< Previous (ix) ACRONYMS AND ABBREVIATIONS Acronym or abbreviation Meaning Unit ACARS Aircraft Communications Addressing and Reporting System AOC Air operator certificate AP Administrative partnership APU Auxiliary power unit ATC Air traffic control BAAP Bilateral agreement on an administrative partnership CERT CO2 Estimation and Reporting Tool CO2 Carbon dioxide tonne CO2e Carbon dioxide equivalent tonne COA Capacity obtaining authority CORSIA Carbon Offsetting and Reduction Scheme for International Aviation CPA Capacity providing authority ETM Environmental Technical Manual GHG Greenhouse gases IAF International Accreditation Forum ICAO International Civil Aviation Organization IEC International Electrotechnical Commission ISO International Organization for Standardization IT Information technology LDCs Least Developed Countries LLDCs Landlocked Developing Countries MJ Megajoule MJ MRV Monitoring, Reporting and Verification MTOM Maximum certificated take-off mass kg NAB National accreditation body NM Nautical mile NM OFP Operational flight plan OGF Aeroplane operator’s Growth Factor Per cent RTK Revenue Tonne Kilometres tonne*km (x) Environmental Technical Manual Acronym or abbreviation Meaning Unit SGF Sector’s Growth Factor Per cent SIDS Small Island Developing States ______________________ 1-1 Chapter 1 INTRODUCTION 1.1 PURPOSE The aim of this manual is to promote uniformity of implementation of the technical procedures of Annex 16 — Environmental Protection, Volume IV — Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) by providing: (1) guidance to States, aeroplane operators, verification bodies and other interested parties regarding the intended meaning of the Standards in the current edition of the Volume; (2) guidance on specific methods that are deemed acceptable in demonstrating compliance with those Standards; and (3) equivalent procedures that may be used in lieu of the procedures specified in Annex 16, Volume IV. 1.2 DOCUMENT STRUCTURE Chapter 1 provides general information regarding the use of this manual. Chapter 2 provides general guidelines on the interpretation of Annex 16, Volume IV. Chapter 3 presents guidelines for the monitoring, reporting and verification processes. Chapter 4 provides guidelines on the calculation of CO2 offsetting requirements and provides several practical illustrative examples. Chapter 5 includes potential content for an administrative partnership between States. Appendix 1 provides templates of the Emissions Monitoring Plan, the Emissions Report and the CORSIA eligible fuels supplementary information to the Emissions Report. Guidance is provided in the form of equivalent procedures and explanatory information. 1.3 EQUIVALENT PROCEDURES An equivalent procedure is a procedure which differs from the one specified in Annex 16, Volume IV but, in the judgement of the State, yields effectively the same result. The procedures described in Annex 16, Volume IV must be used unless an equivalent procedure is approved by the State. Equivalent procedures should not be considered as limited only to those described herein, as this manual will be expanded as new equivalent procedures are developed. Also, their presentation does not infer limitation of their application or commitment by States to their further use. The use of equivalent procedures may be requested by applicants for many reasons, including: a) to make use of previously acquired or existing data; and b) to minimize the costs of demonstrating compliance with the requirements of Annex 16, Volume IV. 1-2 Environmental Technical Manual 1.4 EXPLANATORY INFORMATION Explanatory information has the following purpose: a) explains the intent of the Annex 16, Volume IV Standards and Recommended Practices; b) summarizes the current policies of States regarding compliance with the Annex; and c) provides information on critical issues concerning approval of an aeroplane operator’s compliance methodology proposals. 1.5 CONVERSION OF UNITS Conversions of some non-critical numerical values between U.S. Customary (English) and SI units are shown in the context of acceptable approximations. 1.6 REFERENCES Unless otherwise specified, references throughout this document to “the Volume” relate to Annex 16 — Environmental Protection to the Convention on International Civil Aviation, Volume IV — Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA), First Edition. References to sections of this manual are defined only by the section number to which they refer. ______________________ 2-1 Chapter 2 GENERAL GUIDELINES Note. — The development of the Volume was based on the principles of consistency, completeness, comparability, transparency, accuracy, integrity of methodology, confidentiality and cost effectiveness. 2.1 APPLICABILITY OF MONITORING, REPORTING AND VERIFICATION OF ANNUAL CO2 EMISSIONS FROM AN AEROPLANE OPERATOR The applicability scope of the MRV requirements in Annex 16, Volume IV, Part II, Chapter 2, 2.1.1 is defined according to various criteria. “The Standards and Recommended Practices of this Chapter shall be applicable to an aeroplane operator that produces annual CO2 emissions greater than 10 000 tonnes from the use of an aeroplane(s) with a maximum certificated take-off mass greater than 5 700 kg conducting international flights, as defined in 1.1.2, on or after 1 January 2019, with the exception of humanitarian, medical and firefighting flights.” There are also specific aircraft categories which do not fall within the applicability scope, and specific requirements associated with new entrants. The explanatory information below provides further guidance on these definitions and criteria. 2.1.1 International flights For the purpose of Annex 16, Volume IV, 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. Flights within a State, or between a State and one of its territories, or between the territories of a State, are considered as domestic flights and are therefore not within the scope of applicability of Annex 16, Volume IV (see Figure 2-1). 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 Annex 16, Volume IV. 2-2 Environmental Technical Manual Figure 2-1. International flights as defined in Annex 16, Volume IV Note. — International flights are defined regardless of the State of registration of the aeroplane conducting the flight, or the State to which the aeroplane operator has been attributed. When considering whether a flight is international or domestic, an aeroplane operator and a State should use Doc 7910 — Location Indicators, which contains a list of aerodromes and the State or overseas territory to 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 it is recommended that the State provides this feedback to ICAO in order to support future updates. 