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GACA
اللهميه العامه للطيران المدني
General Authority of Civil Aviation
[Non-Text]
EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
TABLE OF CONTENTS
VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
CHAPTER 1: ADMINISTRATION PROCEDURES ......2
CHAPTER 2: GUIDELINES ON MONITORING, REPORTING AND.... 13
VERIFICATION
CHAPTER 3: CO₂ EMISSIONS ESTIMATION AND REPORTING METHODS…27
AND TOOLS
CHAPTER 4: EMISSIONS MONITORING PLAN 29
CHAPTER 5: REPORTING 37
CHAPTER 6: VERIFICATION 60
CHAPTER 7: GUIDELINES ON CALCULATING OFFSETTING....89
REQUIREMENTS
CHAPTER 8: EMISSION UNITS 98
APPENDIX A: TIMELINES AND COMPLIANCE PERIODS 103
APPENDIX B: FUEL USE MONITORING METHODS 124
APPENDIX C: EMISSIONS MONITORING PLAN 154
APPENDIX D: REPORTING 180
APPENDIX E: VERIFICATION 201
APPENDIX F: GLOOSARY 247
APPENDIX G: ADMINISTRATIVE PARTNERSHIPS UNDER CORSIA …… 251
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الهييه العامه للطيران المدني
General Authority of Civil Aviation
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EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
CHAPTER 1: ADMINISTRATION PROCEDURES
17.1.1. Introduction
a. This E-book defines airplane operators' responsibilities for implementing ICAO's Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) in the Kingdom of Saudi Arabia. Airplane operators are required to measure their fuel use from international flights. This data is then used to compute \(\mathrm{CO}_{2}\) emissions, which is to be reported to GACA, beginning from a 2019-2020 baseline period (Appendix A). Emissions in excess of internationally agreed targets must be offset via cancellation of emissions credits or other emission reduction schemes.
b. The procedures specified in this chapter summarize administrative roles and responsibilities of the stakeholders involved in implementing GACAR Part 157.
17.1.2. Applicability
a. The scope of the requirements in GACAR Part 157 is applicable to an airplane operator that produces annual CO₂ emissions greater than 10,000 tons from the use of an airplane(s) with a maximum certificated take-off mass greater than 5,700 kg conducting international flights, with the exception of domestic, humanitarian, medical and firefighting flights.
b. There are also specific aircraft categories that do not fall within the scope in addition to specific requirements associated with new entrant airplane operators. Additionally, flights taking-off from or landing at an aerodrome of a State, or one of its territories that is not an ICAO Member State, are not within the applicability scope of GACAR Part 157.
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اللهميه العامه للطيران المدني
General Authority of Civil Aviation
[Non-Text]
EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
17.1.2.1. Scope of applicability for offsetting requirements
2019-2020 period:
Legend:
2021-2035 compliance periods (scenario 1):
2021-2035 compliance periods (scenario 2):
Figure 1-1. Illustration of MRV and offsetting requirements
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المنيه العامه للطيران المدني
General Authority of Civil Aviation
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EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
17.1.2.2. International flights
a. For the purpose of GACAR Part 157, an international flight is defined as the operation of an aircraft from take-off at an aerodrome of a State or its territories, and landing at an aerodrome of another State or its territories.
Figure 1-2. International flights as defined in GACAR Part 157
b. International flights are defined regardless of the State of registration of the airplane conducting the flight, or the State to which the airplane operator has been attributed.
When considering whether a flight is international or domestic, an airplane operator and GACA must use Doc 7910 — Location Indicators, which contains a list of aerodromes and the State or overseas territory t which they are attributed. In case an aerodrome is not listed in Doc 7910, the State in which the aerodrome is located should be determined on the basis of a similar location indicator (e.g., NZ% for New Zealand), or by identifying the overseas territory in which it is located and the State to which the overseas territory is attributed to in Doc 7910. If an aerodrome is not listed in Doc 7910, then the airplane operator is required
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الهييه العامه للطيران المدني
General Authority of Civil Aviation
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EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
to inform GACA.
17.1.2.3. Airplane with a maximum certificated take-off mass of greater than 5,700 kg
a. The “maximum certificated take-off mass” is defined as “the maximum permissible take-off mass of the airplane according to the certificate of airworthiness, the flight manual or other official documents”.
b. The maximum certificated take-off mass is a limitation associated with an individual airplane serial number.
17.1.2.4. Airplane operator with annual \( CO_{2} \) emissions greater than 10,000 tons
a. An airplane operator must assess whether its annual \( CO_{2} \) emissions from international flights are above the threshold of 10,000 tons. If above this threshold, then the airplane operator must engage with GACA.
17.1.2.5. Airplane flight categories not within the scope of the MRV requirements
a. The following airplane flight categories are not considered to be within the scope of GACAR Part 157.
i. Domestic flights:
a. Flights within a State, or between a State and one of its territories, or between the territories of a State, are considered as domestic
ii. Military and State airplane flights:
a. GACAR part 157 does not apply to military operations, or State airplanes including (customs and police services), or specific flights carrying official government representatives.
b. The airplane operator must provide evidence to GACA to prove that an operation was a military or State airplane flight.
(1) If Item 8 (flight rules and type of flight) of the flight plan is marked “M”, then it is considered to be a military flight according to Doc 4444 — Procedures for Ai Navigation Services — Air Traffic Management.
(2) If Item 18 (other information) of the flight plan is marked “STS/STATE”, then it
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الهييه العامه للطيران المدني
General Authority of Civil Aviation
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EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
is considered a flight engaged in military, customs or police services according to Doc 4444.
