Commission Implementing Regulation (EU) 2024/2493of 23 September 2024amending Implementing Regulation (EU) 2018/2066 as regards updating the monitoring and reporting of greenhouse gas emissions pursuant to Directive 2003/87/EC of the European Parliament and of the Council(Text with EEA relevance)

1. three-dimensional radiative variables means number of variables such as radiative flux density, radiative heating rates, that describe how radiation varies across space, including the Earth’s surface and atmosphere, and how it changes over time;

1. pressure means the force, in Pascals (Pa), exerted by the weight of the air in the atmosphere above a given point where the aircraft is situated at any given moment of time during flight taking into account three-dimensional radiative variables;

1. air ambient temperature means the temperature of the air, in Kelvin (K), surrounding an aircraft at any given moment of time during the flight and given for three-dimensional radiative variables;

1. specific humidity means the ratio of water vapor per kilogram of total air mass (kg/kg) surrounding an aircraft at any given moment of time during flight and given for three-dimensional radiative variables;

1. International Standard Atmosphere (ISA) means a standard against which to compare the actual atmosphere at any point and time, based on the specific values of pressure, density, and temperature at mean sea level, each of which decreases with increase in height;

1. basic weather data means the category of information encompassing for each flight, at least the pressure, the air ambient temperature and the specific humidity, used in the fuel burn and emission estimation modules. Here, these values can be estimated, at the minimum, through standardised, altitude-dependent correction and/or be based on third party post-operational observations;

1. relative humidity over ice means the concentration of water vapour, in percentage, present in the air compared to its concentration at the saturation point of ice;

1. eastward and northward wind means the horizontal speed of air moving towards the East or North, in meters per second, at any given moment of time during flight and given for three-dimensional radiative variables;

1. vertical velocity means the speed of air motion in the upward or downward direction (in Pa/s), where negative values of vertical velocity indicate upward motion. It is necessary to calculate, e.g., advection and wind shear;

1. specific cloud ice water content means the mass of cloud ice particles per kilogram of the total mass of moist air (kg/kg) surrounding an aircraft at any given moment of time during flight and given for three-dimensional radiative variables;

1. geopotential means the gravitational field strength experienced by an aircraft at different altitudes, at any given moment of time during flight, in square meters per squared second (m2/s2) and given for three-dimensional radiative variables;

1. outgoing longwave radiation means the total radiation emitted to the space by earth atmosphere system, in W/m2, at any given moment of time during flight and given for three-dimensional radiative variables;

1. reflected solar radiation means the portion of sunlight that is reflected back into space by the Earth’s surface, clouds, aerosols, and other atmospheric particles, in W/m2, at any given moment of time during flight and given for three-dimensional radiative variables;

1. solar direct radiation means the portion of sunlight that reaches the Earth’s surface directly from the Sun without being scattered or reflected by the atmosphere or clouds, in W/m2, at any given moment of time during flight and given for three-dimensional radiative variables;

1. common reference Numerical Weather Prediction (NWP) model refers to a computational system utilised in meteorology, comprising algorithms and mathematical formulations implemented in software, designed to simulate, and forecast atmospheric conditions over a defined spatial and temporal domain (spatial grid). In the case of the enhanced weather data, a common reference NWP model is provided by the Commission through NEATS;

1. enhanced weather data means the category of information encompassing for each flight, the pressure, the air ambient temperature, the specific humidity, the relative humidity over ice, the eastward and northward wind, the vertical velocity, the specific cloud ice water content, the geopotential, the outgoing longwave, reflected solar and solar direct radiation, taken as input from a common reference NWP model, provided by the Commission through NEATS;

1. engine identifier means the aircraft engine unique identifier number as contained in the ICAO engine emissions databank, or equivalent, allowing to unequivocally identify the engines attached to the aircraft, through internationally recognized standardised lists;

1. aircraft mass means the mass in kilogrammes of the aircraft along the trajectory, which equals to subtracting from the take-off mass the fuel burn during flight at any given moment of time. If the aircraft mass is not available, it can be approximated based on either the take-off mass or the load factor, and either the given fuel flow or the fuel flow as calculated by an aircraft performance simulation using the fuel burn module;

