Updated June 8, 2012

UNITED STATES

Aviation Greenhouse Gas Emissions 

Reduction Plan 

U.S. Aviation Greenhouse Gas Emissions 

Reduction Plan Submitted to the International 

Civil Aviation Organization, June 2012
UNITED	STATES

AVIATION	GREENHOUSE	GAS	EMISSIONS	REDUCTION	PLAN

I. SUMMARY

The	 United	 States Government	 (USG) is	 committed	 to	 addressing	 the	 climate	 change	 impacts	 of	

commercial	 aviation	 and	 is	 pursuing	 a	 multi-pronged	 approach	 to	 achieve	 greenhouse	 gas	 (GHG)	

emissions	 reductions.	The	USG	already	achieved	 significant	 reductions	 in	GHG	emissions	 from, and	

energy	 efficiency	 improvements	 in, the	 aviation	 sector	 over	 the	 past	 decade	 through	 public	 and	

private	efforts,	and	it	is	on	a	trajectory	to	continue	that	progress	in	coming	years.	The	USG has	set	an	

ambitious	overarching	goal	of	achieving	carbon-neutral	growth	for	U.S. commercial	aviation	by	2020,	

using	2005	emissions	as	a	baseline1

.	Given	current	forecasts	for	aviation	growth	this	equates	to	about	

a	115 million	metric	 tons	 (MT) reduction	 in	 carbon	 dioxide	emissions	from	 commercial	aviation	by	

2020, and	 by	extending	 those	 approaches	 further	 there	 could	 be	 an	 additional	 60MT	 reduction	 by	

2026.2		As	part	of	the Next	Generation	Air	Transportation	System	Plan,	the	USG	has laid	out	plans	and	

initiatives	for	improvements	in	technology	and	operations,	advances	in	development	and	deployment	

of	sustainable	alternative	 fuels,	and	 policies	and	 selective	measures to	 incentivize	 transition	 of	 the	

fleet	and	airspace	system.	

The	USG	efforts	with	respect	to	commercial	aviation	are	supported	and	enhanced	by	research	efforts	

of	the	United	States	Department	of	Defense	(DoD)	to	improve	energy	efficiency	in	the	defense	sector.			

This	plan	identifies	actions	and	progress	 toward	GHG	emissions	 reductions	in	each	of	 the	 following	

areas:

§ Aircraft	 and	 Engine	 Technology Improvement – Within	 the	 USG technology	 research	 and	

development efforts	 there	 are multiple	 technology	 initiatives	that	 are dedicated	 to	 developing	

technology	 with	 significantly	 improved	 fuel	 burn	 and	 lower	 GHG	 emissions.	 These	 plans	 are	

coordinated	through	the	National	Aeronautics	Research	and	Development	Plan.3

		

§ Operational	 Improvements – The	 Federal	 Aviation	 Administration	 (FAA)	 is	 overhauling	 the	

National	Airspace	System	through	the	NextGen	program to	improve	efficiency	and	reduce	aircraft	

fuel	 burn.	 NextGen	 is	 the	 top	 aviation	 priority	 for	 the	 USG,	 and	 it	 has	 bipartisan	 support	 in	

Congress.	 Additionally,	 the	 Obama	 Administration	 has	 identified	 a	 major	 NextGen	 project	 in	

Houston,	Texas	for	expedited	project	delivery.

 1 Goal	adopted	by	the	Obama	Administration	and	unveiled	at	COP/15	and	subsequently	proposed	by	the	U.S.,	Canada	and	

Mexico	at	the	ICAO	Assembly	in	2010.		The	2005	baseline	is	calculated	using	the	FAA	Aviation	Environmental	Design	Tool.

