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: Allekotte et al. (2024) ¹⁾ &: Gores (2024) 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: Allekotte et al. (2024) &: Gores (2024)

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. (2012)) ³⁾ and have since then been compiled, revised and maintained in TREMOD AV.

Furthermore, the newly implemented EF(BC) have been estimated via f-BCs as provided in the 2023 EMEP/EEA Guidebook ⁴⁾, Chapter 1.A.3.a, 1.A.5.b Aviation, page 49: “Conclusion”.

For more details, please see the 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 EMEP/EEA (2023) ⁵⁾, Chapter: 1.A.3.a, 1.A.5.b Aviation, Annex 3, Table A3.2 and Conclusions
² EF(PM_2.5,) also applied for PM₁₀ 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

Basically, emission trends corespond directly with fuel consumption, resulting in a strong but temporary decline during an right after the Covid-19 pandemic. Here, with fuel consumption and emissions showing a steady upwards trend again in 2021 and 2022 for international flights, this “recovery” is much slower for domestic flights.

Where, for example, nitrogen oxides and 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, with the emission trend following the trend in avgas consumption:

Lead emissions, on the other hand, with no emission factor available for jet kerosene, are only calculated for avgas. Based on a stable fuel lead-content, the emission trend follows the trend in avgas consumption:

Activity data

In contrast to previous submissions, the percentual shares of kerosene and avgas consumed during LTO remain almost unrevised with the only recalculation taking place for 2022.

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

However, unrevised total inland deliveries in combination with a slightly increased percental share of kerosene allocated to domestic flights for 2022 result in slightly increased specific activity data for kerosene allocated to 1.A.3.a ii (i). The negligible revision visible for avgas in 2022 results, in contrast, from the application of rounded data in the previous submission.

Table 5: Revised fuel consumption data, in terajoule

In addition, several rather small revisions occur for some country-specific emission factors derived from Allekotte et al. (2024) ⁶⁾ and for 2022.

Table 6: Revised annual country-specific emission factors for jet kerosene in 1.A.3.a ii (i), in [kg/TJ]