(3) If Item 18 (other information) of the flight plan is marked “STS/HEAD”, then it is considered a flight with Head of State status according to Doc 4444.
(4) If a flight was operated solely for a military purpose, consistent with the State's condition(s) for demonstrating the military purpose, then the flight is considered a military flight.
iii. Humanitarian, medical and firefighting flights
a. The airplane operator should provide evidence to GACA to prove that a flight was a humanitarian, medical or firefighting flight according to Doc 4444. For example,
b. if Item 18 (other information) of the flight plan should be marked:
(1)“STS/HUM” then it should be considered a humanitarian flight;
(2)“STS/HOSP” then it should be considered a medical flight declared by medical authorities;
(3)“STS/MEDEVAC” then it should be considered a life critical medical emergency evacuation flight; or
(4)“STS/FFR” then it should be considered a firefighting flight.
c. One or more flights preceding or following a humanitarian, medical or firefighting flight may be exempted under the above conditions as long as such preceding or following flight(s) have been operated with the same airplane and it can be proven that such flight(s) were part of the related humanitarian, medical or firefighting operation.
17.1.2.6. Attribution
a. If the airplane operator changes its ICAO Designator, AOC (or equivalent) or place of juridical registration, and is subsequently attributed to a new State, but it is not establishing a new entity or a subsidiary, then this State must become the State to which the airplane operator fulfills its requirements under this E-Book at the start of the next compliance period.
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اللهميه العامه للطيران المدني
General Authority of Civil Aviation
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EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
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اللهميه العامه للطيران المدني
General Authority of Civil Aviation
EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
17.1.2.7. GACA Administrative Responsibilities
a. GACA will approve the airplane operator compliance on the basis of satisfactory evidence that the airplane operator meets requirements that are at least equal to those in GACAR 157.
b. GACA will evaluate KSA airplane operators that have not been identified as subject to GACAR 157 to ensure that all airplane operators for whom the regulation is likely to be applicable according to GACAR 157, §157.3(a). Use GACA data on international operations by non-CORSIA airplane operators as inputs to the ICAO CERT model to compute emissions. Those airplane operators with emissions near 10,000 tons should be investigated further.
c. GACA will not delegate enforcement of the requirements of GACAR 157, or their administrative tasks towards ICAO, to another State. GACA may delegate administration processes of GACAR 157 to another State through an administrative partnership based on bilateral agreement among the respective States.
d. The State providing capacity support through an administrative partnership must notify ICAO about the contracting administrating authorities, affected airplane operators, scope and duration of the administrative partnership and a copy of the bilateral agreement. Chapter 9 of this E Book provides an example bilateral agreement that can be used as the basis for an administrative partnership.
e. The State providing capacity support via an administrative partnership should assess whether the administrating authority that has been delegated authority, which will provide administering tasks for another State, has the required resources to offer such services.
f. GACA will ensure that airplane operators attributed to it are advised of the administrative arrangements prior to start of the administrative partnership and any potential changes thereafter.
g. Neither State will withdraw from an administrative partnership before completion of the reporting activities at the end of the reporting period, but it may withdraw from an administrative partnership according to the notice period defined in the agreement.
h. GACA will submit to ICAO a list of verification bodies accredited in the State according to the requirements and in accordance with the timeline as defined in Table A-1 above. GACA may submit updates to this list to ICAO on a more frequent basis.
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General Authority of Civil Aviation
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EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
17.1.3 New entrants
a. A new entrant is an airplane operator that exceeds 10,000 tons for the first time in a given year.
b. A "new entrant", which states that an airplane operator can be treated as a new entrant if its “activity is not in whole or in part a continuation of an aviation activity previously performed by another airplane operator”.
c. “New entrant” does not include an airplane operator whose activity in whole or in part is a continuation of an aviation activity previously performed by another airplane operator.
d. The following conditions should be checked to determine whether an activity of a potential new entrant airplane operator would be deemed the continuation of an activity previously performed by another airplane operator, where activity is understood to mean the operation of one or more flights on a specific State pair as identified by the departing and arriving aerodrome pairs:
(1)The activity has been operated by the potential new entrant in the 12 months starting from the month in which its CO2 emissions has exceeded 10,000 tons, and has also been performed by one or several other airplane operator(s) during the same 12 months or during the 6 preceding months, irrespective of whether any such airplane operator was subject to CORSIA or not;
(2)The activity was operated by another airplane operator that had a business relationship with the potential new entrant, such as being in a parent-subsidiary relationship or part of a common holding; or the activity was operated by another airplane operator that in such timeframe was subject of a financial operation by the potential new entrant, such as a partial or complete acquisition or merger including the case of bankruptcy of the previous airplane operator.
e. A new entrant (airplane operator) is exempted from CORSIA offsetting requirements for the first 3 years or until its annual emissions exceed 0.1% of total 2020 CO \( _{2} \) emissions from international flights, whichever comes first.
(1) Example: Operators A and B start operations in year 2022 as shown in the table below. According to the paragraph above, Operator A will have offsetting requirements in 2025, and Operator B in 2024.
