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Posted inAbout to70, News, Press •

Ella Soltani – To70 Aviation received the ACI Europe World Business Partner Award 2025

We are proud to announce that our Managing Director To70 Belgium and Commercial Lead Europe, Ella Soltani has been recognised as the World Business Partner Award at the ACI EUROPE Annual Congress and General Assembly.
This recognition celebrates outstanding contributions made by members of the ACI EUROPE World Business Partner programme, either as individuals or as companies. The award acknowledges the value that partners bring to the global airport community and the important role we play in shaping the future of aviation.
Ella Soltani was recognised for her exceptional leadership, commitment, and expertise across a wide range of ACI EUROPE activities. From her active involvement in the Environmental Strategy Committee and the EU-funded Stargate Project, to her prominent role as a moderator and speaker at numerous industry events. Her work has helped facilitate important conversations around sustainability, innovation, and collaboration.

“To receive this recognition award among so many dedicated and inspiring professionals is truly humbling. It’s a privilege to contribute to To70’s mission and be part of a team that’s passionate about shaping the future of aviation.” – Ella Soltani

This award is not only a personal achievement for Ella, but also a reflection of To70’s broader commitment to delivering value, driving change, and supporting our clients and partners in making aviation more sustainable, safe, and innovative.

As we celebrate this moment, we want to express our sincere thanks to ACI EUROPE for the recognition, and to all our team members, clients, and partners who support and inspire our work every day.

ACI EUROPE

Based in Brussels, they lead and serve the European airport industry and maintain strong links with other ACI regions throughout the world. Representing over 600 airports in 55 countries, their members facilitate over 95% of commercial air traffic in Europe. Air transport supports 14 million jobs, generating €851 billion in European economic activity (5% of GDP). In response to the Climate Emergency, in June 2019 members committed to achieving Net Zero carbon emissions for operations under their control by 2050, without offsetting.

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Posted inAbout to70, News, Press •

To70’s Commitment to Corporate Social Responsibility (CSR)

We are delighted to announce that To70 has released its Corporate Social Responsibility Report for 2024! In this report, we highlight our efforts to build a more sustainable future, both for our company and the aviation industry. One key achievement: we’ve reduced our business travel emissions by 5%, thanks to our investment in sustainable aviation fuels. 

What is CSR? 

Corporate Social Responsibility (CSR) is a company’s responsibility to manage its impact on society and the environment. It reflects a commitment to ethical practices, sustainability, and contributing to broader societal goals beyond financial performance. 

Why is it important to us?  

At To70, we believe that sustainable aviation is vital for the future of our industry and our world. As a trusted advisor in aviation, we are committed to providing the latest expertise and to leading by example. By minimising our environmental footprint, promoting ethical practices, and contributing positively to the communities where we operate. CSR reflects our values and strengthens the trust our clients, partners, and employees place in us. 

How does our CSR journey look?  

Our commitment to CSR is ongoing. In order to provide transparency about our initiatives and environmental impact, including carbon emissions, we will publish an annual CSR Report.

As business travel emissions are a significant part of our impact, a central focus is our 30 by 30 SAF campaign. We have already begun purchasing SAF equivalent to 5% of our Scope 3 business travel emissions. Our goal of achieving a 30% absolute emissions reduction through SAF by 2030. 

We are proud to take these steps toward a more sustainable aviation industry. In addition, we invite our partners, clients, and peers to join us and collaborate on our ongoing sustainability efforts. 
Posted inStrategy •

Flight path to equality: The importance of Women in Aviation Networks

Aviation has always been a field driven by innovation, technology, and exploration. It has long been perceived as a male-dominated field, but the contributions of women have been significant and transformative. From the early pioneers who defied societal norms to modern-day leaders who continue to break barriers, their journeys illustrate not only the evolution of aviation but also the fight for equality and recognition within a traditionally male-dominated field.

According to the International Civil Aviation Organization (ICAO), women represent approximately 4.9% of pilots, air traffic controllers, and maintenance technicians worldwide in 2021. IATA reports that only 6% of airline CEOs are women, which grew three percent from 2019 to 2021. A 2020 Australian-based study from the federal Workplace Gender Equality Agency highlighted the connection between increasing women in key management roles and the company’s market value; for a 10% increase in key management personnel led to a 6.6% increase in market value. These figures are a clear indicator of progress and the benefit of women in the workforce, but also highlights how underrepresented women remain.

This article delves into the legacies of those who paved the way, highlights the importance of women’s conferences and groups, and explores the future landscape of women in aviation.

Women that paved the way

The history of women in aviation is rich with remarkable individuals who challenged the status quo. Amelia Earhart, became the first woman to fly solo across the Atlantic, inspiring generations of women to take to the skies. Nancy Bird Walton made history as the first and youngest woman in Australia to earn a licence to carry passengers. She went on to found the Australian Women Pilots’ Association, championing women’s advancement in aviation. Deborah Lawrie made her own historic mark as the first woman to work as a commercial pilot, opening the door for countless other women to follow in her footsteps.

Today, women are playing a pivotal role in the leadership of some of the world’s most influential airlines and airports, continuing the legacy of those who paved the way before them. Female CEOs such as Marjan Rintel (KLM) and Vanessa Hudson (Qantas), have shattered the glass ceiling. Angela Gittens is a world leader in airport management having been the CEO of Miami and Atlanta Airport and the Director General of ACI World and Yvonne Makolo (CEO of RwandaAir) is the first female Chairperson of the International Air Transport Association. In the airport sector, Lorie Argus (Melbourne and Launceston Airports) and Amelia Evans (Queensland Airports) are making their mark on the Australian aviation landscape. Newcastle Airport Board is 60% female with Jude Munro AO, Samantha Martin, Lee de Winton, Leah Anderson and Katie Cooper all applying their experience to ensure the success of the airport. These pioneers not only achieved remarkable feats but also laid the groundwork for future generations of female aviators and leaders in aviation.

Women in Leadership Positions at Airlines in 2021

Why are women conferences and group so important?

Women-focused conferences and organisations are vital in fostering a supportive environment for women in aviation. These gatherings such as AAA Women in Airports Forum 2024 and events organised by groups such as Women in Aviation/Aerospace Australia and Women in Aviation Australian Chapter offer attendees the opportunity to connect with industry leaders, gain insights into career advancement, and find inspiration from others who have faced similar challenges.  We attended the AAA Women in Airports 2024 on the 18th of November last year and enjoyed meeting all the wonderful attendees.

Athira Kuberan at AAA Women in Airports Forum 2024

Participating in women conferences offers numerous advantages for personal and professional growth. The table below outlines some of the key benefits these events provide, from enhancing career opportunities to fostering a supportive network.

