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different technologies/aircraft types, different flying conditions and/or high level investigations of national emissions.
2.5 Uncertainty assessment
There is uncertainty connected to both activity data and emission factors:
Activity data The uncertainty will depend on the data collection methodology. The uncertainty will be lowest for
option 1 above and higher for all other options. With option 1, covering all airline companies, the uncertainty
will most likely be less than ± 5 percent The uncertainty may be very high if appropriate data on domestic and
international fuel consumption are not obtained.
Emission Factors (uncertainty ranges will be subject to discussion)
• The CO2 emission factor is well determined (within ± 5 percent);
• The uncertainty of the methane emission factor may be as high as a factor of 2, and
• The uncertainty of the nitrous oxide emission factor may be orders of magnitude.
2 .6 Compl e teness
Only the emissions from domestic aviation are to be reported as a part of national totals. Emissions from bunkers
(international aviation) are to be reported as a memo-item.
As the methodology is based on a fuel balance, also emissions from aircraft types not included in the
methodology (small aircraft, new aircraft, and helicopters) will be indirectly included. Emissions from military
aircraft are reported separately (see reporting issues). However, movement of military aircraft may be partially
included in standard LTO-figures. This implies that if one of the default methodologies is followed, all CO2 is
accounted for. Emissions of NOx at high altitudes are of particular concern. Methodologies for estimating aircraft
NOx emissions are given in the IPCC Guidelines.
Emissions from water vapour are not included in the reporting guidelines (and are not to be reported). It is,
however, straightforward to estimate them using the current methodology (stoichiometric considerations).
2 . 7 Other important issues
2.7.1 Baseline determination
Emissions of CO2 will be proportional to the fuel use. Preferably, fuel use should be determined by the same
methodology for all years. If this is not possible, data collection should overlap at least one year in order to check
for consistency.
Good Practice Guidance and Uncertainty Management in National Greenhouse Gas Inventories
Aircraft Emissions 101
Emissions of CH4 and NOx (and N2O) will depend on technology. Different aircraft type will have different
technologies. In order to estimate a correct time series to account for change of national aircraft fleet, countries
should use the Tier 2 methodology based on individual aircraft types for 1990 and other years. If this is not
necessary or possible (see options for good practice methodologies) the same set of emission factors should be
used for all years.
2.7.2 Detection of mitigation measures
Mitigation measures may be directed towards changes in specific fuel use or specific emissions of aircraft. As the
recommended methodologies are based on a fuel balance, measures directed towards reductions in specific fuel
use will be seen as reductions in total fuel consumption. In order to keep track of changes in specific emissions,
the Tier 2 methodology, based on individual aircraft, will have to be used.
3 REPORTING AND DOCUMENTATION
It is likely that all countries have emissions from aircraft. Consequently, reporting of “NO” (Not Occurring) is
never appropriate. The current methodology has options for easy estimation so it should not be necessary to
apply “NE” (Not Estimated).
The UNFCCC Secretariat has intimated that bunker emissions are reported separately from national totals for
only 27 Parties. Some countries are not reporting because data are missing or because emissions most likely are
insignificant. Many countries report emissions from marine and aviation bunkers together.
3.1 Current reporting IPCC Guidelines
In the current reporting IPCC Guidelines emissions from aircraft are reported as one separate item. No
distinction is made between altitudes. Reporting shall include emissions from fuel used by all civil domestic
passenger and freight traffic inside a country. This includes emissions from all stages of the flights (take-off,
climb, cruise, descent and landing). Emissions from ground operations and stationary combustion are reported
elsewhere. Reporting would become more transparent if a distinction was made between emissions in various
altitudes (1000 meters).
Emissions from aircraft bunkers are reported as a separate item (memo item). This includes emissions from fuel
sold to aircraft to be used for all international aviation in the reporting country. These emissions are not to be
reported as part of national totals.
　
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