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الهييه العامه للطيران المدني
General Authority of Civil Aviation
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EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
<table><tr><td rowspan="2">Operator</td><td colspan="4">Emissions (% of total emissions in 2020)</td></tr><tr><td></td><td></td><td></td><td></td></tr><tr><td>A</td><td>0.02</td><td>0.04</td><td>0.06</td><td>0.08</td></tr><tr><td>B</td><td>0.06</td><td>0.11</td><td>0.16</td><td>0.21</td></tr></table>
Table 1-1: New Entrant Emissions CORSIA Participation Example
f. For illustration, the below timeline would apply to an airplane operator that exceeds the annual \( CO_{2} \) emissions threshold of 10,000 tons in 2026 and is considered a new entrant in accordance with guidance as described in section 1 of this E-book157-01:
(1) The exemption period for the new entrant begins from 1 January 2026;
(2) New entrant may monitor its \( CO_{2} \) emissions in 2026;
(3) It will monitor, verify and report its \( CO_{2} \) emissions in 2027 and 2028;
(4) The first year for which the airplane operator is subject to offsetting requirements is 2029 (full calendar year);
(5) If in 2027 the new entrant exceeds the exemption threshold of 0.1 per cent of total \( CO_{2} \) emissions from international flights in 2020, the first calendar year for which the airplane operator is subject to offsetting requirements is 2028.
g. An airplane operator will be entitled to the provisions applicable to new entrants under GACAR 157 in any of the years of their applicability if, the following conditions are met in such year:
(1) The airplane operator has not been within the scope of applicability of GACAR Part 157 in each year from 2019 until the year preceding the entry year; or
(2) None of the activities performed by the airplane operator are determined to be the continuation of activities previously performed by another airplane operator.
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الهييه العامه للطيران المدني
General Authority of Civil Aviation
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EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
17.1.4. Technical and operation standard for GACAR 157
a. The airplane operator must comply by submitting the following forms in a format and manner approved by the President:
(1) Airplane Operator Information within a month of meeting applicability requirements of GACAR 157:
i. The Airplane Operator Information Form includes airplane operator name, attribution method and type of identifier, operator address and operator focal point and their contact information.
<table><tr><td>Attribution Method</td><td>Identifier</td><td>Address</td><td>Province</td><td>City</td><td>Postal Code</td><td>Name of focal point</td><td>Tel of Focal Point</td><td>Email of focal point</td></tr><tr><td></td><td></td><td></td><td></td><td></td><td></td><td></td><td></td><td></td></tr><tr><td></td><td></td><td></td><td></td><td></td><td></td><td></td><td></td><td></td></tr></table>
Table 1-2. Airplane Operators Attributed to Saudi Arabia
i. The form is due within a month of qualifying for CORSIA.
ii. The airplane operator must also inform GACA of changes to the form.
(2) Emissions Monitoring Plan within 2 month of meeting applicability requirements of GACAR 157:
i. The Emissions Monitoring Plan Form is due within 3 months of meeting applicability requirements of GACAR 157.
ii. See Appendix C b. of this E-book below for details.
(3) Emissions Report annually on 31st of May:
i. The Emissions Report Form is due annually by 31st of May.
ii. See Appendix D III b. of E-book below for details.
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EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
(4) Emissions Unit Cancellation Report annually on 30 April 2025
i. The Emissions Unit Cancellation Report is due annually by 30 April 2025.
ii. See Section 8.2 of this E-Book of E-book below for details.
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اللهميه العامه للطيران المدني
General Authority of Civil Aviation
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EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
CHAPTER 2: GUIDELINES ON MONITORING, REPORTING AND VERIFICATION
17.2.1 Applicability of MRV
a. This E-book is applicable to an airplane operator that produces annual \( CO_{2} \) emissions greater than 10,000 tons from the use of an airplane(s) with a maximum certificated take-off mass greater than 5,700 kg conducting international flights on or after 1 January 2019, with the exception of humanitarian, medical and firefighting flights.
b. This E-book is not applicable to international flights preceding or following a humanitarian, medical or firefighting flight provided such flights were conducted with the same airplane and were required to accomplish the related humanitarian, medical or firefighting activities or to reposition thereafter the airplane for its next activity. The airplane operator must provide supporting evidence of such activities to the verification body or, upon request, to GACA.
c. This E-book is applicable to a new entrant airplane operator from the year after it meets the requirements.
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General Authority of Civil Aviation
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EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
Figure 2-1: Applicability of the MRV requirements to international flights
17.2.1 Monitoring
a. The procedures specified in this E- Book are concerned with monitoring fuel use by airplane operators. Fuel use is the basis upon which \( CO_{2} \) emissions are determined. The methods proposed are representative of the most accurate established practices for determining fuel use. Any equivalent procedures to those contained in this E-Book must only be allowed after prior application to and approval by the President.
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اللهميه العامه للطيران المدني
General Authority of Civil Aviation
EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
17.2.2.1 Eligibility of Fuel Use Monitoring Methods
i.2019-2020 period
a. An airplane operator should estimate during 2018 its annual CO2 emissions from international flights to determine its eligibility for using Fuel Use Monitoring Methods during the 2019-2020 period, in accordance with GACAR part 157, Subpart C, 157.23 (a)(1).
b. This will form part of its initial Emissions Monitoring Plan which is to be submitted by the airplane operator to GACA.
c. If the airplane operator's Emissions Monitoring Plan is determined to be incomplete and/or inconsistent with an eligible Fuel Use Monitoring Method, GACA will approve a different eligible Fuel Use Monitoring Method within the Emissions Monitoring Plan.
