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"Saving the planet one aircraft at a time"

FIRST IN INDUSTRY! SASI Shannon Air Line Services LLC. d/b/a Shannon Aero.

SASI MARKET OUTLOOK - Crisis in brief. Temperature Rise. The Earth is now about 1.1°C warmer than it was in the 1800s. The global economy is not on track to meet the UNFCCC Paris Agreement target to keep global temperature from exceeding 1.5°C above pre-industrial levels. That is considered the upper limit to avoid the worst fallout from climate change. The aviation industry is not on target to meet the CORSIA Scheme plan for a: "harmonized way to reduce (CO2) emissions from international aviation, minimizing market distortion, while respecting the special circumstances and respective capabilities of ICAO Member States." [1] That is considered the upper limit to avoid the worst fallout from climate change.[1] ICAO. Global warming. It is a gradual increase in the overall temperature of the earth’s atmosphere generally attributed to the greenhouse effect caused by increased levels of carbon dioxide, chlorofluorocarbons, and other pollutants. Climate change. This refers to long-term shifts in temperatures and weather patterns. These shifts may be natural, such as through variations in the solar cycle. But since the 1800s, human activities have also been identified as significant causes of climate change. [1] (Source: UN). Renewable energy. Derived from natural resources that are abundant and continuously replenished, renewable energy is key to a safer, cleaner, and sustainable world. Sunlight, wind and water, for example, are such sources that are constantly being replenished. Bioenergy. This is one of many diverse resources available to help meet the demand for energy. It is a form of renewable energy that is derived from recently living organic materials known as biomass, which can be used to produce transportation fuels, heat, electricity, and products. (Source: EPA). Call to action. Take this opportunity to evaluate the Shannon Aero SASI 5Q test for sustainable, profitable air transportation, for "Green Airline and Airport” strategies, for the technology to decarbonize your operation. Protect your aircraft and infrastructure asset values and to find "Greening" finance through SASI. (Click here to send email for details). Over the past four decades the SASI team has been responsible for the purchase/sale of aircraft & components valued at $2.4 billion, from offices in the USA and Europe. Early on in the climate change crisis we realized that everything must now be seen through the climate change, warming prism. Every aircraft investment decision impacting the atmosphere and climate system must be transparent to the traveling public, convey a sense of confidence that aircraft adaptation and GHG emissions mitigation actions are timely, substantial, credible, and complies with environmental law. For the transition of aircraft to net-zero GHG emissions to flourish, it must take place in an open knowledge-sharing economy in which supply chain stakeholders combine the knowledge of airlines, manufacturers, lessors and financial institutions, MROs, in an industry forum, to develop a pathway to green aircraft designs. A recent projection agreed by more than 114 central banks shows the fight against global warming could cost in excess of $250Tn in current dollars. The aviation sector will be called on to contribute its share. It is unlikely that airlines will have the resources to make a significant contribution in the present circumstances. The market crash translated into a staggering revenue loss to the industry of nearly one trillion dollars, (airlines worldwide incurred losses of $372Bn in 2020 and $324Bn in 2021, with airport and air navigation services providers losing more than $130Bn, to which can be added lessor losses, bank write downs and insurance payouts, less government loans and subsidies. Technology & energy efficiency gains taking effect in the 2030/40s alone will not be sufficient to protect the aviation industry against litigation for climate change damage. The consensus scientific opinion is that CO2 emissions must peak by 2025 and then fall by 43% to 2030. At the current rate of fossil fuel consumption, they will rise through this period! Click this link to request the PP Presentation from Shannon Airline Services Ireland that discusses aviation’s GHG reduction strategies and action plans. They are needed to respond to what the UN Secretary-General called the “Triple global crisis” of food, energy, and finance. He said capping the rise in global temperatures to 1.5 degrees C above pre-industrial levels by 2050 is “On life support,” when speaking at the Leader‘s Roundtable during the September 2022 UN General Assembly ahead of (COP27). He is doubtful of progress. In 2023, the transition to net-zero will grow in intensity and be subject to public scrutiny at each annual COP, which may result in negative outcomes for the aviation industry through to 2050! The goal should be to make changes before they are imposed on airlines. This is true in countries threatened by rapid climate change, with rising seas, harsh weather and economic adversity. Shannon Aero can answer questions relative to managing your business transition to the green economy. We conduct risk appraisals & provide updates on new decarbonization processes for continual improvement, and recommend a path to manage the maximum 1.5 degrees C to 2050. Within that framework we include Carbon Leakage & Spill Over Effects, Fossil Fuel Phase-Out, Carbon Neutral Fuels, Climate Change Resilience, Adaptation & Hazard Mitigation, Sector Coupling, Emissions & Carbon Credit Trading, Carbon Fees & Dividends, a carbon Tax & Feed-in Tariffs, Green banking, finance, & bonds, and “Loss and damage” mitigation. We will also brief clients on green travel, tourism & development, green economics, green growth, green trading, carbon risk, carbon trading market, Cap and Trade, ESG, reputational damage, asset browning and abandonment or stranding. With respect to climate & environmental finance, & eco-investing we emphasize that in answering the five questions, aircraft can be evaluated by institutional investors subject to fiduciary duties of prudent investment, including the duty to diversify, as a two-way play in the aviation market. Notes. 1. Abandoned and stranded brown assets should hold value and act as a hedge if the world fails to transition to the low carbon, green economy. 2. Investors may make the decision to hold, because certain aircraft & operations may be rationalized to produce greater profits over the long-term. 3. Of the reputational risks associated with investing and climate change the top drivers are: Ethics and integrity, product and services (controverial features of products such as noise problems, aircraft air pollution causing healthcare issues), the environment/earth warming), global supply chain, cyber and physical security. Timing the invest/disinvest decision will be complex through to at least 2030 when the UN Sustainable Development Goals pogram expires, and 2035 when the Corsia Scheme ends. Within this context, Shannon Aero is calling on the Air Transportation industry, together with industry trade associations, to support policies, incentives, infrastructure changes, and to organize funds required to make green aircraft and airport technology a commercial reality by 2050.
Government policy option and examples of policy cooperation are: Taxes, departure tax, jet fuel and carbon taxes. The carbon tax in the policy agenda is because carbon dioxide emissions contribute to climate change and earth warming, and is a heavy cost. Businesses must continue providing products/services, because there is now no cohesive solution in place. Pollution permits, which allow enterprises to continue polluting, are used to generate revenues to mitigate the cost of remediation, and to encourage the private sector to solve the climate problem sooner rather than later. 4.. Polution permits. Governments favor pollution permits in the aviation sector because they are viewed as market incentives, and are consistent with the approach in CORSIA to CO2 reductions 1 Regulation. 2. Subsidies. 3. Change in consumer behaviour. An example is the concept of energy efficiency tax credits (EETC) for civil aircraft, and power plants in particular, including gas turbine engines modified for near-zero GHG/CO2 emissions, new technology electric motors powered by battery and hydrogen powertrains and fuel cells. Green aircraft commercial tax credit scenarios can take two forms (a) purchase and (b) lease. A conceptual example would be if a EU lessor purchased a new Boeing aircraft, it would benefit from an IRS tax credit, based on the contract purchase price. The IRS would issue the credit to Boeing, and that company would pass on the credit to the lessor by way of a discount on the purchase price. A similar process would apply to the lease transaction, except that the discount is passed on to the lessee, spread over the term of the lease. “Hydrogen is an increasingly popular energy carrier. It can be readily produced from water using renewable electricity, and it burns without any greenhouse gas emissions. It is colorless, odorless, and does not spill. It’s no wonder there is a great interest in hydrogen engines as a part of destination zero.” (Cummings).
The bottom line of an industrywide, coordinated approach to the transition of aviation to a net-zero, circular economy, would be a cleaner energy environment, business expansion, strengthened brand loyalty, and the creation of hundreds of thousands of reskilled and upskilled aviation jobs. Our team will manage your transition to the circular economy for your airline, airport, leasing & finance institutions, including green banking, aircraft remake & assets & engine test platforms, community ESG services, carbon credit tax provisioning & trading, CO2e emmissions & aircraft sustainable revenue maximizing products and services. Green aircraft commercial tax credit scenarios can take two forms (a) purchase and (b) lease. A conceptual example would be if an Irish lessor purchased a new Boeing aircraft, it would benefit from an IRS tax credit, based on the contract purchase price. The IRS would issue the credit to Boeing, and that company would pass on the credit to the lessor by way of a discount on the purchase price. A similar process would apply to the lease transaction, except that the discount is passed on to the lessee, spread over the term of the lease.

Is your company green, greening, greensplaining, greenwashing, or is it green-hiding?

Why we can help you answer that! The way in which we have developed our business is different from other aviation companies. We begin by focusing on a broader audience. Our capabilities are provided to business managers, practitioners, policymakers, researchers, educators, students, and individual learners. We offer a range briefings LINK videos and PPPs, on a pay-as-you-go basis. Our professional team has a clear understanding of airlines, lessors and investor environmental needs, because we have owned, managed, operated, and invested in airlines and aircaft for more than forty years to the tune of $2.4 billion. Shannon Aero can measure and manage, the Climate Change transition risks to your assets.
Why We Should Work Together!
Aircraft, infrastructure assets & people make up the air transportation industry. These assets provide financial strength, and revenue generation. "Green asset management" is critical for airlines, airports, banks, investment institutions, lessors and MROs to stay current with climate change laws and regulations. Also to crisis-manage black swan events such as COVID, and most recently the risks posed to the banking system in the first half of 2023, in ways that keep a business competitive, prevent asset abandonment and stranding, contains aircraft maintenance cost inflation, and sustain current and future aircraft values. The phased transition to Net-Zero emissions will improve operational efficiency and profits of the business. We want your transition to Net-Zero CO2e emissions to succeed and we have the tools to get the job done.