Equally important is the involvement of men in these events. Men attending women’s conferences, like our colleague Trent Kneebush, who attended the Women in Airports forum 2024, have the opportunity to hear firsthand the challenges women face. This fosters empathy, awareness, and a shared commitment to gender equality. When men actively listen to these conversations, they can become allies that actively break down systemic barriers. At To70, we believe this collaborative approach ensures that diversity and inclusion efforts are shared by everyone, not just women.

The importance of women’s conferences and groups cannot be overstated—they are a catalyst for change, growth, and empowerment for all women.

Where do we see this going?

As we look ahead, the role of women in aviation continues to evolve and expand. Initiatives to promote diversity and inclusion are gaining momentum, with organisations like Women in Aviation/Aerospace Australia or Women in Aviation International working tirelessly to inspire and support women in the industry. These groups offer mentorship programs and networking opportunities to encourage young women to pursue careers in aviation and aerospace.

To70 has recognised the importance of female leadership with Araya Sakburanapech, Wenjing Zhou and Ella Soltani leading the To70 Thailand, China and Belgium offices respectively. We are proud to have a workforce that is 32% female, and the company is working with the women within to ensure they feel supported, respected, and empowered to succeed at all levels.

The airline industry’s regulatory body – International Air Transport Association (IATA) is the second organisation that has taken initiatives to set a milestone to eliminate the gender pay gap in the aviation industry by obtaining the global EQUAL-SALARY certification covering all its employees throughout the world.

Challenges remain, of course. Gender bias and stereotypes still exist, and the aviation community needs to continue to work toward fostering an inclusive environment. Advocacy for policies that support work-life balance, equal pay, and professional development will be crucial in ensuring that women can thrive in the industry.

Wrap up

The aviation industry is at a pivotal moment, with increasing opportunities for growth and inclusion. Conferences and organisations dedicated to women in aviation play a key role in fostering connections and empowering careers. By promoting diversity and inclusivity, we can ensure women continue to shape the industry’s future and drive its progress.

References

ABOUT THE AUTHOR

Athira Kuberan

Athira is an Aviation Consultant at To70, Melbourne. As a Master of Science (Aviation) graduate from RMIT University, she has a strong academic background in aviation. Athira is part of many Women in Aviation groups and was also part of the mentorship program. Working with To70, she was involved in airport planning, demand and capacity modelling, and slot utilisation. She has also developed analytical expertise in Fast Time Simulation and AEDT noise modelling.

ABOUT THE AUTHOR

Jazmin Tweddle-O’Donnell

Jazmin is an Aviation Consultant and serves as the Victorian Chair of the Women in Aviation Australian Chapter. She holds a Bachelor of Aviation Management and a Certificate IV in Work, Health, and Safety. With a diverse portfolio, Jazmin works on airport infrastructure, Master Planning, and Australian Noise Exposure Forecast (ANEF) projects. She has extensive expertise in AEDT Noise Modelling and Fast-time Simulation, contributing valuable insights and technical skills to complex aviation initiatives.

ABOUT THE AUTHOR

Elvira Marques

Elvira is a Junior Aviation Consultant at To70 Australia and a member of the Queensland Sub-Committee for Women in Aviation/Aerospace Australia. She earned a PhD in Aviation from Griffith University, where she specialised in pilot training, and a Master of Aviation Management, which provided her with a deep understanding of safety management systems, airport planning, and airline management. Her professional background includes serving as a sessional lecturer at Griffith University and engaging in research projects with Boeing Research and Technology.
Posted inEnvironment, Strategy •

Towards 2050: Shaping a Future-Ready Industry

The Australian Aviation White Paper is a detailed policy framework designed to chart the future of this country’s aviation industry towards 2050. Released on August 26, 2024, it sets out the Australian Government’s strategy for the safe, competitive, productive, and sustainable future of the country’s aviation industry.

The White Paper and its 56 policy objectives were developed after extensive consultation with the aviation industry, state and territory governments, and Australian communities (on an initial Aviation Green Paper). The White Paper is a long-term agenda focused on establishing Australia as a global leader in aviation innovation and resilience.

Commitment to a Sustainable Future

The White Paper mainly focuses on Australia’s commitment to maximising aviation’s contribution to net zero emissions by 2050. The government recognises that decarbonising the sector, which largely depends on fossil fuels, is imperative. Some of the key strategies include promoting Sustainable Aviation Fuels (SAF) and offering incentives to spur domestic production and adoption. The keystone of this vision is SAF, which cuts emissions by up to 80% compared to traditional jet fuel. The government is offering incentives and funding for the domestic production of SAF and other low-carbon liquid fuels (LCLF) for A Future Made in Australia.

In addition, to improve fuel efficiency, investments in next-generation aircraft technologies, such as electric and hydrogen-powered aircraft, and improvements in air traffic management are being made. All these actions connect Australia’s objectives with global climate commitments while positioning the country as a leader in green aviation.

Enhancing Regional Connectivity

Regional airports are also essential for connecting Australia’s large and frequently isolated areas. The White Paper highlights the expansion of funding for regional airports and improves infrastructure to support safety, capacity, and access to larger aircraft. The government is also reviewing regional airfare affordability in the Productivity Commission to ensure that communities that rely on aviation for essential services, such as education and medical transportation, are not disadvantaged.

The focus on connectivity also includes efforts to integrate regional airports more effectively into the broader transport network to support economic growth and regional development.

Addressing Workforce Challenges

The aviation industry is severely short of trained professionals, and pilots, engineers, and air traffic controllers are particularly hard hit. Training programs are planned to increase, and academic institutions are being collaborated with to create a trained regional workforce.

The biggest airlines will be encouraged and, in many cases, mandated to invest in people’s development and growth. The government’s aim to fill the skills gap is even evident in the penalties implemented on organisations that are non-compliant with these promises. The steps taken to promote diversity initiatives include encouraging the involvement of women and Indigenous Australians as much as possible.

Infrastructure and Airport Reforms

The White Paper emphasises developing and updating Australia’s airport infrastructure, as air traffic will likely grow exponentially. Western Sydney International Airport will be opened in 2026, and it will boost the quality of passenger service while reducing airport congestion.

Major airport slot allocation system reform aims to enhance competition while ensuring fair access to existing and new competitors. Hence, these steps, combined with proper supervision by the Australian Competition and Consumer Commission, ensure an equitable interaction between airlines and airport operators and prevent monopolistic behaviour.

