Business Aviation & the Environment

Business Aviation & the environment Rolls-Royce Trent XWB Inside Legislation ..............................22 ATC ........................................24 Europe’s ETS raises more Engines ................................. 26 Alternative fuels ....................30 questions than answers Life cycle ...............................32 More-electric systems ...........34 here is no silver bullet for reducing the effect by Jennifer Harrington-Snell of business aviation on the environment, most Support for the EU’s emissions trading threshold: all non-commercial operators industry analysts agree, but the combination scheme (ETS) plumbed new depths this past must register, even if they emit as little as T year, leaving operators on both sides of the one ton of CO2 per year in an EU aerodrome. of new technology–such as engines and airframe Atlantic questioning the validity of the in- Commercial operators, meanwhile, are ex- dustry’s continued participation. The situ- empt from the reporting process if they emit components–improved ATC techniques and biofuels ation became so precarious, in fact, that in less than 10,000 tons of CO2 annually (or fly promises to dramatically reduce business aviation’s May the European Business Aviation Asso- fewer than 243 flights in three consecutive carbon footprint. Governments have also stepped in ciation (EBAA) openly called the directive four-month periods). “a mess” and threatened to advise its mem- Unfortunately, it’s unlikely that non- with legislative restrictions, such as Europe’s emissions bers to withdraw support. In spite of some commercial operators will be given an ex- positive developments in recent weeks, emption anytime soon, according to EBAA trading scheme, in an attempt to make aviation more some operators–particularly those in the president and CEO Brian Humphries. A environmentally friendly. U.S.–are beginning to wonder if non-com- change in the status of non-commercial pliance is an option. operators would require support from The chief complaint among operators each of the EU’s member states to change is that the directive favors the airlines and the “mother” directive. “Our only hope is places business aviation–especially small, that the member states will become fed up private operators–at a disadvantage. A par- spending 80 percent of their time looking ticular bone of contention is the exemption after thousands of small emitters [who 22aaAviation International News • September 2010 • www.ainonline.com produce] less than 1 percent of will be able to get those credits at the ETS],” Humphries said. “But There is some speculation Court of Justice are successful, the emissions,” Humphries said. a reduced cost. But the small pri- because the tool is under devel- that the EU might view this pro- and the ETS is found to be illegal “But we’re not hanging our hats vate operator will just be trying to opment and it looks as though gram as a measure equivalent to in the context of the Chicago on that.” thumb his way through as he navi- it will go ahead, at the moment the ETS, thereby giving the op- Convention and international avi- Although the situation isn’t gates the markets.” we’re saying, ‘Stick with it.’” erators who take part a means ation rules. likely to change for non-com- Business aviation operators In April, the UK High Court of exemption. The ETS regula- “Operators are following the mercial operators, the exemption are also at a disadvantage in ruled that a lawsuit filed by the tions recognize other nations’ challenges and national legislation to threshold for commercial opera- terms of free credit allowances, Air Transport Association (ATA) approaches to environmental miti- see what happens over the next year- tors might increase. According to according to David Carlisle, could be referred to the Euro- gation, Brown said. “If the Euro- and-a-half,” Brown said, adding that Humphries, Eurocontrol will be CEO of ETS Aviation. The cur- pean Court of Justice for a pre- pean Commission views some- the aviation industry recognizes the making changes to the monitoring, rent system allows operators to liminary ruling on the validity of thing that has been done in the value in reducing its impact on the reporting and verification (MRV) apply for free credits, based on the EU directive that established U.S. as an equivalent approach, environment. “That, coupled with guidelines as early as next year. an aircraft’s payload weight and the ETS. Although the ruling in theory it could decide that the reality that there always has to It’s possible, therefore, that the the distance flown. Because the doesn’t actually change any- the ETS would not apply to U.S. be an eye on cost benefits, is the commercial threshold–which isn’t scheduled airlines and freight thing, it was a victory for