2 These	estimates	include	all	U.S.	flights	(foreign	and	U.S.	carriers).	 3 National	Aeronautics	Research	and	Development	Plan	available	at	

http://www.whitehouse.gov/sites/default/files/microsites/ostp/aero-rdplan-2010.pdf
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US	AVIATION	GREENHOUSE	GAS	

EMISSIONS	REDUCTION	PLAN

§ Alternative	Fuels	Development	and	Deployment – The	USG has	taken	significant	steps	during	the	

last	 five	 years	 to	 facilitate	 the	 development	and	 deployment	 of	 sustainable	alternative	aviation	

fuels.	 Future	 efforts	 are	 aimed	 at	 identifying new	 alternative	 fuels	 pathways	 as	 well	 as	

commercialization	of	fuels	with	up	to	80 percent lower	lifecycle	GHG	emissions.	

§ Policies,	 Standards,	 and	 Measures – The	 USG	 is	 pursuing	 or	 considering	 a	 variety	 of	 policies,	

standards,	and	measures that	will	supplement, and	in	some	cases	support, efforts	on	technology,	

operations	and	fuels	in	order	to	achieve	the	carbon	neutral	growth	goal.

§ Scientific	Understanding	and	Modeling/Analysis – The	USG	conducts	ongoing	scientific	research	

to	better	understand	and	quantify	the	impacts	of	aviation	on	the	climate,	including	consideration	

of	interdependencies	and	tradeoffs	with	other	environmental	impacts.	These	efforts	help	identify	

and	prioritize	the	most	effective	mitigation	options.	

Expected	 Reductions:	 	 The	 USG	 is	 undertaking	 detailed	 analyses	 to	 estimate	 projected	 reductions	

from	 technology,	 operations,	 and	

alternative	fuels	in	order	to	assess	

progress	 toward	 the	 carbon	

neutral	 growth	 goal	 for	 U.S.	

commercial	 aviation	 and	 to	

identify	 any	 gap	 to	 be	 addressed	

by	 policies,	 standards,	 and	

measures.		This	detailed	analysis	is	

not	 ready	 for	 submission	with	 the	

Action	 Plan,	 but	 will	 be	 published	

once	 completed.	 	 Based	 on	

preliminary	 previous	 work,	

improvements	 in	 aircraft	

technology	 and	 air	 traffic	

operations	 are	 expected	 to	 result	

in	 an	 estimated	 reduction	 of	 47	

MT	 of	 CO2 in	 2020.4

	 	 Thus,	 a	

substantial	 portion	 of	 the	 carbon	

neutral	 growth	 2020	 goal	 is	

expected	 to	 be	 covered	 with	

technology	 and	 operational	

innovation.		With	respect	to	alternative	fuels,	preliminary	computations	show	potential	reductions	in	

life	cycle	CO2 emissions	from	alternative	fuels	between	9	and	34	MT. 5		By	assuming	the	best	case	for	

 4 This	reduction	is	calculated	based	on	an	expected	1.5	percent	improvement	in	fuel	efficiency	per	year	due	to	technology	

and	operational	improvements,	measured	relative	to	a	baseline	year	of	2010.	

5 This	reduction	is	based	on	a	“bottom	up”	projection	conducted	by	the	Volpe	Transportation	Center	that	analyzed	

responses	from	61	companies	using	18	fuel	production	processes	to	estimate	potential	of	alternative	aviation	fuel	
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US	AVIATION	GREENHOUSE	GAS	

EMISSIONS	REDUCTION	PLAN

alternative	 fuels,	 to	 achieve	 carbon	 neutral	 growth	 in	 2020	 using	 a	 2005	 baseline,	 would	 require	

another	 34	 MT.	 	 These	 reductions	 can	 be	 achieved	 from	 a	 combination	 of	 lower	 actual	 emissions	

growth	rates6 and	use	of	policies,	standards,	and	measures.