Embracing Emerging Technologies

Integration of Advanced Air Mobility (AAM) vehicles with drones is important for implementing and using emerging technologies. The government has envisioned legislation that would balance innovation with societal concerns like safety, privacy, and noise pollution, thereby successfully deploying innovative technologies.

Emerging technologies are already revolutionising emergency services, agriculture, and logistics. The White Paper’s proactive approach to Uncrewed Aircraft Management (UAM) ensures Australia is leading the innovation in aviation globally.

A Vision for 2050

The White Paper offers a long-term vision of an inventive, sustainable, and equitable aviation industry. It will continue emphasising flexibility by adapting policies to embrace new opportunities and problems. The framework shall make Australian aviation resilient and visionary by encouraging cooperation among various stakeholders and adhering to international best practices.

The White Paper presents many opportunities for To70 to be part of shaping the future of the aviation sector in Australia and the communities that interact with our industry. It provides detailed guidance on policy priorities, challenges, and opportunities, providing consultants a roadmap to deliver innovative and impactful solutions. The art of transforming such high-level insights into practical, tailor-made solutions delivers success for our clients while also making To70 trusted advisors in the changing landscape of policies.

References

  1. Aviation White Paper
  2. How will we improve the aviation sector – Towards 2050
  3. Delivers for customers, regions and workforce
  4. Aviation White Paper has landed
  5. The Government White Paper
  6. Hawker Britton – Government Relations Strategy
  7. Australian Government’s Aviation

Posted inEnvironment, Strategy •

Airport Carbon Accreditation: Expansion in Brazil

Sustainability in the airport sector is a growing concern, and reducing carbon emissions has become a global priority. Brazil has stood out in South America for its progress in the Airport Carbon Accreditation (ACA) Program, both in terms of the number of accredited airports and the diversity of certification levels achieved. What is driving this prominence and how is Brazil expanding its carbon management practices in the airport sector? Below, we analyze the current scenario and the prospects for expansion.

Analysis and Expansion of Accreditation in Brazil

During the XXI SITRAER (Air Transportation Symposium), representatives of To70 Brasil, including the company’s manager in the country and one of its employees, presented the article “Comparative Analysis of Carbon Accreditation in South American Airports: Focus on Brazil and Expansion Perspectives”. The study presented a comprehensive analysis of carbon accreditation among airports in South America, with an evaluation by airport size and passenger demand at accredited airports.

Brazil leads South America in the Airport Carbon Accreditation Program, with 9 of the 22 accredited airports in the region. These airports have a variety of certifications, ranging from initial to advanced levels. This leadership is due, in part, to the strong performance of operators such as Zurich Airport Brasil, BH Airport, Vinci Airports, Rio Galeão, Inframerica and Infraero, which have promoted the adoption of robust carbon management practices.

In addition, these and other concessionaires are also expanding their carbon management initiatives, adhering to programs such as the GHG Protocol’s Brazilian Public Registry, which allows for transparent monitoring of emissions, and participating in awards such as Sustainable Airports, promoted by the National Civil Aviation Agency (ANAC). These actions show a broader effort in the sector to align with global decarbonisation targets and contribute to more sustainable aviation in Brazil.

Despite this progress, there is still enormous potential for growth. With 504 public aerodromes, of which 63 are operationally certified and another 22 are in the process of being certified by ANAC, many airports can benefit from the ACA program. The expansion of airport concessions and re-bidding are factors that should accelerate this uptake, further expanding Brazil’s presence on the international airport sustainability scene.

To70 consulting in the ACA Program

To70 Brasil is currently assisting eight Brazilian airports in the ACA Program certification process. Three of these airports are advancing to level 4 (Transformation), which requires not only emissions management, but also the absolute reduction of emissions in partnership with third-party operations. This level reflects a profound operational change to achieve decarbonisation goals.

In addition, another five airports are entering the program at level 1, which marks the first step in monitoring and managing their carbon footprints. To70 provides technical advice to help these airports develop emissions inventories, identify reduction opportunities, and prepare for more advanced levels of certification, aligning their operations with global sustainability best practices.

To wrap up

Brazil has shown a significant commitment to decarbonising the airport sector, leading South America in terms of airports accredited by the ACA Program. The growing participation of airports in the program reflects an expansion trend that is expected to intensify in the coming years, driven by the entry of new operators and the strengthening of concessions.

To70 Brasil will continue to play a leading role in this movement, providing expertise and innovative solutions to support airports on their journey towards emissions reduction and carbon certification. By doing so, To70 contributes directly to the development of more sustainable and efficient aviation in Brazil and throughout South America.

ABOUT THE AUTHOR

Mateus Reis

Professional with a career in Environmental Engineering, focusing on Environment and Sustainability, with 5 years’ experience in aspects inherent to environmental management and airport operations. During his work with the airport operator, he helped develop a tool for calculating the carbon footprint and controlling evidence, which was recognized and awarded by ACI/LAC. At To70, he focuses on Net Zero and ESG roadmaps, as well as supporting ACA program accreditations.
Posted inAir operations, Environment, Regulation, Safety •

eVTOL Revolution: Soaring potential, grounded challenges

Electric Vertical Take-off and Landing (eVTOL) aircraft are expected to enter the market by the end of this decade, with over 250 companies, such as Lilium, Archer Aviation, Volocopter and Wisk  developing two to seven-seater eVTOLs with a range of 100 to 200 kilometers. Many are forming partnerships with airlines to accelerate their market entry.

As eVTOL technology evolves, it’s potential to revolutionize airport transportation as fast, efficient shuttles is promising, but challenges related to regulations, infrastructure, and public acceptance must be addressed. This blog explores the challenges of using eVTOLs as airport shuttles for transferring passengers to and from airports in Europe.

Legal compliance

The foremost challenge is to be compliant with regulatory requirements. The much-anticipated debut of Volocopter’s eVTOL passenger flights at the Paris Olympics 2024 was delayed due to multiple setbacks, including engine certification [1]. Most of the eVTOL stakeholders can currently focus only on obtaining ad-hoc certification for testing and demonstration purposes.

The legislative and regulatory efforts are currently falling short. The European Commission released a regulatory package in April 2024 targeting manned VTOL governing the operations in ‘specific category’ [2]. These regulations aim at initial airworthiness, oversight, enforcement of continuing airworthiness, operational and maintenance requirements. There still needs to be development of safety certification standards for ‘certified category’ to conduct passenger eVTOL services.

Public Acceptability

Another key challenge for eVTOLs is the high noise emissions during operation. Even after Volocopter receiving initial approval for its Paris Olympics project, municipal authorities and NGOs filed a lawsuit to revoke the authorization due to concerns over excessive noise [3]. Building on the existing international noise standards for traditional aircraft, EASA has already consolidated its consultation paper for Environmental Protection Technical Specification (EPTS) standards applicable to eVTOL during approach, take-off, overflight and hover [4].

