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LTO emissions
Emissions and fuel used in the LTO phase are estimated from statistics on the number of LTOs (aggregate or per
aircraft type) and default emission factors or fuel use factors per LTO (average or per aircraft type).
For the aircraft type based approach (Table 1), the table covers aircraft types frequently used for domestic and
international aviation. The methodology also gives aggregate emission factors per LTO (Table 2). The
aggregated emission factors are proposed for national and international aircraft separately, and for old and
average fleet.
Background Paper
96 Energy Sector
TABLE 1
DEFAULT FUEL USE AND EMISSION FACTORS FOR SOME AIRCRAFT TYPES FOR LTO CYCLE. KG/LTO
Aircraft
typea)
CO2 CH4
b) N2Oc) NOx CO NMVOCs SO2
d) Fuel
A300 5470 1.0 0.2 27.21 34.4 9.3 1.7 1730
A310 4900 0.4 0.2 22.7 19.6 3.4 1.5 1550
A320 2560 0.04 0.1 11.0 5.3 0.4 0.8 810
BAC1-11 2150 6.8 0.1 4.9 67.8 61.6 0.7 680
BAe 146 1800 0.16 0.1 4.2 11.2 1.2 0.6 570
B707* 5880 9.8 0.2 10.8 92.4 87.8 1.9 1860
B727 4455 0.3 0.1 12.6 9.1 3.0 1.4 1410
B727* 3980 0.7 0.1 9.2 24.5 6.3 1.3 1260
B737-300 2905 0.2 0.1 8.0 6.2 2.0 0.9 920
B737* 2750 0.5 0.1 6.7 16.0 4.0 0.9 870
B737-400 2625 0.08 0.1 8.2 12.2 0.6 0.8 830
B747-200 10680 3.6 0.3 53.2 91.0 32.0 3.4 3380
B747* 10145 4.8 0.3 49.2 115 43.6 3.2 3210
B747-400 10710 1.2 0.3 56.5 45.0 10.8 3.4 3390
B757 4110 0.1 0.1 21.6 10.6 0.8 1.3 1300
B767 5405 0.4 0.2 26.7 20.3 3.2 1.7 1710
Caravelle* 2655 0.5 0.1 3.2 16.3 4.1 0.8 840
DC8 5890 5.8 0.2 14.8 65.2 52.2 1.9 1860
DC9 2780 0.8 0.1 7.2 7.3 7.4 0.9 880
DC10 7460 2.1 0.2 41.0 59.3 19.2 2.4 2360
F28 2115 5.5 0.1 5.3 54.8 49.3 0.7 670
F100 2340 0.2 0.1 5.7 13.0 1.2 0.7 740
L1011* 8025 7.3 0.3 29.7 112 65.4 2.5 2540
SAAB 340 945 1.4(E) 0.03(E) 0.3(E) 22.1(E) 12.7(E) 0.3(E) 300 (E)
Tupolev
154
6920 8.3 0.2 14.0 116.81 75.9 2.2 2190
Concorde 20290 10.7 0.6 35.2 385 96 6.4 6420
GAjet 2150 0.1 0.1 5.6 8.5 1.2 0.7 680
Source: IPCC Guidelines on National Greenhouse Gas Inventories. Reference Manual, page 1.96.
*The emission factors for domestic aviation have been derived from an average of a number of typical aircraft. For domestic aircraft, the
average fleet is represented by Airbus A320, Boeing 727, Boeing 737-400, Mc Donell Douglas DC9 and MD 80 aircraft. The old fleet is
represented by Boeing B737 and Mc Donell Douglas DC9. For international traffic the average fleet is represented by Airbus A300,
Boeing 767, B747 and Mc Donell Douglas DC10, whilst the old fleet is represented by the Boeing B707, Boeing 747 and Mc Donell
Douglas DC8. Sulphur content of the fuel is assumed to be 0.05% S for both LTO and cruise activities
Good Practice Guidance and Uncertainty Management in National Greenhouse Gas Inventories
Aircraft Emissions 97
TABLE 2
DEFAULT FUEL USE AND EMISSION FACTORS FOR AVERAGE AIRCRAFT FOR LTO CYCLE AND CRUISE
Domestic Fuel SO2 CO CO2 NOx NMVOCs CH4 N2O
LTO (kg/LTO) - Average fleet 850 0.8 8.1 2680 10.2 2.6 0.3 0.1
LTO (kg/LTO) - Old fleet 1000 1.0 17 3150 9.0 3.7 0.4 0.1
Cruise (kg/ton) 1.0 7 3150 11 0.7 0 0.1
International Fuel SO2 CO CO2 NOx NMVOCs CH4 N2O
LTO (kg/LTO) - Average fleet 2500 2.5 50 7900 41 15 1.5 0.2
LTO (kg/LTO) - Old fleet 2400 2.4 101 7560 23.6 66 7 0.2
Cruise (kg/ton) 1.0 5 3150 17 2.7 0 0.1
Source: IPCC Guidelines on National Greenhouse Gas Inventories. Reference Manual, page 1.98.
Cruise emissions
The cruise emissions will be dependent on the length of the flight (among other variables). In the Tier 2
methodology, the fuel used in the cruise phase is estimated as total fuel use minus fuel used in the LTO phase of
the flight (Figure 2). This is performed for domestic and international aviation separately.
The estimated fuel use is to be multiplied with aggregate emission factors (Table 2) in order to estimate the
emissions. According to the default emission factors, methane is not emitted in the cruise phase of the flight.
2 METHODOLOGICAL ISSUES
We will here highlight some issues of particular concern related to the proposed methodologies. Some of these
issues are common to both Tiers, while some are specific.
The main difficulty in applying the methodology is to get the correct data on fuel use. The energy statistics in
most countries only give data on total sales or supply of fuel for aviation, without distinguishing between
domestic and international as required for reporting of emissions of greenhouse gases. The IPCC Guidelines do
not give any advice on how to obtain these data as required.
Kerosene is also used for heating purposes. Kerosene used for aviation and kerosene used for heating is usually
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