d. In accordance with GACAR part 157, Subpart C, 157.23 (a)(1), an airplane operator with estimated annual \(\mathrm{CO}_{2}\) emissions from international flights greater than or equal to the threshold of 500,000 tons in the 2019-2020 period is to use a Fuel Use Monitoring Method as described in Appendix B. If an airplane operator already uses a Fuel Use Monitoring Method, then this could be used to calculate its annual \(\mathrm{CO}_{2}\) emissions within the scope of applicability of GACAR part 157, Subpart C, and thus determine its eligibility for using Fuel Use Monitoring Methods.
f. If the airplane operator estimated annual \( CO_{2} \) emissions from international flights is less than 500,000 tons, then it may elect to use the ICAO CORSIA \( CO_{2} \) Estimation and Reporting Tool (CERT) as described in Appendix B. The airplane operator will demonstrate its eligibility by estimating its annual \( CO_{2} \) emissions from international flights for the year 2019, based on data from the 2017-2018 period.
g. If the airplane operator's annual \(\mathrm{CO}_{2}\) emissions from international flights increases above the threshold of 500,000 tons in 2019, the airplane operator must request approval from the President to continue to use the monitoring method chosen during 2020.
h. A full continuous 12 months of data within the 2017-2018 period can be seen as a reasonable proxy for an estimate of \(2019\mathrm{CO}_{2}\) emissions. However, if the airplane operator does not have a full year of data, or expects that its traffic and emissions will change significantly in 2019, it should take that into account.
i. In the absence of monitored and reported fuel use and/or \( CO_{2} \) emissions between 1 July 2017 and 30 June 2018, the airplane operator could use the following processes to estimate its annual \( CO_{2} \) emissions within the scope of applicability of GACAR part 157, Subpart C, and thus determine its eligibility for using Fuel
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EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
Use Monitoring Methods:
(1) Estimate its annual CO2 emissions by collecting and totaling fuel invoices; or
(2) Use the ICAO CORSIA CERT, as described in Appendix B, to estimate its annual \( CO_{2} \) emissions.
Figure 2-2: Determination of eligible Fuel Use Monitoring Methods during the 2019-2020 period
ii.2021-2035 period
a. The eligibility threshold for using the ICAO CORSIA CO₂ Estimation and Reporting Tool (CERT), as defined in GACAR 157 Appendix C, is different for the 2019-2020 period and subsequent compliance periods. An airplane operator may need to reassess whether it is eligible to use the ICAO CORSIA CERT
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tool using the following processes.
(1) The airplane operator, with annual \( CO_{2} \) emissions from international flights subject to offsetting requirements of greater than or equal to 50,000 tons, must use a Fuel Use Monitoring Method for these flights. For international flights not subject to offsetting requirements, the airplane operator must use either a Fuel Use Monitoring Method, or the ICAO CORSIA \( CO_{2} \) Estimation and Reporting Tool (CERT).
(2) The airplane operator, with annual \( CO_{2} \) emissions from international flights subject to offsetting requirements of less than 50,000 tons, must use either a Fuel Use Monitoring Method or the ICAO CORSIA \( CO_{2} \) Estimation and Reporting Tool (CERT).
(3) If the airplane operator's annual CO\(_2\) emissions from international flights subject to offsetting requirements increases above the threshold of 50,000 tons in a given year (y), and also in year (y+1), the airplane operator must submit an updated Emissions Monitoring Plan by 30 September of year (y + 2). The airplane operator must change to a Fuel Use Monitoring Method on 1 January of year (y+3).
(4) If the airplane operator's annual CO\(_2\) emissions from international flights subject to offsetting requirements decreases below the threshold of 50,000 tons in a given year (y), and also in year (y+1), the airplane operator may change monitoring method on 1 January of year (y+3). If the airplane operator chooses to change its monitoring method, it must submit an updated Emissions Monitoring Plan by 30 September of year (y + 2).
(5) If the airplane operator used the ICAO CORSIA CERT for the 2019-2020 period, but has now determined that its emissions from international flights subject to offsetting requirements exceed 50,000 tons for the 2021-2023 period, then this will constitute a material change requiring the Emissions Monitoring Plan to be updated accordingly and resubmitted to GACA to for re-approval.
b. Following the provision of information contained in the ICAO document entitled “CORSIA States for Chapter 3 State Pairs” that is available on the ICAO CORSIA website:
(1) Using reported CO2 emissions from 2019 (seen as a reasonable proxy for an estimate for 2021 data), determine the annual emissions from State pairs subject to offsetting requirements from 2021.
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EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
However, if the airplane operator expects that its traffic and emissions will change significantly in 2021, then it should take that into account and anticipate a potential change in its eligibility to use either a Fuel Use Monitoring Method or the ICAO CORSIA CERT;
(2) Estimate annual \( CO_{2} \) emissions by collecting and totaling fuel invoices from international flights on State pairs subject to offsetting requirements according to the first-order estimation methodology as described below; or
(3) Use the ICAO CORSIA CERT to estimate its annual \( CO_{2} \) emissions from State pairs subject to offsetting requirements.
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EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
Figure 2-3: Determination of eligible Fuel Use Monitoring Methods during the compliance periods (2021-2035)
iii. First-order estimation methodology for determining applicability scope of CORSIA and eligibility of use of simplified compliance procedures
c. Figure 3-4 presents an overview of a decision tree for an airplane operator to determine whether it is outside the applicability scope of CORSIA and therefore has no compliance requirements, or if not, whether they are eligible to use the ICAO CORSIA CERT.
d. The decision starts with gathering fuel use for all international flights of the airplane operator. Alternatively, an airplane operator can also choose to use the ICAO CORSIA CERT directly.