One notable factor to consider is that the newly released EASA’s Prototype Technical Specifications for Vertiports proposes a new concept of funnel-shaped area above the vertiport which takes into consideration the noise restrictions [5].

Airspace Management

To strengthen their value proposition, eVTOLs will need to operate frequently at busy airports. This requires updating the airspace management, developing the Concept of Operations (ConOps) and also training air traffic controllers. Flying into a controlled airspace of busiest airports will also demand coordination and integration with existing flight operations to ensure safety and efficiency. It is already possible to fly drones in ‘open category’ in controlled airspace in European countries like Germany, Finland, Poland and the Czech Republic.

Netherlands is currently investigating the possibilities to expand the civilian controlled airspace of airports for drone operations within the ‘specific category’. The Dutch government proposes to not only have an operational authorization, but also a certified Radio Traffic (RT) operator for two-way radio communications for each flight [6]. These advancements could be used as foundation for developing controlled airspace usage for ‘certified category’. But it must not be forgotten that these national developments contradicts the standards stipulated in Standardised European Rules for the Air (SERA), which aims at harmonisation of airspace usage within the single European sky [7]. 

Airport Infrastructure capabilities

Another major hurdle is inadequate infrastructure facilities. To address this hurdle some European airports including Aeroporti di Roma, have begun developing test vertiports [8]. eVTOL companies along with the airports are also collaborating with vertiport design and management companies such as  UrbanV Air Mobility for constructing appropriate surfaces for eVTOL operations [9]. These developments highlight the need for developing more vertiports on the ‘landside’ and installing charging stations for electric air taxis. Consequently, the demand for energy storage and recharging systems will rise, which may lead to longer lead times for these components and additional strain on electric power grids. Lack of comprehensive studies on the power consumption of eVTOLs exacerbates the strain on power grids. Therefore, hydrogen-electric powered eVTOLs, such as those developed by Joby Aviation, could provide a viable solution to help alleviate the strain on power grids.

Additionally, eVTOL operations will require designated apron areas and stands for parking, passenger disembarkation, and baggage handling when passengers are transferred directly to their gates. Airside facilities must also include sheltered hangars for storage and maintenance areas for MRO (maintenance, repair, and overhaul) services. The utilization of these facilities implies that eVTOL operators may likely incur airport fees or charges.

Airport charges

Landing and take-off charges, noise, emission-related fees, passenger charges, and parking fees will have to be determined by airports. With various players expected to enter the eVTOL market soon, airports must establish transparent and non-discriminatory pricing as current legislative instruments governing airport charges likely apply to eVTOLs. According to Directive 2009/12/EC on airport charges, the term ‘airport user’ refers to “any natural or legal person responsible for the carriage of passenger,….by air to or from the airport concerned”. This enforces that eVTOLs fall under the definition of airport users, subjecting them to the same legal instruments.

However, various collaboration patterns among airlines, airports, and eVTOL companies may necessitate a reassessment of airport charge implementation. For instance, the Lufthansa Group and Lilium have signed a Memorandum of Understanding (MoU) to explore a strategic partnership for eVTOL operations at airports and potential collaborations with regional airports [10].  This tripartite agreement could allow airports to charge airlines directly for eVTOL usage, potentially increasing passenger airline ticket prices. Furthermore, the collaboration between airlines and eVTOLs may lead to seamless multimodal transportation, similar to the Air-Rail initiatives in Europe.

Airport Security

The vertiports on the landside of airports must adhere to the same stringent level of security clearance requirements as applicable to passengers boarding any traditional aircraft. As mentioned earlier, passenger cabin and baggage screening must be implemented either through the normal baggage flow or via designated transfer checkpoints or hold baggage injection point [11]. Therefore, it depends upon the specific use case of eVTOLs for implementing security clearances. Hybrid scenarios have also been envisioned where the baggage will be screened in eVTOL’s “hold” itself with lightweight screening technology.

Furthermore, with the rising number of drone violations [12], airports must monitor and address malicious intrusions to protect airports and eVTOL operations. Implementing drone intrusion management systems such as the emerging Airport System Protection from Intruding Drones (ASPRID) [13] and C-UAS for cybersecurity risks, could enhance security and more effectively mitigate potential threats.

Final reflections

Considering the rapid pace of growth, innovation, and the significant investment in the sector, the current approach to its development is fragmented when it comes to ensuring safety and security. Most importantly, public demand and acceptability must be assessed in aspects relating to privacy, noise among others before investing and planning. EASA may have to expedite the process of drafting safety requirements as eVTOLs come closer to reality. Suitable revisions have to be made to the existing Regulations, or draft new ones to reflect the operational requirements for eVTOLs [14]. Despite promising leads from industry players and investors, the realization of eVTOL operations remains distant.

[1] Paris ‘flying taxi’ flights scrapped during Olympics, Le Monde, 8 Aug 2024

[2] European Commission adopts regulatory package, giving go-ahead for VTOL operations and air taxis, EASA, 10 Apr 2024

[3] City of Paris takes legal action against ‘flying taxis’ during Olympic Games, Le Monde, 19 Jul 2024

[4] Consultation Paper: Environmental Protection Technical Specifications (EPTS) applicable to VTOL-capable aircraft powered by tilting rotors, EASA, 12 Dec 2023

[5] Prototype Technical Design Specification for Vertiports, EASA, 24 Mar 2022

[6] IenW wants to offer drone pilots more options in CTRs, Dronewatch, 17 Apr 2024

[7] Standardised European Rules of the Air (SERA), EASA

[8] Italy’s First Vertiport Deployed at Fiumicino Airport, Aeroporti Di Roma, 6 Oct 2022

[9] Lilium and UrbanV to collaborate on vertiports in Italy, the French Riviera and beyond, Lilium, 21 Jun 2023

[10] Lufthansa Group and Lilium sign Memorandum of Understanding for strategic partnership, Lilium, 7 Dec 2023

[11] ACI Europe Position – Advanced Air Mobility, ACI, Mar 2022

[12] Mandourah, A., & Hochmair, H. (2022). Analyzing the violation of drone regulations in three VGI drone portals across the US, the UK, and France. Geo-Spatial Information Science, 27(2), 364–383

[13] D Pascarella et al (2024), Drone intrusion management systems in airports: assessment of ASPRID solution, J. Phys.: Conf. Ser. 2716 012070

[14] Scott, B. I. (2024).Passenger air taxi services: an assessment of the current European Union Rules on consumer protection for passengers. Journal Of Intelligent & Robotic Systems, 110, 1-17. doi:10.1007/s10846-024-02057-8
Posted inEnvironment, Safety •

New EASA Regulation: what will happen to ground handlers?