How Shannon Aero innovation is leading the way to pollution free aviation.

We offer: Innovation. Shannon Aero innovation is defining new global solutions for air transportation stakeholders, targeted at lowering greening airline costs, increasing sustainable revenues, enhancing earnings, preparing plans for carbon taxation, protecting aircraft & supply chain infrastructure from abandonment, stranding and industry browning, if aviation is linked to the fossil fuel industries; and criteria that are essential to sustain airline, airport and lessor prosperity and aircraft values over the life cycle. Environmental aviation design tools.All tools are designed to generate green-revenues for airlines and investors, including: Air traffic activity data for current, historic and future airport operations, aircraft characteristics databases, ADs - draft, revised, current & proposed, airport data and information, terminal area forecasts, airport diagrams, airport financial Reports, aviation safety information, aviation environmental design tool, operations and performance data, CAA decision databases, wildlife strike databases, terminal area forecasts, supplemental type certificates an type certification data sheets. The kinds of issues we have worked on include: NASA Emissions Research Overview.Airlines, Airports,, supplemental type certificates, Banks, Green banks, World Banking System, Non-Bank's - private-equity funds, hedge funds, insurance & reinsurance companies,Pension funds, Leasing companies, Maintenance organizations, Civil society organizations, andGovernment agencies, bodies & legislators. We focus on: C-Suite Asset Management AI Upskilling Strategy Business Development Competitive Intelligence Financing Innovation Market Intelligence Marketing M&A R&D Strategic Planning Vision (mission) strategy & tactics. The vision of the founders of Shannon Air Line Services (SASI & Shannon Aero) is to be the advisor of choice for not-for-profit and for-profit stakeholders in the global aviation sector. Our strategy in terms of our broad plan and what we want to do, is centered around achieving our vision which is to be the most valued advisor for all aviation stakeholders including airlines, airports, maintenance organizations, the financing community including banks, investment institutions, lessors, government departments and agencies such as civil aviation authotities, educational institutions, research laborities, labor organixations, climate activist groups, civil society organizations, community groups and the media. Our tactical approach, is based on specific actions we take to implement the strategy and turn it into reality, so as to reach our vision, such as: - Providing the highest quality and timely strategic advice that contributes to the continuing success of our clients. - Work based on a commitment to a common innovation mission and a structured set of activities which are designed to support the future growth of Shannon Aero.- The Innovation activities and the key initiatives we take to help to achieve client mandates.- Because buy-in from stakeholders is essential, we offer clients innovation strategies that are lucid and informative, based on experience, research and innovation - We advocate for global aviation stakeholder cooperation in area such as earth warming, climate change, transition to the circular economy based on the use, reuse, repair, rebuild, recycle, technology advances and operations know-how transfer to developing country as signatories to the ICAO CORSIA Scheme and the Paris Agreement. - We engage with government bodies, civil society organizations, community groups, lavor organizations and lobby groups to inform them about the progress being made to address aircraft greenhouse gas emissions. - Shannonaero advise is designed to be objective , and of the highest professional standards.

ICAO CORSIA Scheme is ~40% of the solution because it covers CO2 emissions from the international air transportation sector. Its value as a green technology is limited because the scheme's targets are not mandatory. CO2 is only one of ten primary greenhouse gasses, and the scheme does not address any emissions from aircraft flying domestic routes.

When evaluating the ICAO CORSIA Scheme consider the following: 1. ICAO is a UN independent specialized agency. HQ is Montreal. 2. CORSIA is a market based mechanism (MBM). 3. The scheme is intended to reduce CO2 emissions not other GHGs 4. It is a scheme limited to the air transportation sector. 5. The scheme members are ICAO Contracting States, not airlines. 6. The scheme started in 2017. 7. The scheme ends in 2035 - 12 years. 8. Membership is voluntary. 9. Its targets are aspirational. 10. Of the 196 States that could sign on to it, ~115 have done so. 11. Its value as a green technology strategy is limited. 12. It only deals with CO2 emissions. 13. It applies to international flights only, but not all. The UNFCCC Paris agreement has more robust provisions because" 1. The UNFCCC is a specialized agency of the UN. HQ is in Berlin. 2. The Paris Agreement is a treaty. 3. The treaty is intended to reduce GHG emissions including CO2. 4. The treaty is applicable to all economic sectors. 5. The treaty signaturies are States or Parties to the Convention. 6. The treaty was ratified in 2016. 7. The treaty expires in 2050 - 27 years. 8. It is legally enforcable against the Parties. 9. The treaty terms are legally enforceable. 10. All 196 nation states and the EU are treaty signatories. 11. The treaty terms are derived from scientific research, biofuel, tecnology, operations, and xxxx. 12. The treaty is intended for the regulating of GHG emissions within national boundries, as a component of a country's NDC plan. where aircraft emissions data can be lost in the detail. What does this mean for aviation? The CORSIA Scheme does not assuage growing public concern about fossil fuel based air pollution is pushing air transportation sector into a browning asset class similar to oil, coal, natural gas, cement and mining, which must be avoided at all costs. More transparent, substantial and coordinated action is needed. Shannon Aero's Corporate Good Governance Evaluation, the SASI 5Q Test, the Shannon Aero Climate Action Monitor and our Future Briefs make the difference.
Recent studies show customers respond better to companies with green technology strategies. They are less likely to do business with greensplaining, greenwashing, or green-hiding companies. The Shannon Aero Corporate Good Governance Evaluation, the SASI 5Q test, the Climate Action Monitor and the Future Briefings will help strengthen your market position. Don't be left in the dust with brown assets. Our green asset management, green products and technology can help you make the transition. .........Lets stay in touch…”

The aircraft market will bifurcate into pre-green and green technology within a decade, making aircraft trading, investor portfolio building & fleet planning decisions more complex than they were pre-COVID.

" Soon the aircraft trading market is going to have to differenciate "Green" aircraft values from "pre-greening" aircraft values, to decide which are higher and which are lower?"

What if compling with the ICAO/UNFCCC emissions targets do not work? What if the airframe cannot be inmproved? If the geometry of the aircraft airframe is already optimum, them we can expect to see only marginal fuel burn efficieny gains & insufficient GHG emission reductions, from using other shapes such as the blended-wing (Delta/flying-wing) fuselage. If engine fuel burn efficiency can only be improved marginally through advances in technology, what then? If considered from an objective scientific point of view the conclusion would be that the technology has matured and is in need of replacment, for the problem of GHG emissions is to be addressed successfully. If no replacement propulsion technology is feasible before 2035, then the solution would have to be found in quantum gains in energy efficiency. Sustainable Aviation Fuel (SAF) falls short of that potential as it emits GHGs also. The blended-wing is a symmetrical triangular shaped body designed to fly at subsonic or supersonic speeds. The blended-wing is considered to be the most efficient aircraft design, because of its drag reduction benefits. However, it has counterbalancing weaknesses. On the positive side it is lighter than the wing and barrell. This is because the fuselage and wing are blended into a single body. In this way the entire aircraft provide the lift required for flight. The full fuselage space can be designed to carry more fuel, avionics, passengers and cargo. It also has drag coefficient benefits. This is composed of two parts - drag coefficient and induced drag. The drag coefficient includes the effects of skin friction and shape (form). The induced drag is produced at the wing tips due to aircraft lift as the lift below the wing is drawn on to the top near the wing tips, creating a swirling flow. In turn this changes the angle of attack along the wing and "induces" a drag on it. The induced drag coefficient is equal to the square of the lift coefficient (Cl) divided by the quantity: pi (3.14159) times the aspect ratio (Ar) times an efficiency factor (e). The aspect ratio is the square of the span divided by the wing area. For a rectangular wing this reduces to the ratio of the span to the chord. Long, slender, high aspect ratio wings have lower induced drag than short, thick, low aspect ratio wings. Lifting line theory shows that the optimum (lowest) induced drag occurs for an elliptic distribution of lift from tip to tip. The efficiency factor (e) is equal to 1.0 for an elliptic distribution and is some value less than 1.0 for any other lift distribution. For a rectangular planform, like the Wright brothers wings, e = .7 . The total drag coefficient is equal to the drag coefficient at zero lift (Cdo), plus the induced drag coefficient.The drag coefficient can be reduced with laminar flow control, which reduces the growth of turbulence over the wing by sucking a little air through small perforations in the surface (Braslow, 1999). The potential fuel burn efficiency improves because laminar flow control in a new aircraft design means that the airframe drag coefficient would improve by 18% (Green, 2006). If transport cost is proportional to the square root of the drag coefficient, operating cost saving of ~9%. This gross transport cost is the energy cost of moving weight around, including the weight of the plane itself. To estimate the energy required to move freight by plane, per unit weight of freight, divide by the fraction that is cargo. For example, if a full 747 freighter is about 1/3 cargo, then its transport cost is 0.45g, or ~1.2 kWh/ton-km. This is just a little bigger than the transport, cost of a truck, which is 1 kWh/ton-km. Staying within the terms of the ICAO CORSIA Scheme and the UNFCCC Paris Agreement until they are reviewed in 2027, may not be enough to prevent legislated enforcement of higher standards, if they are not producing the desired emissions reduction results. Countries like France and Belgium are implementing regulations to enforce a switch from domestic air travel to rail, the effect of which will likely be market shrinkage. If this strategy takes hold across the EU then the global air transportation market will likely stagnate or skrink. The ripple effect would be that airlines would need fewer regional and short/medium aircraft, and the market to soften. The leasing market would be exposed to lower lease rates, or fewer leases. A good preventive strategy for lessors would be to focus on asset value-gap prevention and recapitalization. The OEM supply chain strategy will have to factor in lower output or a stretched delivery schedue, further complicating their focus on rebuilding the production line, addressing materials shortages, AI technology integration and labor force upskilling.