2.1.2 Aeroplane with a maximum certificated take-off mass of greater than 5 700 kg The “Maximum certificated take-off mass” is defined as “The maximum permissible take-off mass of the aeroplane according to the certificate of airworthiness, the flight manual or other official documents”. The maximum certificated take-off mass is a limitation associated with an individual aeroplane serial number. Volume IV. Procedures for demonstrating compliance with the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) Chapter 2 2-3 2.1.3 Aeroplane operator with annual CO2 emissions greater than 10 000 tonnes An aeroplane operator should assess whether its annual CO2 emissions from international flights, as defined in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2 and Chapter 2, 2.1, are above the threshold of 10 000 tonnes. If above this threshold, then the aeroplane operator must engage with the State to which it has been attributed. If an aeroplane operator is close to the threshold, it should consider engaging with its State for guidance. It may also choose to engage with its State and declare that its annual CO2 emissions are not above the threshold. A State should carry out oversight of aeroplane operators attributed to it according to the approach in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2 and 1.1.3, and engage with any that it considers may be close to or above the annual CO2 emissions threshold. 2.1.4 Aeroplane flight categories not within the applicability scope of the MRV requirements The following aeroplane flight categories are not considered to be within the applicability scope of Annex 16, Volume IV: Military and State aeroplane flights The Chicago Convention relates to international civil aviation and therefore does not cover military operations. Article 3 of the Chicago Convention also states that it is not applicable to State aeroplane and provides some examples (see below), but this can also include specific flights carrying official government representatives: “a) This Convention shall be applicable only to civil aircraft, and shall not be applicable to state aircraft. b) Aircraft used in military, customs and police services shall be deemed to be state aircraft.” The aeroplane operator should provide evidence to the State to which it has been attributed to prove that an operation was a military or State aeroplane flight. 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 Air Navigation Services — Air Traffic Management. If Item 18 (other information) of the flight plan is marked “STS/STATE”, then it is considered to be a flight engaged in military, customs or police services according to Doc 4444. If Item 18 (other information) of the flight plan is marked “STS/HEAD”, then it is considered to be a flight with Head of State status according to Doc 4444 and as such assimilated to a State aeroplane. 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 to be a military flight. 2-4 Environmental Technical Manual Humanitarian, medical and firefighting flights The aeroplane operator should provide evidence to the State to prove that a flight was a humanitarian, medical or firefighting flight. For example, if Item 18 (other information) of the flight plan should be marked: a) “STS/HUM” then it should be considered a humanitarian flight according to Doc 4444; b) “STS/HOSP” then it should be considered a medical flight declared by medical authorities according to Doc 4444; c) “STS/MEDEVAC” then it should be considered a life critical medical emergency evacuation flight according to Doc 4444; or d) “STS/FFR” then it should be considered a firefighting flight according to Doc 4444. 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 aeroplane and it can be proven that such flight(s) were part of the related humanitarian, medical or firefighting operation. 2.1.5 New entrants Assembly Resolution A39-3 includes the definition of a "new entrant", which states that an aeroplane 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 aeroplane operator”. The following conditions should be checked to determine whether or not an activity, understood to mean the operation of one or more flights on a specific State pair as identified by the departing and arriving aerodrome pairs, of a potential new entrant aeroplane operator would be deemed the continuation of an activity previously performed by another aeroplane operator: a) 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 tonnes, and has also been performed by one or several other aeroplane operator(s) during the same 12 months or during the 6 preceding months, irrespective of whether any such aeroplane operator was subject to CORSIA or not; b) The activity was operated by another aeroplane operator which 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 aeroplane 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 aeroplane operator. An aeroplane operator will be entitled to the provisions applicable to new entrants under CORSIA in any of the years of their applicability if, and only if, the following conditions are met in such year: a) The aeroplane operator has not been within the scope of applicability of Annex 16, Volume IV, Part II, Chapter 2 in each year from 2019 until the year preceding the entry year; or b) None of the activities performed by the aeroplane operator are determined to be the continuation of activities previously performed by another aeroplane operator. Volume IV. Procedures for demonstrating compliance with the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) Chapter 2 2-5 2.2 APPLICABILITY OF CO2 OFFSETTING REQUIREMENTS As per the MRV requirements, the applicability scope of the offsetting requirements in Annex 16, Volume IV, Part II, Chapter 3, 3.1 is defined according to various criteria. It is considered to be a subset of the MRV applicability scope in Annex 16, Volume IV, Part II, Chapter 2, 2.1. There are also specific aeroplane categories which do not fall within the applicability scope, and specific requirements associated with new entrants. The explanatory information below provides further guidance on these criteria. 2.2.1 Scope of applicability for offsetting requirements According to Annex 16, Volume IV, Part II, Chapter 3, 3.1, offsetting requirements are applicable to the international flights in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2 and Chapter 2, 2.1, that have been conducted by an aeroplane operator on the following State pairs: Between 2021 and 2026: international flights between States that decide to voluntarily participate in the scheme. Between 2027 and 2035: international flights between States that meet the following criteria (or have decided to voluntarily participate in the scheme): a) an individual share of international aviation activities in RTKs in year 2018 above 0.5 per cent of total RTKs; or b) whose cumulative share in the list of States from the highest to the lowest amount of RTKs reaches 90 per cent of total RTKs. International flights between State pairs which include Least Developed Countries (LDCs), Small Island Developing States (SIDS) and Landlocked Developing Countries (LLDCs) are not within the applicability scope of the offsetting requirements, unless the State decides to voluntarily participate. Next >