Airports are complex environments where numerous operations work in harmony to ensure safe, efficient, and timely flights. Ground handlers are key players in this ecosystem and provide a range of essential services, from refueling, managing  check-ins and boarding passengers to loading cargo. Their work is crucial to keep airport operations running smoothly and avoiding delays or disruptions.

Unfortunately, in recent years, there has been a rise in incidents occurring on ground. This trend has prompted EASA (European Union Aviation Safety Agency) to investigate and introduce new safety regulations for airport handlers.

Ground handlers activities and risks

Ground handlers play a highly responsible role in ensuring that flights depart and arrive safely and on time. Their tasks include aircraft refueling, cleaning, towing, baggage handling, passenger assistance, and cargo management. Each of these activities requires precision, coordination, and adherence to protocols.

However, these duties carry significant risks. Tight schedules and short turn-around can lead to rushed procedures, compromising safety. For example, errors in refueling or towing can result in damage or delays. Ground handlers must constantly balance speed with safety, ensuring all protocols are meticulously followed to prevent incidents that could disrupt airport operations.

Whilst air accidents are declining, ground incidents do not seem to follow this trend. According to the analyses conducted by To70 in recent years, the number of events, incidents and accidents,  on airport grounds has significantly increased also in relation to the rapid recovery from the Covid-19 pandemic. This can be explained by the fact that increasingly advanced technologies allow for ever-safer flights. On the other hand, ground events are rising despite the significant focus on safety by operators, who are developing Safety Management Systems and seeking solutions to prevent incidents. This trend has brought attention to a rapidly growing issue, driven by the increase in air traffic worldwide, which EASA has decided to investigate.

EASA Opinion 01/2024

After many years of detailed studies, the investigation conducted by EASA has yielded several interesting results:

  • The lack of specific EU regulations leads to inconsistent safety practices, especially among smaller GH organizations.
  • The focus on injuries and fatalities as safety indicators fails to capture frequent damage incidents, pointing to deeper problems involving human error, organizational shortcomings, and technological issues.

It was therefore decided to develop and introduce new regulations with clearly defined objectives and stakeholders involved. The new regulation recognizes GH organizations as key players in aviation safety and aims to standardize practices across the sector. It introduces mandatory Safety Management Systems and standardized training to create a consistent approach to safety management and improve oversight.

The stakeholders affected by the new Ground Handling (GH) Regulation include:

  1. Ground Handling Service Providers (GHSPs): These entities, whether large or small, providing various or limited GH services at EU aerodromes, must submit a declaration to their competent authority, committing to the safe provision of GH services.
  2. Aircraft Operators: Both self-handling operators and those relying on contracted GH organizations will be affected. Self-handling operators of complex-motor-powered aircraft will need to integrate new GH elements into their existing management systems.
  3. Aerodrome Operators: Those providing GH services and those who do not will be impacted. The new regulation will clarify the roles and interfaces between aerodrome operators and GH organizations..
  4. Competent Authorities: They will oversee GH services and organizations, standardizing oversight across EU aerodromes. Competent authorities will need to train inspectors, develop oversight procedures, implement a planning cycle, collect annual reports, and manage GH service declarations using a central information repository.

Overall, the regulation aims to improve safety and standardize practices across various stakeholders involved in ground handling at EU aerodromes.

The proposal seeks to:

  1. Create Fair Competition: Establish uniform standards for ground handling (GH) services and organizations at EU aerodromes, ensuring consistency with the Basic Regulation.
  2. Ensure Safety: Set a safety baseline for GH activities to enhance overall safety at EU aerodromes.
  3. Support Safety Culture: Provide a legal framework to assist GH organizations in developing and maintaining a robust safety culture.
  4. Improve Risk Management: Develop effective interfaces for managing safety risks, facilitating collaboration between GH organizations, aircraft operators, and aerodrome operators, and promoting the exchange of safety information.
  5. Set Training Standards: Implement minimum training requirements for GH personnel to ensure their competence and maintain their skills over time.
  6. Reduce Audits: Lower the number of audits currently required by aircraft operators for GH organizations’ contracted activities.
  7. Enhance Oversight: Establish a system for competent authorities to oversee GH organizations, focusing on cooperative and risk-based oversight approaches.

The proposal aims to enhance safety and fair competition while improving operational efficiency. It anticipates that risk-based oversight will reduce the need for extensive audits and foster better communication and safety practices among GH organizations, aircraft operators, and aerodrome operators. By integrating ground handling into the European safety framework, the EU underscores its vital role in aviation safety.

Conclusion

The work of ground handlers is highly complex and fraught with challenges. They are responsible for bridging the gap between airlines and the airport, ensuring the proper functionality of both systems and enabling each aircraft to complete its turnaround as quickly and safely as possible. Things do not always go according to procedures, causing inconvenience to passengers and damage to aircraft. In Europe, EASA is about to formalize new regulations, described in the last section. At To70, the support provided to airport handlers is divided into two main and complementary aspects: on one hand, the company facilitates the transition of handler procedures to the latest regulations, and on the other, it helps handlers identify areas for improvement by adopting international best practices tailored to the specific characteristics of the airport in which the handler works.

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Posted inEnvironment •

Airports at a crossroads to take full advantage of SAF and CSR

An opportunity to support local businesses and local communities

12% of passengers flying out of European airports are business travellers, making 30% of the travel volume across Europe (due to frequent flying)[1]. While flying is a catalyst for successful business, it comes at an environmental cost that corporates and businesses are being increasingly scrutinised for. Yet, the good news is airports have solutions to offer to reduce aviation related emissions while contributing to ongoing cutting-edge research. This blog post specifically explains how airports can explore the potential of Corporate Social Reporting (CSR) and sustainable aviation fuel (SAF) to address the impact of business travel while improving the day-to-day wellbeing of local communities.

RefuelEU & CSR goals – a happy marriage

If you are reading this blog, you have most likely heard about RefuelEU. Therefore, you will know that it mandates the use of SAF across all union airports[2] by January first 2025. As of this date, RefuelEU sets a transitional period, the so-called book and claim period, during which SAF can be bought at one airport while claimed at another one. The transitional period will come to an end on 31st December 2034. Getting SAF at every union airport by this date is a challenge the industry should start thinking about.

Corporate social responsibility (CSR) goals create a momentum to increase SAF availability at airports by advancing Airport – Corporate partnerships.