Figure 2-4. Overview of a decision tree for operators to determine whether they are outside the
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applicability scope of CORSIA
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iv. Threshold of annual \( CO_{2} \) emissions from international flights of 10,000 tons an airplane operator could use the following methods to determine whether its annual \( CO_{2} \) emissions from international flights are less than or equal to 10,000 tons:
e. Using fuel invoice information, assess whether the airplane operator has used less than 4 million liters of aviation fuel on international flights (any flight regardless of whether it is in the scope of applicability) in the past year. If so, the Airplane operator would probably be outside the applicability scope of CORSIA;
f. If fuel invoice information identifies that annual consumption is close to 4 million liters – either above or below – and it is not completely certain that fuel use is below this threshold, the airplane operator should consider using the ICAO CORSIA CERT (enter data on all international flights) to confirm whether or not emissions from international are above the annual 10,000-ton threshold;
g. A full continuous 12 months' data within the 2017-2018 period can be seen as a reasonable proxy for an estimate of \(2019\mathrm{CO}_{2}\) emissions. However, if the airplane operator does not have a full year of data or expects that its traffic and emissions will change significantly it should take that into account;
h. In the absence of any fuel invoice information, an airplane operator may use the ICAO CORSIA CERT to determine if it is above or below the 10,000-ton threshold of annual \(\mathrm{CO}_{2}\) emissions from international flights.
v. Threshold for determining eligibility of use of the ICAO CORSIA CERT during the 2019-2020 period
i. The 500,000-ton threshold is used to determine whether an airplane operator is eligible to use the ICAO CORSIA CERT during the 2019-2020 period. An airplane operator could use the following methods to determine whether its annual \(\mathrm{CO}_{2}\) emissions from international flights fall below the threshold of 500,000 tons:
(4) Using fuel invoice information from an appropriate one-year period to assess whether the airplane operator has used more than 200 million liters of fuel per year on all international flights;
(5) If fuel invoice information identifies that annual consumption is within the region of 200 million liters, and the airplane operator is not completely certain that its emissions are under or over the threshold, the airplane operator should consider using the ICAO CORSIA CERT (enter data on all international flights) to confirm whether or not emissions from international flights fall above or below the emissions threshold;
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(6) In the absence of any fuel invoice information, an airplane operator may use the ICAO CORSIA CERT, to determine if its emissions are above or below the threshold.
vi. Threshold for determining eligibility of use of the ICAO CORSIA CERT during the 2021-2035 period
j. The 50,000-ton threshold is used to determine whether an airplane operator is eligible to use the ICAO CORSIA CERT during the 2021-2035 period. An airplane operator should use the following methods to determine whether its annual \(\mathrm{CO}_{2}\) emissions from international flights subject to offsetting requirements, fall below the threshold of 50,000 tons:
(7) An airplane operator should identify international flights based on State of origin and destination;
(8) Using fuel invoice information from an appropriate one-year period to assess whether the airplane operator has used more than 20 million liters of aviation fuel per year on international flights subject to offsetting requirements. If so, the airplane operator should use a Fuel Use Monitoring Method;
(9) If fuel invoice information identifies that annual consumption is within the region of the 20 million liters, and the airplane operator is not completely certain that emissions fall above or below the threshold, the airplane operator should consider using the ICAO CORSIA CERT by entering information on international flights subject to offsetting requirements to confirm whether or not emissions fall above or below this threshold;
(10) In the absence of any fuel invoice information, an airplane operator may use the ICAO CORSIA CERT to determine if its emissions are below the emissions threshold. Where an airplane operator has an approved Emissions Monitoring Plan, the Fuel Use Monitoring Method stated in the Emissions Monitoring Plan should be used to determine whether flight emissions fall below this threshold. This will generally be determined from their on-going monitoring and reporting requirements.
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17.2.2.2. Fuel Density
a. Measurement of fuel density is a well-established and important procedure within the fuel delivery and quality assurance process. It is systematically measured and recorded throughout the value chain - from supplier, to tank farm operator, to fueling agent and finally to airplane operator. However, the level of data on fuel density at an airplane operator level will vary depending on their own requirements and procedures. This section provides information on these key stages of the fuel delivery chain and how data on fuel density is measured and ‘transferred’ from one stakeholder to another.
vii. Calculation of \( CO_{2} \) emissions from airplane fuel use
a. The airplane operator must apply a fuel density value to calculate fuel mass where the amount of fuel uplift is determined in units of volume.
b. The airplane operator must record the fuel density (which may be an actual or a standard value of 0.8 kg per liter) that is used for operational and safety reasons (e.g., in an operational, flight or technical log). The procedure for informing the use of actual or standard density must be detailed in the Emissions Monitoring Plan along with a reference to the relevant Airplane operator documentation.
c. The airplane operator using a Fuel Use Monitoring Method, as defined in Appendix A, must determine the \( CO_{2} \) emissions from international flights using the following equation:
\[
C O _ {2} = \Sigma M _ {f} * F C F _ {f}
\]
where:
\[
\mathrm{CO} _ {2} = \mathrm{CO} _ {2} \text { emissions (in tons) };
\]
\[
\mathrm{M} _ {\mathrm{f}} = \text { Mass of fuel f used (in tons); and }
\]
\(\mathrm{FCF_f} = \text{Fuel conversion factor of given fuel f, equal to 3.16 (in kg CO}_2/\mathrm{kg fuel)}\) for Jet-A fuel / Jet-A1 fuel and 3.10 (in kg CO\(_2\)/kg fuel) for AvGas or Jet-B fuel.