Shannon Air Line Services LLC brings opportunity through solving complex, and intractible global aviation climate problems, backed up by hands-on airline and aircraft trading experience. SASI has bought sold, leased, financed, managed and operated more than a thousand aircraft and engines; owned and managed airlines in North & South America, Africa, Asia, Europe and the Pacific. The air transportation industry has had to adopt to radical change post deregulation, at 9/11, the financial shocks, COVID pandemic, famine and pestilence in war zones. That is in addition to the perennial supply/pricing oil peaks and troughs, volatile interest rates, inflation, safety and regulatory issues. And now aviation faces climate change and earth warming, and the transition to energy low-GHG-emissions and unproven propulsion systems. The Crisis from climate change has brought an opportunity to decarbonize all industries. The SASI team applies its skills where we can make a difference, which is to decarbonize the air transportation industry. We have decarbonized seventy aircraft and 100 engines, analyzed more than 17,000 academic and research papers on a wide range of topics. We have held discussions with Position Paper. SASI has completed a Position Paper that outlines the challenges facing Regional Airlines and Airports over the next 20-30 years in their quest to movairlines, airports, MROs, legislators, policy makers, civil society organizations, charities, community groups, aerospace banks, multilateral banks, non-bank investment funds, wealth funds, investment institution, insurance companies, pension funds, and trade groups.e to green operations. The paper uses applied science methodologies and published knowledge and research to develop real-life problem-solving solutions for air transportation climate crisis issues. The authors set out, as much as possible, the steps airlines and airports will need to take to "Go Green." The paper can be made available to SASI clients upon request. The Paper discusses: ++ Aircraft emission impacts on earth warming, and climate change impacts aircraft and air transportation. The paper uses the Climate Action Monitor to evaluate scientific findings as they are published, tracks global warming and GHG forecasts to 2100. ++ The inflationary impact on repair and maintenance costs for regulatory compliance, for the re-equipment of maintenance facilities with machinery/tooling needed for aircraft maintenance. ++ The cost of improving the regulatory compliance and technical labor force to AI technology, new airframe and engine repair methods for electric motors, powertrains, and fuel cell propulsion systems. ++ The cost of feedstock & producing SAF will have a dominant effect on DOCs of every airline. ++ The cost of implementing quality standards required for working on materials not yet approved, and not yet compliant with bioderived alternative jet fuel pathways. ++ Why jet fuel is defined as a performance specification rather than a chemical compound: why Jet fuel is a mixture of hydrocarbons, why the exact composition of jet fuel varies widely based on petroleum source, and why it's difficult to define jet fuel as a ratio of specific hydrocarbons. ++ The rigorous qualification process required for Standard Specification for Aviation Turbine Fuels containing Synthesized Hydrocarbons. For the Development of International Standards, Guides and Recommendations, biofuels are viable in jet fuel markets. (DOT). A need for transacting SAF supply contracts, capable of mutual substitution, without an individual specimen being required, and able to replace or be replaced by another identical contract. ++ Assesses if the world has a global fuel distribution infrastructure, the upscaled sustainable energy supplies needed to replace Jet-A fuel, the propulsion system capable of replacing the gas turbine engine, and the aircraft designs that could replace the fuselage barrel and wing geometry, if they are at the concept stage, and if so, how long to get type certification and entry into service. ++ Two Shannon Aero scenarios which are cross referenced with the UNEP/WMO IPCC scenarios, the ICAO CORSIA Scheme, the UNFCCC Paris Agreement, earth warming and climate change mitigation targets for 2050, the NASA/GISS ModelE, and climate data sets, the Montreal Protocol framework, the G-20 forum on climate mitigation, and the OECD Inclusive Forum on Carbon Mitigation Approaches (IFCMA). ++ The looming challenge to aircraft as an alternative asset class, and looks at subordinated debt and equity investment from the lessor and financial institution position, in the context of asset abandonment, stranding, and browning through sector linkage with the fossil fuel industry. ++ The reliability of Aircraft Appraisal Methods given the constraints imposed by the terms of the ICAO CORSIA scheme, knowing that the air transportation industry is one of the hardest to decarbonize. ++ The aircraft "Value Gap" forecast between the coming "Green" aircraft class and the "non-green", non-compliant aircraft class, those in service today and in the production pipeline, focusing on how investors, lenders and lessors, view the portfolio risk between the two classes? ++ The flying public response to the use of carbon offset trading by airlines to pay for shortfalls in meeting actual GHG emission reduction targets, even for an interim period. ++ The unforeseeable consequences of Black Swan and olycrisis events on the air transportation sector, the market size and traffic (growth or contraction) after an estimated 600 million people were infected with COVID-19 and an estimated 7 million people died, coupled with the economic crisis that portends recession as millions of people lost jobs and businesses. ++ The legislative push to move air traffic from short haul, regional, domestic flight operations, to road and rail services, as is taking place now in France and Belgium. ++ The trend in advocating for "User Tax Penalties" in the form of "Carbon Taxes" and "Frequent Flyer Fines". + The key stages of asset management in terms of the "technology life cycle", "aircraft life cycle" and "product life cycle". ++ A database of information that potential investors will be looking for, from potential clients. ++ Why the UN Parties response to and management of the earth warming and climate change crisis, caused by human Greenhouse gas (GHG) (CO2e) emissions, are different from the approach used to address the ozone-depleting substances damage program adopted in the last decades of the 20th century. ++ Why progress has been made on the Ozone issue, but little progress has been made to date, on reducing the annual worldwide GHG emissions damage. Global Policy, & Research Frameworks Used. Policy creation relies on scenario analysis frameworks to measure the sensitivity of the climate to temperature change based on "what if" principles or "sensitivity" analysis. Rules based system. In the post WWII era, nonmarket aspects of business - social justice, environmental matters, income equality and the like - have become key components for long-term business success. At the same time, these considerations make business increasingly relational rather than purely transactional. Standards within standards. Standards are based on a set of metrics that allow comparison across products and organizations, at the level of emissions generated by facilities or organizations. These measurements, in turn, will likely rely on standards. Efficiency regulations. Energy or fuel efficiency regulations are applied to appliances, electronics, propulsion systems and aircraft, and rely on standards for measuring and comparing performance. 1. Ensure the highest common level safety protection for citizens. 2. Ensure the highest common level of environmental protection. 3. Single regulatory and certification process (for EU Member States). 4. Facilitate the internal aviation (single) market. 5. Create a level playing field for air transportation competition. 6. Work with other international aviation organisations & regulators. Legislative and regulatory powers. With respect to climate change and earth warming laws and regulations, it is important to note that ICAO and IATA are not legislative bodies or regulators. ICAO membership is nation states, IATA membership is for airlines. ICAO is an agency of the United Nations (UN) and IATA is a trade association, representing 265 airlines out of the more than 1,000 airlines worldwide. Quoting directly from ICAO policy guidelines: "The stipulations ICAO standards contain never supersede the primacy of national regulatory requirements. It is always the local, national regulations which are enforced in, and by, sovereign states, and which must be legally adhered to by air operators making use of applicable airspace and airports." IATA's mission is to: "represent, lead, and serve the airline industry, to improve the understanding of the air transport industry among decision makers and increase awareness of the benefits that aviation brings to national and global economies. IATA challenge unreasonable rules and charges, hold regulators and governments to account, and strive for sensible regulation, to improve understanding of the air transport industry among decision makers and increase awareness of the benefits that aviation brings to national and global economies." ICAO "cannot arbitrarily close or restrict a country’s airspace, shut down routes, or condemn airports or airlines for poor safety performance or customer service. Should a country transgress a given international standard adopted through the agency, ICAO’s function in such circumstances, consistent with its core diplomatic capabilities and role, is to help countries conduct any discussions, condemnations, sanctions, etc., they may wish to pursue, consistent with the Chicago Convention and the Articles and Annexes it contains under international law. Think tanks and civil society organizations. - friend or foe? Worldwide, TTCSOs are facing significant threats and opportunities. The “four mores:” more issues, more actors, more competition and more conflicts pose challenges such as: 1. Competitive challenges. 2. Resource challenges. 3. Technological challenges. In reponse, TTCSOs focus on: mission, market, manpower and money. In a global marketplace of ideas, think tanks need to develop national, regional and global partnerships while creating new and innovative platforms to deliver their products and services to an ever-expanding audience of citizens, policymakers and businesses around the world.(Source: CSP, McGann, 2007, 2020 Trends and Transitions in Think Tanks and Policy Advice, 2020 Global Go To Think Tank Index: “2020 Best AI Policy and Strategy Think Tanks” and “2020 Best Policy and Institutional Response to COVID-19.”James G. McGann, Alisa Wadsworth and Varsha Shankar). Sensitivity analysis techniques. These are modelled using mathematical and statistical principles, designed to estimate changes in the rate of earth warming, based the occurrence of different situations (scenarios). Climate Action Monitor' quality control measures. As new research is published Shannon Aero evaluates it using a series of tools such as the Climate Action Tracker which reviews current policies and actions based on scenarios. The tracker "predicts 2.5 to 2.9°C of warming through to 2100. Factoring in pledges and government agreements takes this to 2.1°C." Work scope. The work scope defined by SASI is framed around the key stages in asset life cycle management, specifically aircraft and infrastructure, which are: 1. Planning, 2. Acquisition and deployment, 3. Operation and maintenance, 4. Decommissioning and disposal. Climate portfolio approach. With respect to modelling the interaction between asset management, life cycles, climate change, earth warming, and the air transportation sector, we endorse the widely adopted policy portfolio approach: 1. Global policy and research based scenario analysis. 2. Common but differenciated responsibilies relating to unilateral environmental measures with a trade impact. 3. Whole of government approach. 4. Work on three key policy areas, climate, taxation, and structural economic policy. 5. Technology solutions. 6. Government mandated sustainable criteria for fuel. 7. Carbon and GHG emissions measurement. 8. Emissions trading systems. 9. Carbon taxes. 10. Life cycle carbon footprint labelling. 11. Implementing higher standards for energy efficient buildings. The study of solutions to previous global crises. 1. The Montreal Protocol on Substances that Deplete the Ozone Layer. 2. The World Trade Organization (WTO) 3. The G20 Inclusive Forum on Carbon Mitigation Approaches (IFCMA). 4. The OECD domestic tax Base Erosion and Profit Shifting (BEPS) strategy, the Global Forum on Transparency and Exchange of Information (over 160 members).Inclusive Forum on Carbon Mitigation Approaches (IFCMA). 5. The NASA Goddard Institute for Space Studies climate change datasets, air transportation earth warming prediction capabilities. 6. The UNEP/WMO IPCC emissions scenarios as policy guidance for the UNFCCC Kyoto Protocol and Paris Agreement GHG targets for 2050. 