While only large companies are bound to fully implement ESG goals under the EU CSR Directive (CSRD)[3], all businesses are highly encouraged to commit to CSR goals to showcase the actions taken in this regard; it has even come to be the licence to operate for many. For companies where business travel is a significant part of their emissions, decarbonising corporate travel is critical and SAF is currently the main lever to pull.

Decarbonising corporate travel through local SAF uptake

As a facilitator for air travel, airports can contribute by acting as an intermediary between fuel suppliers and corporates willing to purchase SAF. This solution also directly supports SAF scale up at the airport. Examples of such intermediary actions include:

  • Communicating to corporates about what SAF can achieve (and what it cannot);
  • Raising awareness on the benefits of uptaking SAF, especially locally (e.g. on the airport site).

In practice, airports could also, for instance, set up a blockchain system that allocates a SAF batch purchased by a fuel supplier to corporates willing to mitigate business travel.

By taking such actions, not only will airports reduce their scope 3 emissions, critical in reaching net zero targets, but they can also lead by example, and ensure them and their partners are aligned with the ReFuelEU regulation in time. Global SAF uptake fundamentally contributes to a brighter future in the aviation industry, which may be intrinsically linked to how corporate’s own business may flourish. However, incentivising local SAF uptake goes one step further for local communities and airports to benefit from the full potential of SAF.

On top of decarbonising the aviation sector, local SAF uptake supports the local supply chain and job creation. Above all, SAF uptake has shown to improve local air quality, though more research is needed[4]. Therefore, by purchasing SAF and uptaking it on the airport site, local businesses not only support local actors but will also have a positive impact on their immediate territory.

Contributing to state-of-the-art research

Increasing research is being performed on how SAF may improve local air quality (e.g. Particulate matters, Sulfur). Studies have recently been conducted on the non-CO2 impact of SAF by the EU Alight project, DLR and To70, among others, which showed promising results[5]­ [6]. One main finding is that high blend ratios are necessary to have a substantial impact on local air quality.

Starting an airport-led SAF purchase can be the opportunity to set-up a partnership with a research institute, specialised in local air quality assessment. Such partnerships could lead to more clarity on local impacts of SAF through tests with different uptake scenarios (10, 15, 20% or more SAF blend) to evaluate the effect on air quality around airports. This also shows the effort of the airport to engage with local communities and improve their everyday well-being, therefore advancing their own CSR goals.

At To70, we are committed to supporting airports in adopting strategies to reduce their environmental footprint and to advance aviation industry-wide climate goals, such as SAF deployment. In this regard, To70 has been actively contributing to SAF deployment within, for instance, the European-funded project Stargate[7] as well.

By applying global knowledge to identify tailored solutions, To70 works relentlessly with its partners to advance future proof solutions for the aviation sector.

Bibliography

[1] Corporate travel | Transport & Environment (transportenvironment.org)

[2] Airports where the yearly passenger traffic is higher than 800.000 passengers or where yearly freight traffic exceeds 100.000t

[3] Publications Office (europa.eu)

[4]How sustainable are SAF? | EASA Eco (europa.eu)

[5] BIOFUEL IMPROVES AIR QUALITY – SAS (sasgroup.net)

[6] RSB and To70 publish case study on the non-CO2 impact of sustainable aviation fuels – RSB

[7] Home — Stargate (greendealstargate.eu)

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Posted inEnvironment, Strategy •

Thailand’s Sustainable Aviation Fuel Initiative: Establishing a Sustainable Future for Aviation

As the global aviation industry seeks ways to reduce its environmental impact, Sustainable Aviation Fuel (SAF) has emerged as a promising solution. SAF offers a viable path to significantly cut carbon emissions from air travel, thereby contributing to global climate goals. In line with the International Civil Aviation Organization’s (ICAO) policy of achieving net-zero carbon emissions by 2050, Thailand is at the forefront of this green transition. This blog explores the current state, challenges, and the prospects of Thailand’s SAF initiative, highlighting how SAF not only reduces carbon emissions but also benefits other industries.

Current Status and Key Players in SAF Adoption 

In the recent years, Thailand has made tremendous efforts in adopting SAF. Local airlines and airports have started to incorporate SAF into their operations, demonstrating their commitment to sustainability. For example, a major airline has already conducted several successful SAF test flights to showcase the feasibility and safety of this alternative selection of fuel. Several airlines are set to follow the trend by scheduling their SAF test flights within the premise of this year. Moreover, major airports and authorities have begun their project to incorporate SAF into their fuel supply chains, setting a precedent for others to follow.

Thailand’s local production capabilities are also worth to be looking at. With the growing interest in SAF, the country has invested in building infrastructure to support SAF production, both from the government and the private sector, focusing on levering domestic resources. Thailand’s rich agricultural provides a plentiful supply of feedstocks, such as used cooking oil and agricultural residues, which are essential for producing SAF. Major companies in the energy sectors are also play important roles in the production of SAF, with the cooperation of one of the biggest aviation fuel services companies, they aim to start the production of SAF to be at 1,000,000 Liters per day mainly form used cooking oil, beginning at
the fourth quarter of 2024 for the global use in the aviation industry. 

Government and aviation sector cooperation must be strong for Thailand’s SAF effort to succeed. The Thai government will have to collaborate extensively with airlines, fuel companies, and other stakeholders to create a favourable climate for SAF adoption. This includes creating supportive legislation, providing financial incentives, and facilitating R&D. Key airlines have played an important role in furthering the SAF agenda. By investing in SAF and participating in trial programs, these carriers have shown their viability and encouraged greater industry participation. Furthermore, international cooperation has been crucial in Thailand’s SAF path. The country has formed various partnerships and agreements with international organizations to encourage, participates in an international aviation organization’s carbon offsetting and reduction plan, which promotes the use of SAF to reach emissions reduction targets.

Moreover, the Civil Aviation Authority of Thailand (CAAT) is positioned as a pivotal actor in driving forward and endorsing the new policy initiatives surrounding Sustainable Aviation Fuel (SAF). As Thailand advances its commitment to sustainability in aviation, CAAT’s proactive role becomes increasingly vital. They are tasked with not only advocating for SAF adoption but also with establishing robust regulatory frameworks that uphold international standards.

Broader Benefits of SAF: Beyond Carbon Emissions

One of the most compelling aspects of SAF is its potential to benefit industries beyond aviation, particularly in agricultural sectors. By utilizing agricultural residue and non-food crops as feedstocks for SAF production, the initiative supports the agricultural sector in several ways:

Boosting the Agricultural Economy

The additional revenue stream for local farmers could be generated by selling agricultural residues which would otherwise be considered waste, such as rice straw and sugarcane bagasse.  This could significantly enhance the livelihoods of local farmers and remarkably contribute to the rural economy. Moreover, new opportunities and markets may arise for the farmers by cultivating energy crops specifically for SAF production.