1. take-off mass means the aircraft mass at beginning of the take-off run, including everything and everyone carried at that moment, in kilograms. It is used to approximate the aircraft mass if the latter is not provided. If the take-off mass is not available, it can be approximated based on the load factor;

1. maximum take-off mass is the maximum mass, in kilograms, at which the pilot of an aircraft is allowed to take off, as specified by the aircraft manufacturer;

1. maximum payload mass is the maximum mass of passengers and related baggage, mass of cargo, including mail and hand luggage, that can be transported by an aircraft. Values for maximum payload can be retrieved by the applied fuel burn module;

1. load factor means the weight of passengers, cargo and baggage, including mail and hand luggage, expressed as fraction of the maximum payload mass. The load factor is used to approximate the take-off mass if the latter is not provided. If the load factor is not available, a conservative default value shall be used, in accordance with Annex IIIa, Section 5;

1. fuel flow means the mass of fuel in kilograms that passes through the aircraft fuel system and into the aircraft’s engines per second during the flight. It can be modeled during flight planning, measured in-flight, or estimated through fuel burn module;

1. aircraft engine efficiency means the percentage of useful thrust generated by an aircraft engine relative to the energy input from fuel;

1. aircraft performance means the category of information encompassing fuel flow and aircraft engine efficiency by all-time stamps;

1. hydrogen per carbon (H/C) ratio of fuel per flight means the number of hydrogen atoms (H) per carbon atom (C) per molecule of the fuel used per flight;

1. aromatic content of the fuel per flight means the percentage of aromatic hydrocarbons present in the fuel used per flight;

1. flight fuel properties means the category of information encompassing for each flight the hydrogen per carbon ratio, aromatic content, and the net calorific value of the fuel on board;

1. NON-CO2 AVIATION EFFECTS TRACKING SYSTEM (NEATS)

NEATS is provided by the Commission to aircraft operators, to accredited verifiers and to competent authorities for the purpose of facilitating and, to the extent possible, automating monitoring, reporting and verification of non-CO2 aviation effects, in order to minimise any administrative burden.

NEATS is aligned with the principles established in Article 75(1) of this Regulation and provides a dedicated and secured user interface per aircraft operator, verifier and competent authority.

Monitoring:

NEATS streamlines the monitoring process as it incorporates directly, or gives access to, available third-party collected flight trajectories and weather data allowing to minimise monitoring by aircraft operators to aircraft properties, as well as to fuel properties, where needed, as defined in Annex IIIa, Section 1 or to render it fully automatic depending on use of default values.

NEATS incorporates the CO2(e) calculation approaches as listed in paragraph 4 of Article 56a of this Regulation and provides a common reference NWP model, where enhanced weather data is needed (Method C). This results into the calculation of CO2(e) per flight as part of the monitored data.

Reporting:

NEATS streamlines the reporting exercise referred to in Article 68(5) of this Regulation. The tool generates automatically the XML table referred to in Annex X, Section 2a(9) to this Regulation at the end of each reporting year, minimising administrative burden associated with reporting.

Verification:

NEATS streamlines the verification and cross-checks done respectively by the verifier and the competent authority. It provides the means to verify a CO2(e) per flight, while protecting confidential data.

Data storage:

NEATS allows to store all the data (from aircraft operators and from third parties), securely encoding and protecting from release confidential data, where such data is uploaded by the aircraft operator on NEATS, as long as it is identified as confidential by the aircraft operator.

Transparency:

NEATS relies on state-of-art models to calculate the CO2(e) for non-CO2 effects. Aircraft operators may develop their own or use third-party tools, provided they comply with the requirements laid down in this Annex.

NEATS shall feed into a public website summarising the non-confidential data and CO2(e) per flight and per aircraft operator.