opera- operators,” he said. point of view people have. The avi- as difficult to change–will be in- companies carry so much weight, tors in the U.S., many of whom The U.S. is also considering ation industry wants to have min- creased to 25,000 tons of CO2 per they can get a “large, substantial believe the ETS violates inter- so-called “energy” legislation, but imal impact on the environment, year. “It’s not as high as we would portion” of their carbon allow- national law, the jurisdiction of nothing is finalized, and no one but whatever is done to accomplish like, but it is higher than 10,000,” ance for free. ICAO and the principles set forth is sure how the bill will affect that should be cost effective. There’s Humphries said. Business aircraft, meanwhile, at the Chicago Convention. aviation. “The legislation isn’t that broad opinion that the ETS does not don’t carry as much weight. “The UK courts decided the specific yet,” Brown said. “It’s even fit that criterion.” Bizav Disadvantaged “Business aviation will get a low complaint had enough merit and unclear to what extent the legis- Another area of concern is proportion of credits compared was really a community-wide lation will affect transportation The Cost of Compliance the carbon credit auction pro- to the airlines,” Carlisle said. complaint,” said Steve Brown, as a whole. It’s so early in the dis- One of the biggest frustra- cess. Currently, carbon credits “That’s quite unfair.” NBAA’s senior vice president of cussion, it could go either way.” tions for operators in the U.S. are available at auction in blocks Airlines and freight compa- operations and administration. Given these developments, and Europe is the question of of 500–a daunting figure for a nies could get as much as 87 per- “So it’s been elevated and will be operators in the U.S. know there cost. “The carbon credit market small operator that might need cent of their carbon allowance acted on at some point.” are a number of possible out- is generally seen as a young or only 15 or 20 credits per year. for free, according to Hartley. In the U.S., the FAA is consid- comes regarding the ETS: First, immature market,” Brown said. Carbon credits cost approxi- The best estimate for business ering a “Cash for Carbon” pro- the ETS will go into effect in “It hasn’t been around for a long mately €14 ($18), and each credit operators is 5 to 10 percent. “If gram, in which the administration 2012, and U.S. operators would time, and prices have varied offsets a metric ton of CO2, or you’re flying into Europe only would set aside up to $6.5 billion be forced to comply. “This as- quite a lot in the time it has been roughly 1,100 pounds of fuel. once a year, you’ll never save over four years to help commercial sumes that no legislation passes open. So knowing what the price The industry had originally enough money in free allow- and GA operators who voluntarily in the U.S., there is no recogni- of a credit might be in 2012 is lobbied for one-credit auctions ances to make up even the ini- commit to carbon-neutral growth tion in Europe of an equivalent pretty speculative; it’s difficult to for small emitters, but the idea tial application fee [for the free from 2020 onward. The money approach, and the legal chal- estimate what the cost might be. was dismissed. “If you talk to allowances],” Hartley said. “In would fund ADS-B in/out, RNP lenges to the ETS have failed,” It’s a good question, but nobody any economist, [a one-credit corporate aviation, we’re always and Rnav avionics equipment, air- Brown said. “All of that is seen really knows the answer.” auction] would have driven the going to come out as losers.” space redesign projects, and the as being unlikely.” Although the cost of the ac- price of carbon credits through Regulators should consider the FAA’s Cleen (continuous lower Another possibility is that tual carbon credits is unknown, the roof,” said Adam Hartley, percentage of occupancy, rather energy, emissions and noise) re- the U.S. passes legislation that operators are already getting a Universal Weather & Avia- than weight and distance, Carl- search project. If the operators do Europe views as an equivalent taste of the administrative costs. tion’s supervisor of regulatory isle said. “If the aircraft is full, you not reach a 2005 baseline in emis- approach. “In that case, the ETS The UK, for example, charges services. “The European Com- should get a good amount of your sions by 2050, they would have would not apply,” Brown said. £750 ($1,185) to submit the mission would rather see an in- emissions back in free credits, just to reimburse the funding they re- And third, the legal chal- original MRV plan, as well as termediary buy 500 credits and as the airlines do.” ceived or buy carbon offsets.

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