7. The ICAO CORSIA scheme CO2 targets for 2035. The Montreal Protocol. The protocol was adopted by all UN Nation States in 1998. Atmospheric levels of ozone-depleting substances (ODS) rapidly increased before the implementation of the Protocol and its subsequent revisions and amendments. The atmospheric levels of nearly all these substances have declined substantially in the past two decades (EPA). The UN’s environmental program UNEP scientists and the WMO meteorologists now project that the earth's protective shield, a layer of ozone gas, will be restored in some regions of the world by the 2030s. According to the EPA, continued declines in ODS emissions are expected to result in a near complete recovery of the ozone layer near the middle of the 21st century. The long time scale for this recovery is due to the slow rate at which ODS are removed from the atmosphere by natural processes. World Trade Organization (WTO) - climate change impact on global trade. WTO environment-related trade concerns are increasing in number. With a growing awareness of the need to tackle environmental challenges, WTO members are increasingly adopting measures which have an impact on trade, as some members question such measures' WTO-compatibility. WTO concerns with unilateral environmental measures. WTO bodies have been receiving an increasing number of trade concerns addressed at unilateral environmental measures with a trade impact. While supportive of the objectives of environmental protection, some members have characterized these measures as inconsistent with WTO rules because they might: 1. Be of a protectionist nature (either because the rules do not apply in the same way to domestic producers or support granted to domestic producers but not to producers in other members); 2. Result in undue discrimination of other members; 3. Diverge from science-based standards set by international standard setting bodies recognized by WTO Agreements; and/or; 4. Seek to impose changes in production processes as market access conditions." Common but Differentiated ResponsibilitiesI - WTO. WTO members: "argue that some of these measures might result in an inconsistency with multilateral environmental agreements and their principles (e.g., common but differentiated responsibilities) (CBDR) in the context the United Nations Framework Convention on Climate Change (UNFCCC) and regret the lack of a deeper international cooperation to minimize these measures' trade-related effects." The concern is that: "Some of the measures may end up having a detrimental impact on the environmental policies of other Members with different development, socio-economic, and climate conditions. Some of these discussions have been brought to the Council for Trade in Goods (CTG)a after being raised in some of its subsidiary bodies, including the Committee on Market Access, the Committee on Agriculture, the SPS Committee, and the TBT Committee." At various CTG meetings, 46 Members from different regions and at various levels of development have expressed their concern over several measures, including:XXXX Climate Change measures that WTO takes takes issue with. 1. The European Green Deal, and the measures deriving from it: 2. The Carbon Border Adjustment Measure (CBAM); 3. The implementation of non-tariff barriers on agricultural products; 4. The Regulation on Classification, Labelling and Packaging of Substances and Mixtures (CLP Regulation); 5. The Renewable Energy Directive; and; 6. The Deforestation Free Commodities Policy. The European Union, for its part, has explained its measures against the backdrop of the "existential threats posed by climate change and biodiversity loss. Two CTG members have taken the floor on India's import restrictions on air conditioners and refrigerants (hydrofluorocarbons), which India has explained as a measure to comply with the Kigali Amendment to the Montreal Protocol on Substances that Deplete the Ozone Layer.(A complete record of these discussions can be found in the Minutes of CTG meetings from April 2019-July 2022, contained in WTO documents G/C/M/134-143). (Source: WTO Secretariat). The Group of 20 (G-20) agenda expanded to climate change action. The G-20, (the G-7 plus12 other nations), initially focused on broad macroeconomic issues. It has expanded its mandate to sustainable development, health, agriculture, energy, environment, climate change, and anti-corruption. The G-20 took on the role of coordinating climate mitigation measures. The G-20 has taken this approach because member nation states have bespoke climate mitigation policies, that may result in negative spillover with trade policy and practice. Begining at the G-20 in 2022, the Group decided to focus on three policy areas: 1. Global health architecture. 2. Sustainable energy transition and; 3. Digital transformation. The G-20 comprises 19 countries and the European Union, (Argentina, Australia, Brazil, Canada, China, France, Germany, India, Indonesia, Italy, Japan, Republic of Korea, Mexico, Russia, Saudi Arabia, South Africa, Turkey, United Kingdom and United States). The G20 members represent around 85% of the global GDP, over 75% of the global trade, about two-thirds of the world population and account for ~80% of global greenhouse gas (GHG) emissions. The G-20 was upgraded to the level of Heads of State/Government in the wake of the global economic and financial crisis of 2007, and, in 2009, was designated the “premier forum for international economic cooperation”. The G-20 Summit is held annually, under the leadership of a rotating Presidency. In 2021 the G-20 agreed: "that closer international co-ordination on climate action could help achieve common goals and better inform member discussions on effective, nationally-determined-contribution (NDC) policy mixes to shape just and orderly transitions to sustainable and inclusive economies, taking into account national circumstances." In October 2022, OECD Secretary General reported to G-20 finance ministers and central bank governors on the establishment of the of the Inclusive Forum on Carbon Mitigation Approaches (IFCMA). G-20 agrees cooperation is needed to avoid spillover from unilateral approaches to the climate change/trade issue. At the same time, G-20 Ministers ackledged the importance of enhanced international cooperation to avoid potential spillovers stemming from unilateral approaches. “Summary of the G20 High Level Symposium on Tax Policy and Climate Change Italian Presidency, 9 July 2021. (Source: IEA World Energy Outlook 2021). OECD sees the climate crisis and the biodiversity crisis combined as an existential crisis. "The 38 OECD countries and Key Partners represent about 80% of world trade and investment." The OECD way out of the climate crisis and the biodiversity crisis is based on the realization that nearly 40% of all species may face extinction by 2100 because: 1. Habitat destruction and population loss from resource-extractive industry practices, including clear-cutting trees, oil and gas drilling and mining, and real-estate development in areas where it was not permitted before. 2. Overuse of natural resources at rates faster than the earth can replenish them such as overharvesting by industrial agriculture, overfishing, by exceeding the ocean’s seafood supply. 3. Chemical pollution which is causing insect populations to collapse, damaging the ecosystem. 4. Climate change and earth warming is forcing the migration of humans and habitats, and dam building is blocking waterways. In 2022, the OECD launched the Inclusive Forum on Carbon Mitigation Approaches (IFCMA), targeted at developed, emerging and developing countries. The IFCMA brings three key policy communities, working on: 1. Climate, 2. Tax and; 3. Structural economic policy, together for the first time. IFCMA - National Circumstances. Countries may rely on a mix of policy instruments to reduce greenhouse gas emissions and may achieve their climate objectives with different speed and trajectories, taking into account national specificities, differing degrees of technological development, different availability of resources needed to finance the green transition. The IFCMA is based on the participation of OECD member and non-member states on an equal footing’s basis. This approach was used in successful initiatives in international tax, spearheaded by the G-20, including the:1. OECD/G-20 Inclusive Framework on Base Erosion and Profits Shifting (BEPS) (over 135 members) and, 2. The Global Forum on Transparency and Exchange of Information (over 160 members). IFCMA is designed to help facilitate an evidence-based multilateral exchange of information about the different efforts around the world to reach net zero emissions. Over time better data and information sharing about the comparative effectiveness of different carbon mitigation approaches and the sharing of best practices will help inform better decisions around the world. This Inclusive Forum is designed to help secure a globally more coherent and better coordinated approach to carbon mitigation. Informed and facilitated by technical and objective analysis, it will help ensure the global effectiveness of combined carbon mitigation efforts also by working to avoid any counterproductive negative spillovers. OECD "the whole-of-government (WOG) approach to climate change mitigation, tax and structural economic policy. The WOG approach on the international stage refers to intergovernmental coordination towards the assistance provided to fragile states. A growing international concern towards terrorism and other security issues after the attacks on September 11 and the military interventions in Afghanistan, Iraq, and now Uzbekistan, together with reiterative downfalls of some unstable states that where left alone to providence, have led into unexpected consequences within the international arena. There is a general agreement towards the need for a greater impetus from developed governments, to come up with viable formulas towards the progress and well-being of fragile states, due to these nations’ specific deprived conditions and risks. (Source: Wikipedia). The OECD "whole-of-government approach" to climate change mitigation, tax and structural economic policy, together with its "multidisciplinary support", carried out across the OECD’s: 1. Economics Department. 2. Environment Directorate. 3. Centre for Tax Policy and, 4. Administration; evolved because there is no global, comprehensive and systematic international analysis of policies to address climate change in terms of their effectiveness. According to the OECD: "The existential threat of climate change, the interlinked biodiversity crisis and the multiple impacts of both, including on people, must be addressed as a core economic challenge. This requires broader whole-of-government strategies to achieve strong, sustainable, fair and resilient growth. In doing so, governments will have to manage a complex political economy of reform and pursue a transformation that creates opportunity for all." World Bank Group system. "Climate change, poverty, and inequality are the defining issues of our age." The World Bank Group is the biggest multilateral funder of climate change investing in developing countries. And the bank intends to go further in helping countries reduce poverty and rise to the challenges of climate change." (World Bank). The World Bank looks to expand its lending capacity to address climate change and other global crises such as the biodiversity crisis. World Bank rejects revolutionary road map for climate change. Reuters reported that the World Bank Group (WBG), a development lender, is negotiating a change in its mission and financial resources, consistent with maintaining its AAA rating, with stakeholder, to fund the global climate change and other major crises. which will see: 1. A change to its capital structure. 2. A new capital increase. 3. Its lending capacity increased significantly. 4. To fund the global climate change crisis and other crises. 5. A move away from the country- and project-based lending model. 6. In place since the bank was established. 7. Described as an "evolutionary roadmap" which will include: a. capital increase and; b. new lending tools. Worthy of note is the position being taken by the WBG with regards to the civil society organizations (CSOs), to the extent that the Group will "explore all options that increase the capacity of the WBG whilst maintaining the AAA rating of the WBG entities.” (World Bank). At the political level, the bank is being pressured to participate with private capital investors and lenders, to fund projects in middle-income countries that wean energy producers away from coal. Think Tanks and civil society organizations - friend or foe? The conducts annual surveys that explore the reasons for the Growth of Think Tanks in the Twentieth and Twenty-First Centuries such as the: • Information and digital technoical revolution. • End of national governments’ monopoly on information. • Increasing complexity and technical nature of policy problems. • Increasing size of government. • Crisis of confidence in governments and elected officials. • Globalization and the growth of state and non-state actors. • Need for timely and concise information and analysis that is “in the right form, in the right hands, at the right time.” Standards - life cycle analysis Standards are based on a set of metrics that allow comparison across products, and organizations. An overview of the latest LCA standards can help organizations to keep abreast of developments in global and regional sustainability reporting, and to understand which standards apply to their sector and how to meet them. That way, they can get the most out of their sustainability investments in a practical and timely way. What follows, then, is an overview of the best-known standards and guidelines for the product level, the organization level, or both, as well as a sneak peek at standards now under development. Lessons learnt from domestic tax base erosion and profit shifting. The OECD approach to climate mitigation is informed by the lessons learnt from a problem that plagued double taxation treaties since the 1970s. Domestic tax base erosion and profit shifting (BEPS) became a political problem because of the ways multinational enterprises were exploiting gaps and mismatches between different countries' tax systems. As business operates internationally, governments had to act together to tackle BEPS and restore trust in domestic and international tax systems. BEPS practices cost countries $100-250Bn in on lost revenue annually, which is the equivalent to 4-10% of the global corporate income tax revenue. (OECD). Why BEPS is relevant to climate change policy. The solution to this problem is linked to a recognition that developing countries depend on corporate income tax for budget purposes and that they suffer from BEPS disproportionately. BEPS policy themes that may translate into climate change policy include: 1. One hundred and thirty five countries and jurisdictions worked together in the OECD/G-20 Inclusive Framework on BEPS, 2. Agreed on implementing 15 Actions to: a. tackle tax avoidance, b. improve the coherence of international tax rules, c. assure a more transparent tax environment and; d. address the tax challenges arising from digitalization of the economy. OECD carrot and stick approach to environmental policy. The carrot and stick approach set out in the OECD report: "Policies recommended to reduce the environmental impact of plastics and encourage a more circular use of them projected to 2060 could be translated into climate change action 1. Taxes on plastics, including on plastic packaging, incentives to reuse and repair plastic items, targets for recycled content in new plastic products, and extended producer responsibility (EPR) schemes. 