| Emissions per kg of fuel burnt | |
| fuel = Kerosene | |
| Emission type | Emission |
|---|---|
| CO2 | 3.15 kga |
| H2O | 1.237 kga |
| SOx | 0.00084 kgb |
| 0.000114 kgc | |
| NOx | 0.0148 kgd |
| HC | 0.00032 kgd |
| CO | 0.00325 kgd |
| PM volatile | 0.000092 kgd |
| a Source 1 | |
| b assuming 440 ppm, Source 2 | |
| c assuming 600 ppm, Source 2 | |
| d Source 3 | |
| Source 1: EUROCONTROL (2018) European Aviation Fuel Burn and Emissions Inventory System for the European Environment Agency | |
| Source 2: MIT (2010) Laboratory for aviation and the environment – Guidance on the use of AEDT for gridded aircraft emissions in atmospheric models | |
| Source 3: EUROCONTROL, EASA, EU (2022) European Aviation Environmental Report, EU27+FTA aviation emissions for year 2021 | |
7 Amount of emissions released by fuel burn
7.1 EUROCONTROL recommended values
This input represents the amount of emissions produced by combustion of aviation fuel (i.e. Kerosene), focusing on the main types of pollutants.
The Committee on Aviation Environmental Protection (CAEP), a technical committee of the ICAO Council, recommends the use a conversion factor of 3.16 g of CO2per gram of Jet A. The 3.16 value can be found in ICAO Doc 9889, 1st edition, 2011, and other documents.
However, in Europe, as early as 2009, Commission Decision 2009/339/EC indicated an emission factor of 3.15 for the mass conversion from Jet A to CO2 for the period after January 2021.
In view of the above, emission factor 3.15 should continue to be used in SESAR activities, for the sake of internal consistency within the programme, unless the EU ETS decides to move to 3.16. Emission factor 3.16 should be used when the evaluation concerns comparisons with studies carried out within the ICAO framework or using the factor recommended by ICAO, in order to ensure external consistency.1
7.2 Other possible sources
European Aviation Environmental Report [1]
The 2025 edition shows that the aviation sector is continuously taking steps to address its impacts on the environment and climate. The report offers a comprehensive overview on the past and forecasted environmental performance of the aviation sector at the European level. It has been compiled by the European Union Aviation Safety Agency (EASA) with support from a Steering Group comprising the European Commission, European Environment Agency (EEA) and EUROCONTROL.
European Environment Agency (2023), EMEP2/EEA air pollutant emission inventory guidebook 2023 [2]
Provides values for emission factors and fuel consumption in different phases of flight – including taxiing – for different aircraft types, using three different levels of accuracy and complexity, in section 1.A.3.a of the document.
ICAO Aircraft Engine Emissions Databank
Available on the EASA website, this source contains information on exhaust emissions of production aircraft engines, covering engine types whose emissions are regulated, namely turbojet and turbofan engines with a static thrust greater than 26.7 kilonewtons.
Swiss Federal Office of Civil Aviation, Aircraft Engine Emissions [3]
Presents a measurement and calculation methodology for aircraft piston engine emissions in order to improve aviation emission inventories, as developed by FOCA.
Swedish Defence Research Agency [4]
Holds a database of emission indices of NOx, HC, and CO, with corresponding fuel flows for turboprop engines.
7.3 When to use the input?
This input is recommended for a wide use in assessments that focus on the assessment of environmental impact from the burning of fuel at any stage of the flight.
7.5 References
[1]
EASA, “European Aviation Environmental Report 2025,” Jan. 2025 [Online]. Available: https://www.eurocontrol.int/publication/european-aviation-environmental-report-2025
[2]
European Environment Agency, “EMEP/EEA air pollutant emission inventory guidebook 2023,” 2023.
[3]
Swiss Federal Office of Civil Aviation, “Aircraft Engine Emissions.”
[4]
Swedish Defence Research Agency, “The Environmental Impact of Aircraft.”