Enhancing Waste Management

SAF not only benefits the agricultural sector in terms of economic growth, but also helps the sector to promote better waste management techniques and practices by converting agricultural waste into valuable fuel. This not only reduces the environmental impact of agricultural waste disposal but also contributes to a circular economy where waste materials are repurposed and reused efficiently.

Challenge and Future Prospects

One of the primary challenges in SAF adoption is its economic viability. Currently, SAF is more expensive to produce than conventional jet fuel, primarily due to the high costs of feedstocks and production processes. This price disparity poses a significant barrier to widespread SAF adoption.

However, the Thai government has implemented various measures to address this challenge. Financial incentives, subsidies, and tax breaks are being offered to airlines that use SAF, helping to offset the higher costs. Additionally, continued investment in research and development is expected to drive down production costs over time, making SAF more economically competitive.

A critical development is the draft version of an act of legislation that is in place and expected to be approved by the Thai parliament by the middle of this year. This legislation aims to solidify the government’s commitment to SAF and provide a legal framework that supports its adoption and production. It is expected to include measures such as mandatory blending quotas, tax incentives, and subsidies, which will make SAF more competitive and attractive to investors.

CAAT’s active involvement ensures that the SAF initiatives align with global best practices and regulatory requirements. This includes overseeing the safety, quality, and operational standards of SAF production, distribution, and usage within Thailand’s aviation sector. By setting clear guidelines and standards, CAAT aims to instil confidence in SAF among stakeholders, including airlines, airports, and fuel suppliers. Furthermore, CAAT will be collaborating closely with government bodies and industry stakeholders to harmonize SAF policies with global aviation standards and environmental goals. Their efforts extend beyond regulatory oversight to fostering partnerships that promote research, innovation and the development of sustainable aviation solutions.

Looking ahead, continued policy support and incentives will be crucial for the growth of the SAF market in Thailand. The Thai government is committed to creating an enabling environment for SAF adoption, with plans to introduce more supportive policies and increase financial incentives. These measures are expected to drive greater investment in SAF production and adoption, helping Thailand achieve its sustainability goals. By fostering a conducive policy environment, Thailand can attract more players to the SAF market and ensure its long-term viability.

Takeaways 

Thailand’s SAF initiative represents a bold and proactive step towards sustainable aviation. By integrating government support, industry collaboration, and technological innovation, Thailand is paving the way for greener skies. The challenges are significant, but the opportunities are even greater. Continued efforts to promote SAF adoption will not only help Thailand achieve its sustainability goals but also position the country as a leader in the global transition to sustainable aviation. Moreover, the broader benefits to industries such as agriculture highlight the multi-faceted advantages of the SAF initiative, fostering a more sustainable and economically vibrant future.

At To70 Thailand, we are proud to be at the forefront of SAF initiatives in the country. Our team is actively involved in various projects and research efforts to explore and maximize the opportunities presented by SAF in Thailand’s aviation sector. Through our expertise and commitment, we are dedicated to driving forward the adoption and development of sustainable aviation fuels, contributing to a greener and more sustainable future for Thailand.

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Posted inCapacity, Strategy •

Fast-Time Simulation, as an airspace planning and development tool

Aviation has been growing at a rapid pace, and at times it may seem that efforts are not enough. Despite advancements in aircraft and technology, they may prove to be less effective if we do not consider the available airspace for their operation.

While predicting the future of airspace in the coming years precisely is a challenge, we can make some estimations regarding the factors that will influence its evolution, such as automation, integration of unmanned aerial vehicles (UAVs), improvements in operational safety, emissions reduction, and the growth of air traffic. In this blog, we will focus on the latter aspect.

Nowadays, airspace users such as airlines, general aviation, military, and UAVs, among others, are seeking alternatives to accommodate the increasing air traffic in the airspace. This plan aims to ensure that all stakeholders in this domain function effectively to guarantee operational safety and prevent demand from exceeding the capacity or the controller workload. Additionally, it aims to maximize operational efficiency and reduce emissions.

A fast and cost-effective way to evaluate airspace response to traffic growth is through Fast Time Simulation (FTS). This tool quickly processes a large volume of traffic, creating simulations of airspace behavior in a model that closely resembles reality. This enables the selection of optimal designs based on the planning needs mentioned in the preceding paragraph.

Recent years

We have utilized FTS to conduct various capacity studies at airports and their airspace. Below, we will mention some examples where we have employed FTS to suggest changes that could be implemented to anticipate an increase in capacity.

Several studies were conducted using FTS to assess and enhance the operational capacity of some airports in Latin America. These studies identified aircraft separation as a primary factor in restricted capacity and nighttime operation delays affecting the efficiency and future expansion potential of the airports. Some solutions were simulated, and among the most prominent results, measures such as reducing airspace separations and redesigning airspace to open new control positions were proposed, thus alleviating controller workload, and better managing increased air traffic.

Moreover, it was found that the implementation of simultaneous instrumental approaches to parallel runways (IPIA) (Which also required an airspace and procedure redesign) could significantly increase arrival capacity only. However, it was noted that combining the implementation of (IPIA) and reducing separations between arriving aircraft for allowing a departing aircraft to take off, could result in increased capacity in both scenarios when:

  • Arrivals prevail
  • In mixed operations (When half of the operations are arrivals, and the other half are departures).

In another project, airspace capacity was simulated considering the workload of controllers. It was found that the lack of horizontal separation between inbound and outbound flows of the Terminal Control Area (TMA) generated conflicts and increased the controller workload. This highlighted the need to improve procedures to resolve these issues efficiently.

All previous simulations were conducted to enhance operational performance related to airspace, to achieve maximum efficiency, and to identify bottleneck points and delays. With all of this, it becomes possible to contemplate new strategies and proposals that enable the resolution of existing problems, as well as those that may arise in the long term with the increase in airspace demand.

References

Authority, U. C. (2024). UK Civil Aviation Authority.

Pier Ferraris, M. R. (June de 2022). ICAO Meeting.

Solutions, T. (Mayo de 2024). Transoft Solutions. 

Yao Lu, C. L. (August de 2021). FAST-TIME SIMULATION OF AIRPORT SURFACE MOVEMENT.

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Posted inAbout to70, News, Press •

To70 is certified as Flight Procedure Design Service Provider by the Dutch Civil Aviation Authority

We are delighted to announce that To70 is certified under Implementing Regulation (EU) 2017/373 by the Dutch Civil Aviation Authority (ILT) to provide Flight Procedure Design (FPD) services. Our certificate allows us to design, document and validate instrument flight procedures intended for operational use. Our designs are conducted within the framework of ICAO and EASA regulations.

