increasing taxation and decreasing subsidies to the aviation industry. Technological innovation could also mitigate damage to the environment and climate, for example, through the development of electric aircraft, biofuels, and increased fuel efficiency. In 2016, the International Civil Aviation Organization (ICAO) committed to improve aviation fuel efficiency by 2% per year and to keeping the carbon emissions from 2020 onwards at the same level as those from 2010. To achieve these goals, multiple measures were identified: more fuel-efficient aircraft technology; development and deployment of sustainable aviation fuels (SAFs); improved air traffic management (ATM); market-based measures like emission trading, levies, and carbon offsetting, the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). In December 2020, the UK Climate Change Committee said that: "Mitigation options considered include demand management, improvements in aircraft efficiency (including use of hybrid electric aircraft), and use of sustainable aviation fuels (biofuels, biowaste to jet and synthetic jet fuels) to displace fossil jet fuel." In February 2021, Europe's aviation sector unveiled its Destination 2050 sustainability initiative towards zero emissions by 2050: aircraft technology improvements for 37% emission reductions; SAFs for 34%; economic measures for 8%; ATM and operations improvements for 6%; while air traffic should grow by 1.4% per year between 2018 and 2050. The initiative is led by ACI Europe, ASD Europe, A4E, CANSO and ERA. This would apply to flights within and departing the European single market and the UK. In October 2021, the IATA committed to net-zero carbon emissions by 2050. In 2022, the ICAO agreed to support a net-zero carbon emission target for 2050. The aviation sector could be decarbonized by 2050 with moderate demand growth, continuous efficiency improvements, new short-haul engines, higher SAF production and CO2 removal to compensate for non-CO2 forcing. With constant air transport demand and aircraft efficiency, decarbonizing aviation would require nearly five times the 2019 worldwide biofuel production, competing with other hard-to-decarbonize sectors, and 0.2 to 3.4 Gt of CO2 removal to compensate for non-CO2 forcing. Carbon offsets would be preferred if carbon credits are less expensive than SAFs, but they may be unreliable, while specific routing could avoid contrails. As of 2023, fuel represents 20-30% of the airlines’ operating costs, while SAF is 2–4 times more expensive than fossil jet fuel. Projected cost decreases of green hydrogen and carbon capture could make synthetic fuels more affordable, and lower feedstock costs and higher conversion efficiencies would help FT