because climate matters
What does it cost, is it sustainable for Europe and will consumers still get acceptable prices?
1. Fuel is only a small part of your ticket
Airlines fuel prices fluctuate dramatically. Despite this huge variations, world’s aviation grew 5.5% a year since 1950, Continue reading “Europe can afford CO2-fair taxation”
EU ETS trading must be extended to all flights landing or taking off in any EU ETS member state, but …
EU ETS CO2 emission counting must “stop the clock” at a certain distance
CO2 emission rules for flights outside EU ETS airspace must stop at a certain (great-circle) distance, e.g. beyond 5,000 km. This “stop the clock” policy avoids unfair competition from flights with intermediate stops outside the EU ETS. Otherwise, fuel efficient direct flights get unfair competition from less fuel efficient flights with intermediate stops. Continue reading “When to stop the clock”
Establishing aviation’s CO2 emissions
1. Measurements
All airlines of EU ETS member states keep already a record of their fuel bills. They are charged for every metric ton of kerosene that is estimated to produce an equivalent of 3.15 tons of CO2.
2. Flight distance
Fuel bills of airlines from outside the EU ETS member states are not available for verification. However, these airlines can be charged accurately Continue reading “CO2 Emissions per route can be accurately established”
Europe got already a tool
1. The EU has already installed an Emissions Trading System
“The EU Emissions Trading System (EU ETS) is a cornerstone of the EU’s policy to combat climate change and its key tool for reducing greenhouse gas emissions cost-effectively. Continue reading “Europe can lead the path towards sustainable aviation”
Aircrafts look the same then 70 years ago
1. Airliner’s fuselages didn’t change for 70 years 
All current aircraft are Tube & Wing designs. A wing, which generates lift, a tube-like fuselage, which holds the load, and a balancing tail. Only small improvements were made to noses, cockpit windows, wing-root fairings and tail-cones. However, these can not improve much further. Continue reading “The Fuselage”
Jet airliner’s engines slow evolution towards fuel efficiency
1. Early jet engines
Above formula shows thrust depending on the mass of air passing through the engine and on the (excess) speed at which this air leaves the engine’s nozzle. Early jet airliners used engines which ejected all air with a very high velocity thought their nozzles. These engines were most effective at speeds close to the speed of sound, e.g. Mach (M) 0,85. Continue reading “The Jet-Engine”
How airlines spoil fuel in order to keep pilots off their payroll
Flights must be manned with 2 pilots. However, longer intercontinental flights must be manned with 3 or 4 pilots, because legal work and rest times regulations require pilots to have inflight-rest periods.
Many of such flights are just beyond these regulatory limits. Due to the low price for fuel, airlines prefer to fly these flights with maximum speed instead of employing another copilot.
5% to 10%, 3-15 tons, more fuel is regularly burned for such purposes. This practice is frequently used and increases fuel consumption per flight significantly. The lower the costs for fuel, the more likely, an airline will prefer to fly fuel-spoiling fast.
Europe has a big impact
1. Europe and CIS accounts for 28% of world’s use of jet fuel, see: IATA, Jet Fuel Price Monitor
2. Europe fuels 55.7% of all international flights
18.9% within Europe & CIS + 12.1% North America + 3.2% Central America + 2.1% South America + 3.6% Africa + 5.4% Middle East + 10.4% Asia IATA WATS World Air Transport Statistics 2019 Continue reading “Europe‘s role in world air traffic”