2. The OECD COP27 Virtual Pavilion showcased a range of events and resources on topics including: 1. Financing the net-zero transition, 2. Adapting to climate change, 3. Carbon prices, 4. Innovation, and 5. Sustainable mobility. In October 2022, the "OECD Secretary-General Report to G20 Finance Ministers and Central Bank Governors on the Establishment of the Inclusive Forum on Carbon Mitigation Approaches." IPCC provides the UN with the scientific research and data that UNFCCC COP' use to formulate policies addressing:climate change, its impacts and future risks, and options for adaptation and mitigation The Intergovernmental Panel on Climate Change (IPCC) is the United Nations body for assessing the science related to climate change. The IPCC was established by the United Nations Environment Programme (UNEP) and the World Meteorological Organization (WMO) in 1988. Each IPCC scenario has an associated global temperature rise. Ozone layer restoration project required the phase-out of ninety-nine per cent of the chemicals used in refrigerators, air-conditioners and other consumer products, responsible for ozone-depletion. IPCC has provided policy makers with five GHG emissions scenarios. to date, which are updated on a regular basis as follows: SSP1-1.9: emissions rapidly decline to net zero by about 2050, and become negative after that. SSP1-2.6: emissions decline to net zero by about 2075, and become negative after that. SSP2-4.5: emissions rise slightly, before declining after 2050, but not reaching net zero by 2100. SSP3-7.0: emissions rise steadily to become double their current amount by 2100. SSP5-8.5: emissions rise steadily, doubling by 2050 and more than tripling by the end of the century. (Source: Source: IPCC, 2021: Summary for Policymakers. In: Climate Change 2021: The Physical Science Basis. Contribution of Working Group I to the Sixth Assessment Report of the Intergovernmental Panel on Climate Change [Masson-Delmotte, V., P. Zhai, A. Pirani, S.L. Connors, C. Péan, S. Berger, N. Caud, Y. Chen, L. Goldfarb, M.I. Gomis, M. Huang, K. Leitzell, E. Lonnoy, J.B.R. Matthews, T.K. Maycock, T. Waterfield, O. Yelekçi, R. Yu, and B. Zhou (eds.)]). Goddard Institute for Space Studies prediction capabilities. Also worthy of study from an aviation point of view is the key to climate prediction, the NASA Goddard Institute for Space Studies (GISS) Global Climate Model (GCM) ModelE which analyzes satellite and ground-based climate change measurements. The GCM is a complex mathematical representation of the major climate system components (atmosphere, land surface, ocean, and sea ice), and their interactions. Earth’s energy balance between the four components is the key to long-term climate prediction." (NAOO). GISS GCM ModelE research emphasizes: "global change, an interdisciplinary research activity addressing natural and man-made changes in our environment which occur on various time scales from decades to millennia and which affect the habitability of our planet. The research combines analysis of comprehensive global datasets with global models of atmospheric, land surface, and oceanic processes and includes study of past events on Earth such as paleoclimate and the study of other planets as an aid to prediction of future evolution of Earth on a planetary scale. ModelE results are important to the future of air transportation because they confirm that "Earth's average surface temperature in 2022 tied with 2015 as the fifth warmest on record. Continuing the planet's long-term warming trend, global temperatures in 2022 were 1.6°F above the 1951-1980 baseline. (2023-01-12). Shannon Aero' simplified CO2e emissions scenario analysis. With respect to the aircraft market, Shannon Aero's analysts considered two air transportation scenarios based on the common-but-differentiated-responsibilities of the Montreal Protocol, ICAO CORSIA Scheme, NASA/GISS climate models and datasets, OECD/G-20 BEPS, IFCMA and Whole of Government Approach to climate change mitigation, tax and structural economic policy, the UNEP/WMO scientific approach to scenario analysis, together with the multidisciplinary support, carried out across the G-20, ICAO, OECD, UNFCC Kyoto and Paris agreement, and WTO secretariats. The first Shannon Aero Scenario is based on the axium that aircraft powered by turbine propulsion systems, fueled by Jet-A kerosene and/or blended with sustainable aviation fuel (SAF), are phased out in an orderly manner. In this scenario green aircraft powered by electricity, hydrogen or hybrid, will have been incorporated into, or will have replaced, the current fleet, including those on order and in the production pipeline. The second Shannon Aero scenario is that the attempt to keep global temperature rise within 1.5C fails, that replacement propulsion systems are not developed to replace the gas turbine engine and Jet-A fuel, and that the NASA GISS research holds true to 2050 for the planet's long-term warming and temperature rise. In this scenario the supply chain will remain as it is today, for the lack of replacement engine technology. Investors who retain an interest in gas turbine powered aircraft portfolios will see a significant retention in value of their investment. Financial Market asset-class classification. The financial market asset-class classification process relies on the assumptions approach. Aircraft as an alternative asset class in financial markets are predicated on a series of assumptions including an expectation of long term, continuous traffic growth, that the air travel market always returns to its long-term growth trends on a predictable cyclic basis linked to global economic patterns, population trends, inflation & interest rates, a globally accepted life cycle, a life cycle curve explaining market behavior, new aircraft price indexes, based on labor and material costs, and used aircraft price data bases. Technology disruption and aircraft obsolescence behavior. Aircraft utility relies on the assumption that technology disruption and aircraft obsolescence are controllable because (a) technological enhancements can be added incrementally, (b) aircraft can be kept profitable with upgrade packages, and (c) mode changes. Asset management. Asset valuation management is performed with relatively inefficient data collection systems, using Asset Management Software, which predict aircraft values on a declining trend basis. Appraisal is based on the "assumptions" approach. With respect to aircraft appraisal, the asset value analysis is more opaque compared to the scenario analysis. The primary reasons for this are: (a) the ICAO Corsia scheme precludes climate change technology disruption, and (b) the techniques used to complete an appraisal are not adaptable for propulsion systems technology that will not be proven in service for a decade or more. Appraisal based on CORSIA must place an emphasis on the assumption that international flying is separate from domestic flying, and that fuel blending will be the primary method employed to mitigate only CO2 emissions through to 2035. This is a departure from the approach to noise mitigation in which the aircraft appraisal was adjusted for the cost of hush kits in the 1970s, and the changeover to high bypass ratio engines in the 1980s. Perdue University conducted research into this topic using Grounded Theory as theoretical framework supported by Truth and Reality Testing as a secondary methodology. That study suggest that a desktop appraisal is completed with the emphasis placed on (a) the appraiser’s industry network (b) industry knowledge, and (c) acquired market data. An extended desktop appraisal is completed by using the above plus the maintenance information about a specific aircraft. A full appraisal is completed by using (a), (b). and (c) above plus data acquired during a physical inspection of the aircraft. The Perdue researchers concluded that new aircraft technology, such as that on the B787, does not affect the techniques to complete an aircraft appraisal. Value-gaps will arise based on the differences between non-green and green aircraft. Investent institution fiduciary duty does not preclude brown asset investing. From the investment institution fiduciary duty point of view, asset managers will be required to take additional steps to avoid any value-gap that may arise between current aircraft designs and replacement new green-aircraft measured by a comparison of ost, payload, range and efficiency in a multiplicity of ways: 1. Investors will include the cost of one-off black swan events such as COVID, and polycrisis where multiple events are occurring at the same time such as pandemic (Covid) and global political disruption (Russian invasion of the Ukraine), natural disasters, and the spikes in fossil fuel supply and prices that occur about every two years. 2. Although energy hedging can dampen the volatility in fuel prices, it cannot be used in the same way for black swan or polycrisis events. 3. The value chain will be reliant on the agreement of ICAO and its Member States to implement and maintain a Global Market-based Measure (GMBM) in the form of the CORSIA to curb aviation emissions (ICAO, 2016). 4. It will be important for investors to know to what extent SAF will reduce carbon emissions from international and domestic aviation combined, because if SAF is to be adopted, then it must fuel every commercial aircraft, on every route, for it to mitigate emissions relying on GMBMs. 5. Investment institutions will be sensitive to the fact that, for the short to medium term future, the gas turbine engine and SAF, may be the only aircraft propulsion system that can help reduce aviation carbon emissions from air transportation. This is because the technology for electric and hydrogen propulsion are not yet at the type certification phase, and the performance / specification requirements for jet fuels means that other energy sources such as natural gas, electricity, and hydrogen are not (currently) viable in aviation. (Petter and Tyner, 2014; Radich, 2015). 6. In effect the air transportation supply chain will be reliant on a complex system of interconnected and sometimes conflicting Parties, observer States, the UNFCCC Change, the Kyoto Protocol and the Paris Agreement, United Nations organizations such as ICAO, and admitted observer organizations in the form of negotiating blocks of countries and civil society organizations, all required to operate in unison, implementing the Enhanced Transparency Framework (ETF), to use global market based measures, susceptible to political and cartel manipulation, made up of: (a) the one hundred and ninety three ICAO member States, responsible for implementing the GMBM referred to as the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA); (b) the one hundred and ninety eight Parties that have agreed to implement the Nationally Determined Contribution (NDC) climate action plan. This is intended to cut GHG emissions and adapt to climate impacts which must be updated every five years; (c) further divided into forty three Annex I Parties classified as industrialized (developed) countries and; (d) the "economies in transition" (EITs), the 14 EITs that are the former centrally-planned (Soviet) economies of Russia and Eastern Europe, (e) the Annex II of the Parties listed in Annex I of the convention, of which 24 are also listed in Annex II of the convention, including the European Union, which are made up of members of the Organization for Economic Co-operation and Development (OECD), (f) Annex II Parties are required to provide financial and technical support to the EITs and developing countries to assist them in reducing their greenhouse gas emissions (climate change mitigation) and manage the impacts of climate change (climate change adaptation); (g) Non-Annex I Parties to the UNFCCC not listed in Annex I of the convention which are mostly low-income developing countries, (h) Developing countries that may volunteer to become Annex I countries when they are sufficiently developed; (i) Least-developed countries (LDCs) being the 49 Parties granted special status under the treaty in view of their limited capacity to adapt to the effects of climate change. (j) Except for 12 parties that do not belong to a negotiating block, Parties with common aims and interests have formed blocks to work together in the climate change process. Africa Group, AILAC (Alliance of Independent Latin America and the Caribbean), the Arab Group, the BASIC Group (Brazil, South Africa, China and India), CACAM (a group of countries of Central Asia, Caucasus, Albania and Moldova), EIG (Environmental Integrity Group), the EU (European Union), LDMCs (Like-minded Developing Countries), G77 and China, LFCs, SIDS (Small Island Developing States), and the (Kyoto) Umbrella Group. Complicating the negotiating space are other bodies: OPEC countries, the Cartagena Dialogue, the Coalition for Rainforest Nations, and the Bolivarian Alliance for the Peoples of our America (ALBA in Spanish). 7. Investors will factor in the cost of climate change adaptation and mitigation, remedial action required for aircraft related global climate change and earth warming damage. 8. Adjust market size for traffic shrinkage from legislation requiring travelers transition from air to road and rail, as in the case of French and Belgian policy changes. 9. Adjust demand forecasts for calls to curtail frequent flier programs, and the threat of user tax penalties if those calls are not accepted by the air transportation industry. 10. Build in the assumption that climate change mitigation technology will be disruptive to gas turbine technology within a decade. 11. Take into consideration pressure from influencers in the supply chain to shorten the aircraft life cycle. 12. Add the cost of carbon offsets as a recurring expense. 13. Cost-in "negative emissions" technology as a contingency to compensate for higher than projected GHG emissions. These will include: (a) direct air capture (DAC) with sequestration of the captured CO2 in underground geologic formations, (b) bioenergy carbon capture and sequestration (BECCS), (c) biochar and soil carbon sequestration (SDS), (d) afforestation and reforestation (growing more trees and storing carbon in this biomass) and, (e) regenerative farming practices. 14. Provisions for litigation exposure will be a cost component in anticipation of class action lawsuits wanting the industry to pay a price for the environmental damage aircraft cause. All taken together they pose a challenge for aircraft as alternative investment assets. "The key stages in asset life cycle management are planning, acquisition, deployment, operations, maintenance, decommissioning and disposal."