1. FUEL BURN AND EMISSION ESTIMATION MODULES FOR NON-CO2 AVIATION EFFECTS

Fuel burn module:

The fuel burn module is based on a kinetic approach to aircraft performance modelling, which enables to accurately predict aircraft trajectories and the associated fuel consumption over the entire operation flight envelope and in all phases of a flight. The model processes the theoretical fundamentals to compute aircraft performance parameters, including information on drag, lift, weight, thrust, fuel consumption, as well as the speeds for the climb, cruise, and descent phases of an aircraft, assuming normal aircraft operations. In addition, aircraft-specific coefficients are key data inputs for the computation of the flight trajectory planning of specific aircraft types.

Emission-estimation module:

The emission-estimation module enables to compute aircraft engine emissions of NOx, HC, and CO by means of correlation equations without proprietary airplane and engine performance models along with proprietary engine emissions characterisations. This module applies exhaust emission indices (EIs) from the ICAO engine type certification under predefined reference conditions on the ground and estimates the corresponding EIs during flight conditions assuming international standard atmosphere (ISA) conditions using correction factors for differences in the ISA conditions of temperature, pressure and humidity.

1. CO2(e) CALCULATION MODELS FOR NON-CO2 AVIATION EFFECTS

General criteria:

In the CO2(e) calculation models, the aircraft operator shall consider the climate effects of all non-CO2 agents on a per flight basis including flight trajectories (flight plan and flown flight trajectories), as well as aircraft and flight fuel properties. The emissions from each flight shall be accounted for as pulse emissions. When applying the CO2(e) calculation models, flight trajectory-dependent aircraft emission data shall be used to calculate all the following elements:

(a) composition changes;

(b) temporal evolution of radiative forcing caused by composition changes;

(c) near surface temperature changes caused by flight trajectory-dependent aircraft emissions.

Administrative and computational efforts shall be kept low to ensure feasibility for all stakeholders. The model(s) shall be transparent and suitable for operational use.

Depending on the model, there are two types of requirement lists:

Method C:

For the weather-based approach, detailed climate effects of all aircraft non-CO2 emissions at a specific location and time shall be considered taking into account current weather information to calculate climate-optimised four-dimensional trajectories for individual flight planning. To allow detailed accounting of the climate effects with regards to current atmospheric conditions, different aircraft, propulsion types, as well as fuel properties shall explicitly be considered in the models. Estimates for the formation, life cycle and contrail climate effects for single flights as well as the residence times for the emitted H2O and NOx and their impact on the atmospheric composition shall be included. For being able to output advanced information for use in daily flight planning, the model(s) shall be computationally efficient.

Each aircraft operators shall monitor the following data per flight:

(a) flight information;

(b) flight trajectory, defined at the minimum, as the latest flight plan;

(c) enhanced weather data;

(d) aircraft properties;

(e) (optional) aircraft performance information. Planned fuel flow is to be used preferentially, in order to align with the latest flight plan data available;

(f) flight fuel properties.

Method D:

For the location-based simplified approach, the aircraft operator shall use climate response model(s) to estimate the impact of all non-CO2 effects per flight on a climatological basis. The tool(s) shall be used to assess the climate benefit of general routing options, while accounting for general differences in aircraft, propulsion types and fuel properties through their physical parameterisations. The CO2(e) calculated with the location-based simplified approach shall average out any large deviations for individual flights over a longer period of time. The model(s) should ensure reduced efforts in data need, computation, and handling, as compared to the model(s) for the weather-based approach.

By way of derogation of Method C, small emitters, as defined in Article 55(1) of this Regulation, may monitor the following data per flight:

(a) flight information;

(b) flight trajectory, defined by the flown flight trajectory;

(c) basic weather data;

(d) aircraft properties;

(e) (optional) aircraft performance information along the flight;

(f) (optional) flight fuel properties.

1. USE OF DEFAULT VALUES FOR NON-CO2 AVIATION EFFECTS

Subject to further scrutiny by the competent authority and the Commission, the use of default values shall always result in higher CO2(e) per flight compared to what can be obtained with monitored data.