“We are looking forward to consolidating Flight Procedure Design one of our core businesses. With this certification and our dedicated team behind it, To70 is expanding its capabilities portfolio, bringing us closer to becoming a comprehensive solution provider for the aviation industry’s needs.” remarks Kjeld Vinkx, Managing Director.

We offer various services on this topic, such as; design, validation and maintenance of instrument flight procedures, feasibility studies and concept designs, aeronautical and safety studies, CONOPS and training.

About To70

Founded in the Netherlands in 2000 and expanded to 15 offices across the globe, To70 is one of the world’s leading aviation consultancies.

To70 serves the aviation community by designing and optimising airport and airspace operations. Our mission is to help society and industry address the air transport challenges they face by delivering outstanding independent consultancy services.

Society’s growing demand for transport and mobility can be met in a safe, efficient, environmentally friendly, and economically viable manner. With a diverse team of experienced aviation consultants who possess first-hand knowledge across diverse range of aviation operations, To70 provides practical solutions and expert advice for its clients.

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Posted inEnvironment, Safety, Sustainability & Innovation •

On the rise: Aviation’s Non-CO2 emissions   

Except for a handful of aviation academics and experts looking into the climate warming impact of non-CO2 emissions, the topic was largely avoided in the past decades. Now the issue is on the rise, and it is time to inform the sector.  

The rise of Non-CO2 emissions 

In 2020, EASA kicked off the debate into non-CO2 in aviation by publishing “Updated analysis of the non-CO2 climate impacts of aviation and potential policy measures pursuant to EU Emissions Trading System Directive Article 30(4)[1]”. This sector report followed many years of research on non-CO2 emissions in aviation, describing the radiative forcing (ergo climate warming) impact of non-CO2, contrail modeling and warming impact assessment. The academic and EASA results show non-CO2 emissions warming impact may be equal to or even twice as high as CO2 emissions.   

In recent years, several EU research projects as well as contrail trials were set up by flight planner Flightkeys and network manager EUROCONTROL. Most recently, the topic has been picked up by EU legislators in the form of a heavily debated (and lobbied [2]) Monitoring, Reporting and Verification (MRV) framework. In the meantime, the academic front continued their research. Under leadership of the DLR, Imperial College, MIT and others, progress is being made on atmospheric physics that explains where contrails form, prediction; and mitigation strategies. Google Research is including satellite imagery data to further improve the models. (figure 1). Finally, Breakthrough Energy’s Reviate team is specializing in predicting contrail formation and has developed an interface to allow airlines to build contrail avoidance into their flight planning. 

Figure 1: Reviate Contrails map

Considering the recent action and new insights around the topic, many aviation stakeholders are likely (and rightly) wondering: “Is this relevant for me and if so, why?”. To answer that question, let’s first dive into what non-CO2 emissions are.

Contrail formation 

The main non-CO2 emissions from aviation in terms of climate warming impact, are nitrogen oxide (NOx) emissions, water vapor emissions, but above all formation of persistent contrails that contribute at least 86% of the total non-CO2 emissions in aviation. Contrails are cirrus clouds that form as a result of aircraft engine soot particle and water vapor emissions reacting with the water vapor in the atmosphere. These clouds can have both a cooling effect by reflecting sunlight, and a warming effect when they block heat radiating off the earth. The total warming effect is larger than the cooling effect. This leads to a net warming effect.

Figure 2: Contrail impact (Reviate)

Globally, only around 5% of all flights form over 80% of the warming contrails. Adjusting a small portion of flight operations could lead to a considerable reduction of warming impact. There are two main methods being advanced to reduce (warming) contrail formation. First is the use of alternative fuels that produce less soot and thereby less contrails, though the effect of this seems limited with current SAF targets [3]. The second method is the avoidance of contrails by adaptation of the flight path to avoid atmospheric areas that are prone to contrails (so called “ice super saturated regions”). This way, contrails are not formed regardless of the engine emissions. At To70 we have teamed up with Breakthrough Energy and several airlines and flight planners to work on contrail avoidance in the EU innovation fund application “Contrail Pilots”.

Airports

Although airports do not seem to have a significant role (yet), they are interested in the topic. For airports, non-CO2 emissions historically focus on local emissions (Particulate matter, nitrogen oxides) emitted during taxi, takeoff and landing. In a project To70 did for the Roundtable on sustainable biomaterials (RSB), we assessed the role of airports in reducing aviation non-CO2 emissions to improve local air quality and to reduce contrail formation. The key takeaways presented to RSB focused on (1) stakeholder engagement to increase the use of targeted SAFs, (2) identifying opportunities for optimal SAF supply chains and (3) the development of market shaping strategies that incentivize the use of SAF to reduce non-CO2 emissions. In terms of flight path or airspace changes, airports do not have a significant role as of yet though these are being explored. 

Air Navigation Service Providers

At first glance, ANSPs would seem to be the most impacted by non-CO2 emission mitigation strategies that involve adjusting the flight’s route and profile, as they govern airspace. They should be well informed on the topic and have a clear grasp of potential changes. However, recent developments and trials by flight planners show that pre-tactically changing flight plans to avoid ISSRs may be sufficient to reduce contrail formation. The ANSP or network manager would see incidental but high impact flight plan adaptations due to contrails mitigation but would not have to adapt their own systems. On the other hand, EUROCONTROL has run initial trials to reduce contrail formation through tactical adjustments of flights within the airspace rather than by the flight planner on the ground.

These strategies for airports, ANSPs and other aviation stakeholders are currently being further developed and tested. At To70, we see the need to inform stakeholders and support them in taking action to reduce non-CO2 emissions. Beyond our support to the EU MRV and airport non-CO2 insights, To70 is able to provide knowledge on environmental impacts of non-CO2 emissions as well as knowledge on the practical implementation of mitigation strategies. We can provide this from an operational airport, airline, government policy and ANSP perspective. We look forward to reducing non-CO2 emissions together with the sector.  

[1] Updated analysis of the non-CO2 climate impacts of aviation and potential policy measures pursuant to EU Emissions Trading System Directive Article 30(4) – Report from the Commission to the European Parliament and the Council | EASA (europa.eu)

[2] Airlines divide over new EU rules on monitoring and reporting of their non-CO2 emissions – GreenAir News

[3] Teoh, Roger, et al. “Targeted use of sustainable aviation fuel to maximize climate benefits.” Environmental Science & Technology 56.23 (2022): 17246-17255.

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