Goals

To protect client assets from future carbon taxes. To protect assets from obsolescence, abandonment, stranding, and asset class browning. To generate ancillary revenues using internal carbon pricing, and internal accounting systems.

Tools for the Job

SASI WILL IMPLEMENT THE PROGRAM FOR YOU WITH 7 GREEN PRODUCTIVITY & CARBON CONTROL TOOLS.
Debarbonizing Asset tool.Green Financing tool. Internal Carbon Pricing tool. Carbon tax mitigation tool. Administrative accounting tool.ESG Implementation tool.Net-Zero Emissions tool.
Fleet of Alitalia A321s managed by SASI and partners as part of its airline restructuring.

How it works

It begins with the Shannon Aero Corporate Good Governance Evaluation.

The program starts with our Corporate Governance Evaluation designed to provide an insight into how your greening progress is perceived within your organization and in the global market place. The analysis is in questionaire format. It is designed to identify your business greening "Self-image" and "Mirror image" which is how your business is viewed by stakeholders, competitors, the traveling public, the supply chain, influencers, legislators & regulators. It is followed by a test - the SASI 5Q Test.
L1 door upgraded with large cargo door based on the circular economy principle of rebuild to reuse.

It is followed by the SASI 5Q Test.

This tool is designed to protect sustainable aircraft values, monetize surplus equipment by "Decarbonizing" & "Green" financing, and meet ESG commitments based on the SASI 5Q Test.
Airlines, airports, banks, investors & lessors use the SASI 5Q Test to develop transition plans to reach Net-Zero-CO2 emissions & to produce aircraft decarbonization revenues.
Get ahead of the market, and win market creditability by implementing the new IPC administrative accounting system. Internal Carbon Pricing ICP is a system in which airlines, MROs, repair shops, and lessors, voluntarily put a monetary value on the amount of CO2 they remove with decarbonized assets. With the insights gained from the evaluation and test, and feedback from client management, Shannon Aero assigns the resources needed to green your business.
Image of art ilstallation based on 4 aircraft being donated by Shannon Aero based on circular economy ESG.

Client follow-up support is based on Shannon Aero Climate Action Monitor & Future Briefs.