Note. – For the purpose of calculating \( CO_{2} \) emissions the mass of fuel used includes all aviation fuels.
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Figure 3-5. Process of monitoring and collecting fuel density
17.2.2.3. Tank farm operator
a. The tank farm operator is responsible for maintaining the fuel storage system and dispatch of fuel for the aerodrome;
b. Fuel density is physically measured by the tank farm operator as part of fuel dispatch quality assurance checks. This is done for every fuel batch and likely to be at least once a day. The tank farm operator follows guidance from the Joint Inspection Group[1] using international standardized methods to measure density;
c. The density information is then recorded and passed to fueling agent/other stakeholders, as part of the fuel dispatch certification.
17.2.2.4. Fueling agent
a. The fueling agent is responsible for uplifting/delivering fuel to the airplane;
b. Fueling agents require fuel density information as part of fueling activity/conversion calculations and is provided to airplane operator for their records;
c. Density information is provided to fueling agent directly from tank farm operator.
17.2.2.5. Airplane operator
a. At the airplane operator level, fuel density data is captured through existing flight on-board systems to Airplane operator post flight systems supported by various flight paperwork on a flight by flight level;
b. The level at which airplane operator records fuel density information varies in terms of their individual process and procedures.
17.2.2.6. Fuel Use Monitoring Method
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a. The airplane operator, with the exception of an airplane operator eligible to use the ICAO CORSIA CO2 Estimation and Reporting Tool (CERT), must choose from the following fuel use monitoring methods:
(1)Method A;
(2)Method B;
(3)Block-off / Block-on;
(4)Fuel Uplift; or
(5)Fuel Allocation with Block Hour.
b. These methods are defined in Appendix B
The chosen method is to be defined in the Emissions Monitoring Plan and approved by the President prior to the monitoring period. The chosen monitoring method will be applied for the whole compliance period. Any changes to the Fuel Use Monitoring Method require a resubmission to and re-approval by the President for the next compliance period.
[1]The world-leading organization for the development of aviation fuel supply standards covering the entire supply chain for Aviation Fuels.
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17.2.2.7.Monitoring CORSIA eligible fuels clams
a. If the airplane operator cannot demonstrate the compliance of the CORSIA eligible fuel with the CORSIA Sustainability Criteria, then it must not be accounted for as CORSIA eligible fuel. The CORSIA eligible fuels purchased by a particular air operator may not be physically used in its airplane, and it will not be feasible to determine the specific CORSIA eligible fuel content at the point of uplift in an airplane. Claims of emissions reductions from the use of CORSIA eligible fuels by an airplane operator are based on mass of CORSIA eligible fuels according to purchasing and blending records.
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EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
CHAPTER 3: CO₂ EMISSIONS ESTIMATION AND REPORTING METHODS AND TOOLS
17.3.1. Introduction
a. The procedures specified in this chapter are concerned with the estimation of \( CO_{2} \) emissions by an airplane operator for the purposes of monitoring \( CO_{2} \) emissions and filling data gaps. The methods and tools proposed are representative of most accurate established practices.
17.3.2. ICAO CORSIA CO₂ Estimation and Reporting Tool (CERT)
a. Use of the ICAO CORSIA CERT (Appendix C) for complying with monitoring and reporting requirements. The ICAO CORSIA CERT is developed for and made available to airplane operators to support the monitoring and reporting of their \( CO_{2} \) emissions. The CERT supports airplane operators in fulfilling their monitoring and reporting requirements by populating the standardized Emissions Monitoring Plan and Emissions Report templates provided in Appendix C. This support includes:
(1) Assessing its eligibility to use the CERT in support of their Emissions Monitoring Plan (e.g., \( CO_{2} \) emissions threshold requirements);
(2) Assessing whether or not it is within the applicability scope of GACAR part 157, Subpart C MRV requirements; and
(3) Filling any \( CO_{2} \) emissions data gaps.
b. The airplane operator may use CERT according to the eligibility criteria as described in GACAR part 157, Subpart C.
C. The airplane operator may use either the (1) Block Time input method or (2) the Great Circle Distance input method to enter the necessary information into CERT.
d. The airplane operator using the Block Time input method will collect the following data and must enter
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it into CERT to estimate its \( CO_{2} \) emissions during the compliance year:
(1) ICAO aircraft type - model designator;
(2) Origin aerodrome ICAO Designator;
(3) Destination aerodrome ICAO Designator;
(4) Block time (in hours);
(5)Number of flights;
(6)Date (optional); and
(7) Flight ID (optional).
e. The airplane operator using the Great Circle Distance input method will collect the following data and must enter it into CERT to estimate its \( CO_{2} \) emissions during the compliance year:
(1) ICAO aircraft model - type designator;
(2) Origin aerodrome;
(3) Destination aerodrome;
(4) Number of flights;
(5) Date (optional); and
(6) Flight ID (optional).
f. CERT will automatically compute Great Circle Distance based on the origin aerodrome and destination aerodrome.