1. Flight trajectory:

(a) For the purpose of applying Method C, the latest flight plan shall be provided. If the RTFM, or equivalent, is not available, the FTFM, or equivalent shall be used as default. In such case, where data by time stamp is not available, it can be calculated by linear interpolation of measured data stemming from the two measurement times closest before and after the time stamp under consideration, within the same flight phase, provided it results in homogenous flight trajectory for the given flight phase, especially the cruise phase.

(b) For the purpose of applying Method D:

(i) the flown flight trajectory shall always be provided. If the CTFM, or equivalent, is not available, the RTFM or FTFM can be used.

(ii) where data by time stamp is not available, it can be calculated by linear interpolation of measured data stemming from the two measurement times closest before and after the time stamp under consideration, within the same flight phase, provided it results in homogenous flight trajectory for the given flight phase, especially the cruise phase.

1. Aircraft properties:

(a) Engine identifier: where no engine identifier or equivalent, is provided, conservative default values per aircraft type, as defined in Annex IIIb to this Regulation, shall be used.

(b) Aircraft mass: if the aircraft mass is not provided, the aircraft operator can simulate the aircraft mass by using the take-off mass. If neither the aircraft mass, nor the take-off mass are available, the load factor can be used to approximate the take-off mass. If no load factor is provided, a default value of 1 is used.

1. Aircraft performance:

Fuel flow: if the fuel flow is not provided from the flight data recorder equipment, the aircraft operator can use other means to derive the fuel flow, in line with Annex IIIa, Section 1 to this Regulation defining fuel flow, taking into account the thrust which depends on the aircraft’s mass and true airspeed.

1. Flight fuel properties:

If no flight fuel properties are provided, the upper limits of Jet A-1 fuel according to the ASTM Standard Specification for Aviation Turbine Fuels, are assumed:

(a) Aromatic content: 25 % volume;

(b) Sulphur: 0,3 % mass;

(c) Naphthalene: 3,0 % volume.

Annex

ANNEX IIIb

Conservative default engine identifiers per aircraft type

ICAOFirst UIDA14813ZM003A19N01P22PW163A20N01P22PW163A21N01P20CM132A3061PW048A30B1GE007A3101PW027A3187CM049A3191IA001A3201IA001A3213IA008A3324PW067A3334PW067A3373RR029A33804P24RR146A33902P23RR141A3432CM015A3468RR045A35801P18RR125A35901P21RR125A35K01P21RR125A3889EA001A3ST1GE021AN721ZM001B38M01P20CM138B39M01P20CM138B4631TL003B7011PW001B7031PW001B7211PW008B73101P20CM138B7321PW008B7331CM007B7341CM007B7351CM007B7363CM031

B7372CM015B7382CM015B7393CM034B7418PW088B7421RR011B7431PW029B7441RR010B74813GE157B74S8PW088B7521RR011B7533RR034B7621PW026B7635GE085B7645GE085B7723GE060B7732RR024B77L01P21GE217B77W01P21GE217B77801P21GE217B77901P21GE217B78802P23RR138B78902P23RR138B78X02P23RR138BCS116PW111BCS316PW111C5501PW037C5601PW037C6501AS002C6807PW077C68A7PW077C70001P18HN013C7506AL024CL3011HN003CL3501P14HN011CL6010GE130CRJ201P05GE189CRJ701P11GE202CRJ901P08GE190CRJX01P08GE193E13501P10AL033

E1456AL006E17001P08GE197E19010GE130E19510GE130E29004P20PW200E29504P20PW201E35L6AL006E54511HN003E55001P14HN016E55P01P14HN016E75L01P08GE197E75S01P08GE197F1001RR020F2TH01P07PW146F9001AS001FA101AS002FA501AS002FA7X03P16PW192FA8X03P15PW193G28001P11HN012GA5C01P22PW142GA6C01P22PW141GALX7PW077GL5T4BR004GL7T21GE185GLEX4BR004GLF411RR048GLF54BR004GLF64BR004H25B1AS001H25C7PW077HA4T01P07PW146IL621KK001IL861KK003LJ351AS001LJ451AS002LJ551AS002

MD115GE085MD901IA001RJ851TL004SU9501P11PJ004T1541KK001