Shannon Aero can provide answers to questions you may have relative to managing the 1.5 C framework through to 2035 and 2050. We undertake asset management, fleet scenario analysis, based on hold/use, rebuild, replace, store, decarbonize, adjusted for scenarios where pre-green aircraft may be perceived as producing greater profits over the long-term. We conduct technical audit and gap analysis for all assets, measuring the client’s climate change and supply chain image, to prevent future aircraft abandonment, stranding and browing. We identify & quantify carbon emissions credits. We will assign a value to the emissions savings that can be monetized. We identify and quantify ways to reduce your carbon footprint. We identify legislative and regulatory obligations to comply with Net-zero standards adjusted for calculating, reducing, & offsetting greenhouse gas emissions. We offer transition carbon plans, and carbon emissions budgets. We provide an estimate for the cost of transitioning aircraft to net-zero-emissions. We support the analysis with a green banking plan to finance the transition. We will recommend sources of green financing including, debt, equity, grants, subsidies, and R&D funding. We undertake a value-gap analysis to identify areas where technology enhancements will mitigate CO2e (GHG) emissions. Get ahead of the market, and win market creditability by implementing the new IPC administrative accounting system. IPC Internal Carbon Pricing is a system in which airlines, MROs, repair shops, and lessors, voluntarily put a monetary value on the amount of CO2 they remove with decarbonized assets. Within that framework we include: 1.5oC framework 2035 and 2050, 50-50 Blend of Petroleum-based Kerosene and Synthetically Produced Fuel known as Fischer-Tropsch (FT) synthetic paraffinic kerosene (SPK), fuel derived from coal, natural gas, or potentially a naturally occurring biomass, Abandonment, Acoustics, Acoustics Analysis, Acoustics Engineering, Adaptation & Hazard Mitigation, Aerosols, Volcanic, Desert Dust, Coal & Oil Burning, AI Upskilling, Aircraft Supply Chain Infrastructure, Aircraft Noise Management Programs and noise exposure maps are the basic steps in aircraft noise exposure and impact management in/around the airports, both of them are fundamental for aircraft noise zoning procedures, Airport Noise Management for Aircraft in Maintenance and Overhaul and the aircraft during the taxing between the runway and stands on apron, Alcohol-to-Jet Fuel, Certification Status for use by all USAF aircraft, Alcohol-to-Jet Fuel, Conversion Pathway for Drop-In Biofuels, Alcohol-to-Jet Fuel, Conversion Pathway for Drop-In Biofuels: Technology, Economic Evaluation, Alternative Fuels - Alcohol-to-Jet (ATJ) Fuel, Hydrotreated Renewable Jet (HRJ) Fuel and (Fischer-Tropsch) Synthetic Paraffinic Kerosene (SPK), a Synthetically Produced Fuel, Anthropy Impact, Anthropogenic & Natural Influences & how they Alter Global and Regional Surface Temperatures, Anthropogenic Interference with the Climate System: Dangerous & Formidable Challenges, Anthropogenic Warming, Artificial Intelligence, AI, singularity, Deminishing Returns ASTM. ASTM D1655 Standard Specification for Aviation Turbine Fuels, and details the requirements for petroleum distillates meeting a certain distillation curve and other properties deeming them “fit-for-purpose”. ASTM D7566 Standard Specification for Renewable Aviation Turbine Fuels Containing Synthesized Hydrocarbons, ATJ - Alaska Airlines Corn Cellulosic Sugar-based ATJ demonstration Flight in Partnership with Gevo, as part of the Northwest Advanced Renewables Alliance (NARA) consortium, Autonomous aircraft, Autonomous cargo freighters designed to reduce the cost and environmental impact of air freight, Aviation Value Chain, Biofuels, Biochemically Engineered Fermentation Processes, Black & Brown Carbons, the Nature of Light-absorbing Carbonaceous aerosols, Browning, Byogi Ethenol - Alcohol upgrading to conventional ethanol production; utilizing the large sugarcane ethanol industry in Brazil, Canyoning, Cap & Trade, Carbon Balance, Carbon Credit & Emissions Trading, Carbon Cycle, Carbon Cycle and Trace Gasses for Atmosphere, Ocean, Sea Ice and Land Surface Components, Carbon Cycle Conundrums, Carbon Cycle: Integration of Humans, Climate, and Natural World, Carbon Dioxide and other Environmentally Harmful Products Produced Through Cultivation, Harvesting, Mining, Delivery, Production, Combustion Phases of Utilizing these Fuels, Carbon Fees & Dividends, Climate Change Resilience, Carbon Internal Pricing, Carbon Leakage & Spill Over Effects, Carbon Neutral Fuels, Carbon Pricing, Carbon Pricing Policy, Carbon Pricing Types, Carbon Taxes, Emissions Trading Systems (ETS), Carbon Risk, accelerated depreciation and deferral of income in controlled foreign corporations, Carbon Taxation, Carbon Taxation and Feed-in Tariff, Carbon Taxation and Corporate Tax Reform, Carbon Taxation-for-Corporate Tax Swap: Accelerated Depreciation and Deferral of Income in Controlled Foreign Corporations, Carbon Taxation-for-Corporate Tax Swap: Distributional Penalty on Low-Income Families. Carbon Taxation-for-Corporate Tax swap: Finance lower corporate tax rates, extension of business tax preferences, or other corporate tax reforms, Carbon Trading Market, Characterization - Greenhouse Gas Footprints of Petroleum and FT SPK, Characterization - How much (carbon dioxide) and Other Environmentally Harmful Products are Produced through Cultivation, Harvesting, Mining, Delivery, Production, and Combustion Phases of Utilizing these fuels? … Unfortunately, due to subjectivity, every study seems to produce a different characterization, Certification and Qualification of the technology pathway must undergo approval and meet standards set by ASTM International, to deploy a commercial SAJF production operation in the United States, Climate and Weather Differenciation. Climate - Atmosphere, Land Surface, Oceans & Sea Ice. Climate Change, Climate Change Impacts, Adaptation and Vulnerability Briefings for Policymakers,Climate Change Resiliance, Climate & Environmental Finance, Climate Emergency, Climate Forcing, Climate Forcing Agents - Well Mixed GHGs, Stratospheric H2O, Ozone, Land Use, Snow Albedo, Solar Irradiance, Stratospheric Aerosols, Tropospheric Aerosol-Direct, Climate Change Modelling, Climate Policy - Mitigation and Stabilization, Climate Variability - 800,000 Years, Climate Feedback, Clouds & Radiation, CO2, CO2e, Contrails, Consumption-Reduction Targets, Data Processing, Department of Agriculture - Role in Building a Single Standard by which to Characterize Greenhouse Gas Emissions, Departments of Defense - Role in Building a Single Standard by which to Characterize Greenhouse Gas Emissions, Department of Energy - Role in Building a Single Standard by which to Characterize Greenhouse Gas Emissions, Defense Logistics Agency, Fuel Buyer for Department of Defense (DOD), Direct Operating Cost Emissions Penalty, Drone, Earth’s Energy Imbalance - Confirmation and Implications, E-Fuels, Eco-Investing, Eco System Impact, Economic effects, Ecosystem and Human Well-being: Current State & Trends, Electric Motors, Emissions Scenarios, Emissions Trading System (ETS), One of Two Forms of Climate Tax, Engines, Enviromental-economic Accounting Environmental Effects, Environmental Modeling, Environmental Protection, EPA - Role of the Environmental Protection Agency (EPA), in Building a Single Standard by which to Characterize Greenhouse Gas Emissions,ESG, Ethanol, Grain Alcohol or Ethyl Alcohol, ETS, Enissions Trading System, Feed-in Tarrifs First Fuel, Fischer-Tropsch (FP) Synthetic Paraffinic Kerosene (SPK) - FP-SPK, Fleet Modeling, Forests and Climate Change: Forcings, Feedbacks, and the Climate Forestry Benefits, Forests - Physical, Chemical, and Biological Processes, Fossil Fuel, Coal, Gas & Oil, Fossil Fuel Phase-Out, Fuel, Future Briefs, on, Carbon Dioxide, GHG, Hydrogen, Nitrogen, Oxygen, Trace and, Volcanic, Gas Turbine Engines, Gases - Air Fuel Efficiency, GHG, Gevo Integrated Fermentation Technology (GIFT) Process, a Proprietary Isobutanol Fermentation Process utilizing an Engineered Yeast Strain and an Advanced Integrated Separations System, Global Responses to Climate Change, Greenhouse Gases Footprint of Petroleum and the FT SPK, Greenhouse Gases - Water Vapor, Carbon Dioxide, Methane, Ozone, Nitrous Oxide and Chlorofluorocarbons, Green, Greening, Greensplaining, Greenwashing, Green-hiding, Green Banking, Green Bonds, Green Debt, Green Economics, Green Equity, Green Finance, Green Fuels, Green Growth, Green Hedging, Green Industrial Development, Green Investing, Green Trading,Green Travel, Green Tourism, Greenhouse Gases, Heat Engine, Hidden Fuel, Hydrocarbons, Hydrogen, Hydrogen Powertrain, Hydrotreated Renewable Jet (HTJ) Fuel Sources, Plant Oils and Animal Fats, based Fuel Likely to Meet the Environmental Requirements More Easily than Coal and Natural Gas-based options, ICAO CORSIA Scheme, ICAO CORSIA Scheme Role in Building a Single Standard by which to Characterize Air Transportation CO2 Emissions, Inversion Pollution, ICE, Internal Combustion Engine, Heat Engine, IPC Administrative Accounting System, Jet Fuel Blendstock, Jet Propellant 8 (JP-8), Kerosene, LanzaTech SAJF from Gas Fermented Ethanol in Partnership with Virgin Atlantic and Pacific Northwest National Laboratory, Legacy Aircraft Civil, Legacy Aircraft Military, Linkage, Loss and Damage Mitigation, “Loss and damagea general term used in UN climate negotiations to refer to the consequences of climate change that go beyond what people can adapt to, or when options exist but a community doesn’t have the resources to access or utilize them. Measuring Greenhouse Gas Footprint, NASA GISS ModelE, Atmosphere-Ocean Framework for Simulating Earth System, NASA GISS Model Configurations for Aerosols, Interactive Atmospheric Chemistry, Carbon Cycle, NASA GISS Model Configurations , Trace Gasses for Atmosphere, Ocean, Sea Ice and Land Surface Components, Nature of Light-absorbing Carbonaceous aerosols, NOAA GHG Annual Index, Noise Analysis, Noise Exposure Maps and airport noise compatibility programs are the basic steps in aircraft noise exposure and impact management in/around the airports, both of them are fundamental for aircraft noise zoning procedures. Noise Pollution, OECD First Plastics Outlook Report 2022, Why the amount of plastic waste produced globally is on track to almost triple by 2060, with around half ending up in landfill and less than a fifth recycled, Particulate (Aerosol) Pollution, People Impact, Petroleum-based Jet Fuel, Plastic - why radical action is needed to curb demand, increase product lifespans and improve waste management and recyclability, plastic pollution will rise in tandem with an almost threefold increase in plastics use driven by rising populations and incomes. The OECD plastics report estimates that almost two-thirds of plastic waste in 2060 will be from short-lived items such as packaging, low-cost products and textiles. (OECD). Plastic Leakage, Plastic - Macroplastics and Microplastics: most pollution comes from larger debris known as macroplastics, but leakage of microplastics (synthetic polymers less than 5 mm in diameter) from items like industrial plastic pellets, textiles and tyre wear is also a serious concern. (OECD) Physical Science Basis. Contribution of Working Group to the Fourth Assessment Report of the IPCC, Phytosanitary (plant health) measures, Policy Maker Briefings, Pollution, Regulation, Role of Departments of Defense, Agriculture, and Energy, and the Environmental Protection Agency (EPA), in building a single standard by which to characterize greenhouse gas emissions, Sanitary (human and animal health) measures, Scenario Analysis, Sector Coupling, Sector Linkage, Sequestration by Forest Soil Fertility & Limits in a CO2-enriched Atmosphere, Sound Analysis, Spillover Effect, SPF Synthetically Produced Fuel, SPK (Synthetic Paraffinic Kerosene), SPK Fuel as Derived from Coal, Natural Gas, or Potentially a Naturally Occurring Biomass, Stranding, Sustainable Alternative Jet Fuel (SAJF), Sustainable Aviation Fuel (SAF), Sustainable Revenues, Sustainable Values, Synthetic Energy Sources Compared to Typical Jet Fuel, Synthetic Energy Sources Subjectivity of Comparison to Typical Jet Fuel, Temperature Trends in the Upper & Lower Atmosphere, Trace Gases, Uncertainty Predicting Climate Response to Rising Greenhouse Gas Levels, UNFCCC Kyoto Protocol, UNFCCC Paris Agreement, in building a single standard by which to characterize greenhouse gas emissions, UNFCCC Warsaw Framework for REDD+ (WFR), Upskilling, USAF, USAF Need to Prove Coal- based and Natural-Gas-based, and Biomas SPK Blends are no worse for the Environment than JP-8, a Standard the Air Force is Required by Law to Meet before Investing Heavily in their Procurement. Volcanic Gases & their Effects, Ways Earth’s Surface Temperature Could Change in Future Decades, Weather, Wings - there are around thirty-five types of aircraft wings with different configurations and shapes, Wingtips - Blended, Canted Wingtips, Hoener (Drooping) Wingtips, Raked, Rounded, and Squared-off, We can conduct risk appraisals and provide updates on new processes for continual improvement. We can recommend a path to manage the maximum 1.5oC framework through to 2035 and 2050.
With respect to climate and environmental finance, and eco-investing we emphasize to the aviation value chain that in answering the 5Q Test, aircraft can be evaluated by institutional investors subject to fiduciary duties of prudent investment, including the duty to diversify.
"Abandoned and stranded brown assets can hold value and act as a hedge, if the world fails to transition to the low carbon, green economy."
Investors may make the decision to hold, because aircraft may be rationalized as producing greater profits over the long-term. The invest/disinvest decision may be complex through to 2030.
Shannon Airline Services research unit has prepared a Power Point Presentation that discusses aviation’s GHG reduction strategies and action plans. These strategies and plans are needed to respond to what the UN Secretary-General António Guterres called the “triple global crisis” of food, energy, and finance, and because capping the rise in global temperatures to 1.5oC above pre-industrial levels by 2050 is “on life support,” he said, when speaking at the Leaders’ Roundtable during the September 2022 UN General Assembly high-level week, ahead of the UN Conference of the Parties (COP27) in Egypt. "With the world still struggling to get global warming under control, diplomats will be XXXX in the UAE (United Arab Emirates) for United Nations climate talks from Nov.30 through to Dec. 12., 2023, which is already a controversial event because the UAE has appointed Abu Dhabi oil minister as president designate of the COP28 climate summit.* NTY & CNBC.
With the insights gained from the evaluation and test, and feedback from client management, Shannon Aero assigns the resources needed to green your business. Shannon Aero innovation is defining new global solutions for air transportation stakeholders, which lower airline costs, increase sustainable revenues, plan for carbon taxation, protect aircraft & supply chain infrastructure from abandonment, stranding, industry browning by sector linking to fossil fuel industries, and enhances earnings, criteria that are essential to sustain aircraft values over the life cycle.
Shannon Aero's structured approach to evaluating aircraft GHG emissions. The approach to climate change and earth warming pollution damage control is indistinguishable across a combination of networks, infrastructures, modes of travel, and operations. In addition to walking, these includes the primary transportation modes - road, rail, water, pipelines, air transportation (aviation) and other modes. Although transportation modes interconnect and can compete with each other, the process for evaluating them are: 1. Reduce fuel consumption and greenhouse gas emissions (CO2e) by evaluating potential technologies that achieve these goals. 2. Define treaty, legislative and regulatory approaches that will enable these technologies. 3. Speed up the rate of technology deployment. 4. Evaluate the ways manufacturers could change the design of transportation modes in response to future fuel efficiency and CO2e emissions standards. 5. Undertake cost benefit analysis based on calculating the costs; energy and environmental effects, consumer, environmental, social and governance (ESG) benefits of each technology, based on legislative and regulatory alternatives. 6. Define a range of legislative and regulatory alternatives for policy makers, and consideration by consumers and civil society organizations. 7. Calculate potential technology deployment rates. 8. Estimate how manufacturers could change the design of transportation modes in response to future standards. 9. Evaluate the costs, energy and environmental effects, and consumer and social benefits of each technology and regulatory alternative.
"SAVE THE PLANET ONE AIRCRAFT AT A TIME"