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EBOOK VOLUME 17. CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION (CORSIA)
CHAPTER 4: EMISSIONS MONITORING PLAN
17.4.1. Introduction and Material Changes
a. The airplane operator must submit an Emissions Monitoring Plan, which is required to be approved by the President.
b. The airplane operator must resubmit the Emissions Monitoring Plan to GACA for approval if a material change is made to the information contained within the Emissions Monitoring Plan (i.e., a change to the information presented in the plan that would affect the status or eligibility of the airplane operator for an option under the emissions monitoring requirements, or that would otherwise affect the decision by GACA with regard to whether the airplane operator's approach to monitoring conforms with the requirements).
c. The airplane operator must also inform GACA of changes that would affect GACA's oversight (e.g., change in corporate name or address), even if the changes do not fall within the definition of a material change.
d. If the airplane operator's Emissions Monitoring Plan is determined to be incomplete and/or inconsistent with the Emissions Monitoring Plan requirements in Appendix C, GACA will engage with the airplane operator to resolve outstanding issues. This may involve returning the Emissions Monitoring Plan to the airplane operator along with an explanation as to why the plan was found deficient, or a request for further information.
17.4.2. Content of Emissions Monitoring Plans
17.4.2.1. Airplane operator identification
a. Name and address of the airplane operator with legal responsibility.
b. Information for attributing the airplane operator to a State:
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(1) ICAO Designator: ICAO Designator(s) used for air traffic control purposes, as listed in Doc 8585 — Designators for Aircraft Operating Agencies, Aeronautical Authorities and Services.
(2) Air operator certificate: If the airplane operator does not have an ICAO Designator, then a copy of the air operator certificate.
(3) Place of registration: If the airplane operator does not have an ICAO Designator or an air operator certificate, then the airplane operator's place of registration.
Figure 4-1 Process for attribution of an Airplane operator to a State
c. Details of ownership structure relative to any other airplane operators with international flights including identification of whether the airplane operator is a parent company to other airplane operators with international flights a subsidiary of another airplane operator(s) with international flights and/or has
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a parent and or subsidiaries that are airplane operators with international flights.
d. If the airplane operator in a parent-subsidiary relationship seeks to be considered a single airplane operator for purposes of GACAR part 157, then confirmation must be provided that the parent and subsidiary(ies) are attributed KSA and that the subsidiary(ies) are wholly-owned by the parent.
e. Contact information for the person within the airplane operator's company who is responsible for the Emissions Monitoring Plan.
f. Description of the airplane operator's activities (e.g. scheduled/non-scheduled, passenger/cargo/executive, and geographic scope of operations).
17.4.2.2. Fleet and operations data
a. List of the airplane types and type of fuel (e.g. Jet-A, Jet-A1, Jet-B, AvGas) used in airplanes operated for international flights at the time of submission of the Emissions Monitoring Plan, recognizing that there may be changes over time. The list must include:
(1) Airplane types with a maximum certificated take-off mass of 5,700 kg or greater and the number of airplane per type, including owned and leased airplanes;
Note 1. —Airplane types are contained in Doc 8643 — Aircraft Type Designators.
Note 2. —The airplane operator using the ICAO CORSIA CO \( _{2} \) Estimation and Reporting Tool (CERT) could use the functionality of the CERT to identify applicable airplane types.
(2) Type of fuel(s) used by the airplanes (e.g., Jet-A, Jet-A1, Jet-B, AvGas).
Note 3. —The airplane operator using the ICAO CORSIA CO \( _{2} \) Estimation and Reporting Tool (CERT) does not need to specify the type of fuel used by airplanes.
b. Information used for attributing international flights to the airplane operator:
(1) ICAO Designator: List of the ICAO Designator(s) used in Item 7 of the airplane operator's flight plans.
(2) Registration marks: If the airplane operator does not have an ICAO Designator, then a list of the nationality or common mark, and registration mark of airplanes that are explicitly stated in the air operator certificate (or equivalent) and used in Item 7 of the airplane operator's flight plans.
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c. Procedures on how changes in the airplane fleet and fuel used will be tracked, and subsequently integrated in the Emissions Monitoring Plan.
d. Procedures on how the specific flights of an airplane will be tracked to ensure completeness of monitoring.
e. Procedures for determining which airplane flights meet the definition of international flights and are therefore subject to the GACAR part 157, Subpart C requirements.
Note. —The airplane operator using the ICAO CORSIA CO \( _{2} \) Estimation and Reporting Tool (CERT) could use the functionality of the CERT to identify international flights as long as all flights (i.e., domestic and international) conducted during the reporting year are entered as input into the tool.
t of States to where the airplane operator operates international flights at the time of initial submission of the Emissions Monitoring Plan.
Note. —The airplane operator using the estimation functionality of the ICAO CORSIA CO \( _{2} \) Estimation and Reporting Tool (CERT) to assess its eligibility to use the CERT could use the output of the tool (i.e., list of States) as input to the Emissions Monitoring Plan submission.
'ocedures for determining which international airplane flights are subject to GACAR part 157, Subpart D requirements.
—The airplane operator using the ICAO CORSIA CO \( _{2} \) Estimation and Reporting Tool (CERT) could use the functionality of the CERT to identify flights subject to offsetting requirements in accordance with GACAR part 157, Subpart D, 157.33, in a given year of compliance as long as the Airplane operator uses the correct version (i.e., year of compliance) of the CERT.
ocedures for identifying domestic flights and/or humanitarian, medical or firefighting international flights that would not be subject to GACAR part 157, Subpart C requirements.
17.4.2.3. Methods and means of calculating emissions from international flights
i. Methods and means for establishing the average emissions during the 2019-2020 period
a. If the airplane operator meets the eligibility criteria and chooses to use the ICAO CORSIA CO \( _{2} \) Estimation and Reporting Tool (CERT) then the following information must be provided:
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(1) An estimate of \( CO_{2} \) emissions for all international flights for 2019 with supporting information on how the estimation was calculated.(2) The type of input method used in the ICAO CORSIA \( CO_{2} \) Estimation and Reporting Tool (CERT):
- Great Circle Distance input method; or
- Block Time input method.
b. If the airplane operator meets the eligibility criteria in Section 2.1, or chooses to use a Fuel Use Monitoring method, then the following information must be provided:
(1) The Fuel Use Monitoring Method that will be used:
- Method A;
- Method B;
- Block-off / Block-on;
- Fuel Uplift; or
- Fuel Allocation with Block Hour.