II. AIRCRAFT	AND	ENGINE	TECHNOLOGY	IMPROVEMENT

The	evolution	of	newer,	more	fuel-efficient	airframes	and	engines	has produced	the	most	significant	

aviation	 emissions	 reductions	 historically and	 will	 drive	 more	 reductions	 in	 the	 future.	 The	USG	 is	

leading	 a	 number	 of	 efforts	 and	 collaborating	 with	 the	 aviation	 industry	 to	 develop	 and	 improve	

technology	 that	 results	 in	 better	 fuel	 efficiency	 and	 reduced	 emissions.	 USG actions	 to	 improve	

aircraft	 and	 engine	 technology	 are	 carried	 out	 by	 the FAA,	 the	 National	 Aeronautic	 and	 Space	

Administration	(NASA)	and	the	Department	of	Defense	(DoD)	and	coordinated	through	the	National	

Aeronautics	Research	and	Development	Plan7.	

A. PROGRAM	SPECIFICS

FAA’s	Continuous	Lower	Energy,	Emissions	and	Noise	Program

The	Continuous	Lower	Energy,	Emissions,	and	Noise	(CLEEN)	program,	launched	by	FAA	in	2010,	is	a	

collaborative	 partnership	with	 five	aviation	manufacturers	 to	 develop	 technologies	 that	will	 reduce	

emissions	 and	 fuel	 burn,	 to	 enable	 alternative	 fuel	 use	 and	 to	 expedite	 integration	 of	 these	

technologies	into current	and	future	aircraft.	CLEEN	is	focused	on	the	complete	aircraft	and	includes	

improvements	in	aerodynamic	and	structural	efficiency	as	well	as	civil	propulsion	efficiency.	The	total	

federal	 investment	 is	 expected	 to	 be	 $125	 million	 over	 five	 to	 six	 years	 with	 the	 five	 aviation	

manufacturers	 contributing	 cost-share	 that	matches	 or	exceeds	 the	 federal	 investment.	The	 CLEEN	

program	 focuses	on	advancing	pre-commercial	 technologies	 for	inclusion	in	 the	commercial	aircraft	

fleet	beginning	in	2015. 8

The	CLEEN	program	is	 fully	authorized	and	has	received	at	a	minimum	full	appropriation	each	year.	

Given	 the	 bipartisan	 support	 for	 this	 program	 so	 far,	 continued	 support for	 this	 program	 in	 the	

budget is	expected.

 

production	in	North	America	(the	United	States,	Canada,	and	Mexico)	in	2020.	The	range	of	values	represents	potential	

variation	in	the	amount	of	alternative	fuels	these	companies	produce	for	the	jet	fuel,	diesel	fuel,	and	gasoline	markets.	

6 Note	that	these	preliminary	computations	are	based	on	an	ICAO	2006	forecast	of	aviation	growth	that	has	substantially	

overestimated	U.S.	aviation	growth.	This	forecast	is	being	refined	and	we	expect	that	the	new	forecast	will	create	a	

smaller	gap.		

7 See	National	Aeronautics	Research	and	Development	Plan	available	at

http://www.whitehouse.gov/sites/default/files/microsites/ostp/aero-rdplan-2010.pdf 8 For	additional	information	on	the	CLEEN	program,	please	see	

http://www.faa.gov/about/office_org/headquarters_offices/apl/research/aircraft_technology/cleen/.
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US	AVIATION	GREENHOUSE	GAS	

EMISSIONS	REDUCTION	PLAN

NASA’s	Environmentally	Responsible	Aviation	and	Subsonic	Fixed	Wing	Programs

The	 CLEEN	 Program	 is	 complemented	 by	NASA’s	 efforts	 via	 the	 recently	 launched	 Environmentally	

Responsible	Aviation	 (ERA)	 Project	within	 the	Integrated	Systems	Research	 Program	 (ISRP)	for	 next	

generation	 technologies	 and	 the	 Subsonic	 Fixed	 Wing (SFW) Project	 within	 the	 Fundamental	

