 2025; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2) View the source (3)
- TAP Integrated Report 2025; TAP agents notice on the SAF surcharge, updated 2 January 2025. View the source (1) View the source (2)
- The Emirates Group Annual Report 2025-26. View the source
- The Emirates Group Annual Report 2025-26; The Emirates Group Annual Report 2024-25. View the source (1) View the source (2)
- TUI Airways Limited Annual Report and Financial Statements FY2025. View the source
- TUI Airways Ltd Annual Report and Financial Statements, year to 30 September 2025; TUI Group Annual Report 2025; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2) View the source (3)
- TUI Group Annual Report 2025; TUI Airways Ltd Annual Report and Financial Statements, year to 30 September 2025; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2) View the source (3)
- Turkish Airlines Integrated Annual Report 2025. View the source
- Turkish Airlines Integrated Annual Report 2025; Turkish Airlines CDP Climate Change response 2026. View the source (1) View the source (2)
- Turkish Airlines Integrated Annual Report 2025; Turkish Airlines CDP Climate Change response 2026; Turkish Airlines 2025 Additional Sustainability Disclosures; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2) View the source (3) View the source (4)
- United Airlines 2025 environmental performance data; United Airlines Corporate Impact Report 2025. View the source (1) View the source (2)
- United Airlines 2025 environmental performance data; United Airlines Corporate Impact Report 2025; United Airlines Holdings Form 10-K for 2025. View the source (1) View the source (2) View the source (3)
- United Airlines environmental performance data 2025. View the source
- United Airlines Holdings Form 10-K for 2025. View the source
- United Airlines: Lufthansa Express Rail via Frankfurt (United, Lufthansa Group and Deutsche Bahn cooperation). View the source
- Virgin Atlantic Annual Report 2025. View the source
- Virgin Atlantic Annual Report 2025; Puro.earth retirement statement 24bcaf33 (Virgin Atlantic, biochar). View the source (1) View the source (2)
- Wizz Air Holdings Plc Annual Report and Accounts 2026. View the source
- Wizz Air Holdings Plc Annual Report and Accounts F26; European Commission, list of aircraft operators and SAF allowances for fuel used in 2025 (15 September 2026). View the source (1) View the source (2)