About Us

We have launched, owned & managed airlines & financed $2.4 BN worth of aircraft. We have environmental skills to transition your business into the green economy. We know when an aviation business is green. Do you? Take the test.

Our portfolio

Covid-19 pandemic has affected public opinion by increasing support for earth's health. The public is growing more and more aware of the difference between, green, greening and green hiding. "In the event that the ICAO CORSIA scheme is rejected in the world of global public opinion, Investment Institutions, will be compelled to reevalue aircraft investing in the context of reputational damage, loss and damage mitigation, asset browning, abandonment and stranding." The Economist reported on a Boston Consulting Group survey of over 3,000 respondents across eight countries found 70% of participants are more aware now than before of the Covid-19 pandemic, & that human activity threatens the environment. 75% of respondents said environmental issues are as concerning as health issues. 75% also want to see issues of the environment captured in post-Covid-19 recovery plans.

Action you can take today!

Begin with the Shannon Aero Corporate Good Governance Evaluation to see how your organization is viewed by your supply chain, competitors, legislators, regulators and and influencers. The evaluation questionnaire is designed to identify the stage of the innovation climate adoption curve your enterprise is at, and tells if your product/service offering is alligning with the environmental beliefs of the traveling public.
Westjet launch in 1995, with three B737s, and one of its senior managers was Shannon Aero partner Glenn Pickard. It has more than 160 aircraft, more than 4,000 employees, and annual revenues exeeding $4Bn. The airline was acquired by Onex Corporation who is an investment manager. The firm manages capital on behalf of Onex shareholders, institutional investors and high net worth clients around the world. By September 30, 2022, Onex had approximately US$47.2 billion of assets under management.

PROTECT YOUR ASSETS FROM THE CLIMATE & EARTH WARMING CRISIS, PLAN FOR THE CARBON TAX & END USER PENALTY THREATS, ASSESS THE RISK OF ABANDONMENT, STRANDING & ASSET CLASS BROWNING, & GENERATE ANCILLARY REVENUES BY DECARBONIZING YOUR AIRCRAFT FLEET.

What our customers say

John B.
Calgary, Canada
we are in communications with Shannon Airline Services. and have taken the SASI 5Q Test and reviewed their "Decarbonisation" plans for airlines and airports. We like their realistic process and are likely to use their program.
Paul R.
London, England
yes we took the SASI 5Q Test and we are now using SAS for our Greening plan. They have the expertise to keep us on the right track
David G.
Santa Monica, CA
We took the SASI 5Q Test because we cannot afford to make a mistake going into a greening economy. And we want the benefits of detailed preparation. SAS will do this for us.
Anthony S.
Chatsworth, CA
As a management consultant, I know my client cannot afford a staff of green economy specialists. I advised they take the SASI 5Q Test to save money. I explained the expense of greening will continue for many years, so start off right. They did, I now have a grateful client working as a team with SASI.

The UN reports that 130 countries have Net-Zero emissions plans. The facts say otherwise!

As of January 2022, the Net-Zero Tracker showed that eight countries had self-declared they have achieved net zero. It says that a further 16 countries have a pledge in law, 59 in a policy document, 21 another kind of declaration or pledge, and 72 countries are discussing or proposing a pledge. Source: Net-Zero Tracker.
Let's Work Together!
Atmospheric concentrations of CO2 continue to rise. Global emissions have not yet peaked. Current climate policies will reduce emissions, but not quickly enough to reach international targets. The concensus scientific view is that reducing CO2 emissions in the transport sector over the next 30 years will be a formidable task. The consensus air transport sector view is that travel will triple at the same time. Both views cannot coexist!

Sign up for your Corporate Good Governance evaluation.

Call and ask for an access code to complete your evaluation questionnaire.

Start the SASI 5Q Test here.

We will run the SASI 5Q Test taking into account your ideas and plans for your green aviation project.
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353-61-47790
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