(2) If different Fuel Use Monitoring Methods are to be used for different airplane types, then the airplane operator must specify which method applies to which airplane type;
(3) Information on the procedures for determining and recording fuel density values (standard or actual) as used for operational and safety reasons and a reference to the relevant airplane operator documentation; and
(4) The systems and procedures to monitor fuel consumption in both owned and leased airplane. If the airplane operator has chosen the Fuel Allocation with Block Hour method, information is provided on the systems and procedures used to establish the average fuel burn ratios as described in Appendix B.
c. If the airplane operator is in a parent-subsidiary relationship and seeks to be considered as a single airplane operator for purposes of GACAR part 157, then it must provide the procedures that will be used for maintaining records of fuel used and emissions monitored during the 2019-2020 period of the various corporate entities. This must be used to establish individual average emissions during the 2019-2020 period for the parent and subsidiary (or subsidiaries).
ii. Methods and means for emissions monitoring and compliance on or after 1 January 2021
a. If the airplane operator has international flights that are not subject to offsetting requirements as defined in GACAR part 157, Subpart D, 157.33, then it must confirm whether it plans to use the ICAO CORSIA CO \( _{2} \) Estimation and Reporting Tool (CERT) or the Fuel Use Monitoring Methods.
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b. If the airplane operator meets the eligibility criteria in Section 2.1, and it chooses to use the ICAO CORSIA CO \( _{2} \) Estimation and Reporting Tool (CERT) then the following information must be provided:
(1) An estimate of \( CO_{2} \) emissions for all international flights subject to offsetting requirements for the year before the emissions monitoring is to occur (for example, an estimate of such emissions for 2020 for monitoring in 2021), as well as information on how the fuel use and \( CO_{2} \) estimation was calculated.
(2) The type of input method used in the ICAO CORSIA CO \( _{2} \) Estimation and Reporting Tool (CERT):
- Great Circle Distance input method; or
- Block Time input method.
c. If the airplane operator meets the eligibility criteria in Section 2.1, or chooses to use a Fuel Use Monitoring method, then the following information must be provided:
(1) The Fuel Use Monitoring Method that will be used:
- Method A;
- Method B;
- Block-off / Block-on;
- Fuel Uplift; or
- Fuel Allocation with Block Hour.
(2) If different Fuel Use Monitoring Methods are to be used for different airplane types, then the airplane operator must specify which method applies to which airplane type;
(3) Information on the procedures for determining and recording fuel density values (standard or actual) as used for operational and safety reasons and a reference to the relevant Airplane operator documentation; and
(4) The systems and procedures to monitor fuel consumption in both owned and leased airplane. If the airplane operator has chosen the Fuel Allocation with Block Hour method, information must be provided on the systems and procedures used to establish the average fuel burn ratios.
d. If the airplane operator is using a Fuel Use Monitoring Method, it must state whether it plans to use CERT for international flights that are subject to emissions monitoring but not offsetting requirements. If so, the airplane operators must also state which input method into CERT is being used (i.e., Great Circle Distance input method or Block Time input method).
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17.4.2.4.Data management,data flow and control
a. The airplane operator must provide the following information:
(1) Roles, responsibilities and procedures on data management;
(2) Procedures to handle data gaps and erroneous data values, including:
i. Secondary data reference sources which would be used as an alternative;
ii. Alternative method in case the secondary data reference source is not available; and
iii. For those airplane operators using a Fuel Use Monitoring Method, information on systems and procedures for identifying data gaps and for assessing whether the 5 per cent threshold for significant data gaps has been reached.
(3) Documentation and record keeping plan;
(4) Assessment of the risks associated with the data management processes and means for addressing significant risks;
(5) Procedures for making revisions to the Emissions Monitoring Plan and resubmitting relevant portions to the State when there are material changes;
(6) Procedures for providing notice in the Emissions Report of non-material changes that require the attention of the State; and
17.4.3. Approval of the emission monitoring plan
a. Following submission of the Emissions Monitoring Plan by the airplane operator, GACA will approve it, or return the Emissions Monitoring Plan for additional questions and clarifications before final approval.
b. Prior to the 2019-2020 period, GACA will aim to approve the airplane operator's Emissions Monitoring Plan and associated Fuel Use Monitoring Method according to the eligibility criteria in
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GACAR 157, § 157.23 while taking into account the following:
c. Airplane operators with annual emissions from international flights, as described in GACAR 157, § 157.11 and § 157.21, of less than 500 000 tons may use the ICAO CORSIA CERT;
d. If an airplane operator can reasonably be expected to have the capability to implement a Fuel Use Monitoring Method as described in Appendix B, and is expected to have annual \( CO_{2} \) emissions greater than 500,000 tons during the first compliance period, GACA will not approve the airplane operator to use the ICAO CORSIA CERT;
e. If an airplane operator has annual \( CO_{2} \) emissions greater than or equal to 500 000 tons, but is expected to have annual \( CO_{2} \) emissions lower than 500,000 tons during the first compliance period, GACA may choose to approve its use of the ICAO CORSIA CERT.
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