1.A.3.a ii (i) - Domestic Civil Aviation: LTO

In NFR category 1.A.3.a ii (i) - Domestic Civil Aviation: LTO emissions from domestic flights between German airports occuring during LTO stage (Landing/Take-off: 0-3,000 feet) are reported.

In the following, information on sub-category specific AD, (implied) emission factors and emission estimates are provided.

Specific jet kerosene consumption during LTO-stage is calculated within TREMOD AV as described in the superordinate chapter.

Table 1: Percentual annual fuel consumption during LTO-stage of domestic flights

source: Knörr et al. (2019c) ¹⁾ &: Gores (2019) ²⁾

As explained above, the use of aviation gasoline is - due to a lack of further information - assumed to entirely take place within the LTO-range.

Table 2: annual LTO fuel consumption for domestic flights, in terajoule

source: Knörr et al. (2019c) ³⁾ &: Gores (2019) ⁴⁾

gallery size="medium" : 1A3aii(i)_AD.png gallery

All country-specific emission factors used for emission reporting were basically ascertained within UBA project FKZ 360 16 029 (Knörr, W., Schacht, A., & Gores, S. (2010)) ⁵⁾ and have since then been compiled, revised and maintained in TREMOD AV ⁶⁾.

Furthermore, the newly implemented EF(BC) have been estimated via f-BCs as provided in the 2019 EMEP/EEA Guidebook ⁷⁾, Chapter 1.A.3.a, 1.A.5.b Aviation, page 49: “Conclusion”.

For more details, please see superordinate chapter on civil aviation.

Table 3: Country-specific emission factors, in kg/TJ

¹ estimated via a f-BCs (avgas: 0.15, jet kerosene: 0.48) as provided in ^8)
2 EF(PM,,2.5,,) also applied for PM,,10,, and TSP (assumption: > 99% of TSP from diesel oil combustion consists of PM,,2.5,,)
³ also including TSP from lead: EF(TSP) = 1.6 x EF(Pb) - see road transport

Table 4: Tier1 emission factors for heavy-metal and POP exhaust emissions

NFR 1.A.3.a ii (i) - Domestic Civil Aviation - LTO is no key source.

Where sulphur oxides emissions are dominated by jet kerosene due to the amount of fuel used, the majority of carbon monoxide stems from the consumption of avgas given the much higher emission factor applied to this fuel.

gallery size="medium" : 1A3aii(i)_SOx.png : 1A3aii(i)_CO.png gallery

Lead emissions on the other hand, with no emission factor available for jet kerosene, are only calculated for avgas.

gallery size="medium" : 1A3aii(i)_Pb.png gallery

Activity data

In order to keep in line with the EMEP/EEA Guidebook 2019 and the regularly updated data sets provided to the EEA by Eurocontrol, the average fuel use per LTO cycle has been updated again within TREMOD Aviation but with much smaller impact as in last year's submission.

Resulting from this revision, the percentual shares of kerosene consumed during LTO within TREMOD AV have been recalculated as shown in Table 4.

Table 4: Revised percentual share of kerosene consumed during L/TO for domestic flights, in %

Hence, the amount of kerosene allocated to sub-category 1.A.3.a ii (i) had to be revised accordingly:

Table 5: Revised fuel consumption data, in terajoule

In parallel, the majority of country-specific emission factors has been revised within TREMOD AV based on information available from the 2019 EMEP/EEA Guidebook ⁹⁾ and Eurocontrol's AEM model ¹⁰⁾. Here, among others, the EF for SO,,2,, from jet kerosene has been replaced by new and more reliable data showing no sulphur reduction since 1990.

Furthermore, all EF applied for aviation gasoline have been revised widely based on better knowlegde but with no significant impact on the emission inventory.

Table 6: Revised country-specific emission factors for jet kerosene, in [kg/TJ]

The TSP emissions calculated depend directly on the reported lead emissions: The emission factor for TSP is 1.6 times the emission factor used for lead: EF(TSP) = 1.6 x EF(Pb). The applied procedure is similar to the one used for calculating TSP emissions from leaded gasoline used in road transport.

bibliography : 1 : Knörr, W., Schacht, A., & Gores, S. (2010): Entwicklung eines eigenständigen Modells zur Berechnung des Flugverkehrs (TREMOD-AV) : Endbericht. Endbericht zum F+E-Vorhaben 360 16 029, URL: https://www.umweltbundesamt.de/publikationen/entwicklung-eines-modells-zur-berechnung; Berlin & Heidelberg, 2012. : 2 : Knörr et al. (2019c): Knörr, W., Schacht, A., & Gores, S.: TREMOD Aviation (TREMOD AV) 2018 - Revision des Modells zur Berechnung des Flugverkehrs (TREMOD-AV). Heidelberg, Berlin: Ifeu Institut für Energie- und Umweltforschung Heidelberg GmbH & Öko-Institut e.V., Berlin & Heidelberg, 2019. : 3 : Gores (2019): Inventartool zum deutschen Flugverkehrsinventar 1990-2018, im Rahmen der Aktualisierung des Moduls TREMOD-AV im Transportemissionsmodell TREMOD, Berlin, 2019. : 4 : EMEP/EEA, 2019: EMEP/EEA air pollutant emission inventory guidebook 2019, https://www.eea.europa.eu/publications/emep-eea-guidebook-2019/part-b-sectoral-guidance-chapters/1-energy/1-a-combustion/1-a-3-a-aviation/view; Copenhagen, 2019. : 5 : Eurocontrol (2019): Advanced emission model (AEM); https://www.eurocontrol.int/model/advanced-emission-model; 2019 bibliography