Aeronautics	 Program	 for	longer	 term	 technology	 development.9

		Created	in	 2010,	ERA	is	a	 six	year	

focused	effort	performed	in	collaboration	with	the	FAA	and	DoD with	the	aim	to	reduce	mission	fuel	

burn	 by	 50	 percent.	 Similar	 to	 CLEEN,	 ERA	 is	 focused	 on	 the	 complete	 aircraft	 and	 includes	

improvements	in	aerodynamic	and	structural	efficiency	as	well	as	civil	propulsion	efficiency.	In	2011,	

ERA	received	$65 million	in	funding	and	the	project	is	expected	to	be	funded	at	over	$70	million each	

year from	 2012	 through	 2015.	ERA	will	accelerate	 development	 of	 these	 technologies	 for	 potential	

introduction	 into	 emerging	 subsonic	 passenger	 and	 cargo	 transport	 aircraft	 and	 engine	 designs	 no	

later	than	2020.	

NASA’s	 enduring	 Fundamental	 Aeronautics	 Program	 continues	 to	 focus	 and	 pursue	 fundamental	

research	 into	 advanced	 rotary	 wing,	 subsonic	 and	 supersonic	 transport	 aircraft	 designs	 and	

associated	enabling	technologies.	The	goal	of	the	SFW project	is to	decrease	fuel	burn	by	70	percent

below	 today’s	 technology by	maturing	emerging	aircraft	and	engine	designs	 slated	 for	introduction	

into	 the	 fleet	 beyond	 2030.	 The	 SFW	 project	 is	 funded	 at	 the	 level	 of	 about	 $90M	 to	 explore	 and	

advance	the	most	promising	long-term	technologies	for	subsonic	transports.	

Department	of	Defense	Programs

Beyond	 efforts	 by FAA	 and	 NASA focused	 on	 commercial	 applications,	 DoD	 is	 investing	 significant	

resources	 in	 more	 energy	 efficient	

aircraft	 technology to	 address	

escalating	 fuel	 cost	 and	 supply	

volatility.	DoD	and	its	various	branches	

have	 a	 number	 of	 specific	 military	

propulsion programs	 and	 initiatives	

underway	 to	 improve	 aircraft	 energy	

efficiency,	which	will	also reduce	GHGs.	

The	 VAATE	 (Versatile	 Affordable	

Advanced	 Turbine	 Engines)	 Program	

provides	 a	 framework	 to	 develop	

advanced	 engine	 technologies	 for	 all	

DoD	services,	in	collaboration	with	the	

Defense	 Advanced	 Research	 Projects	

Agency	(DARPA),	Department	of	Energy	

(DOE),	NASA,	FAA	and	industry.	There	are	 several	 technology	 development	 programs	 under	VAATE	

that	 strive	 to	 meet	 specific	 energy	 goals.	 The	 Adaptive	 Versatile	 Engine	 Technology	 (ADVENT)	

Program is	 developing	 critical	 technologies	 to	 enable military	 turbofan	 engines with	 25	 percent	

 9 For	additional	information	on	the	ERA	project,	please	see	http://www.aeronautics.nasa.gov/isrp/era/index.htm.	For	

additional	information	on	the	SFW	project,	please	see	

http://www.aeronautics.nasa.gov/fap/subfixed.htmlhttp://www.aeronautics.nasa.gov/isrp/era/index.htm

On September 7, 2010, a U.S. Air Force C-17 flew with all engines 

burning a JP-8, biofuel, and synthetic coal-derived fuel blend.
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US	AVIATION	GREENHOUSE	GAS	

EMISSIONS	REDUCTION	PLAN

improved	 fuel	 efficiency that	 reduce	 fuel	 burn and provide	 more	 range,	 persistence,	 speed	 and	

payload.	 The	 Adaptive	 Engine	 Technology	 Development	 (AETD)	 program	 is	 following	 the	 ADVENT	

program	to	accelerate	technology	maturation	and	reduce	risk	for	transition of	these	technologies to	a	

military	engine	 in	 the	 2020+	 timeframe;	 the	 technology	 would	 be	 applicable	 to	 a	 range	 of	military	

aircraft	(fighters,	bombers,	etc.).	In	addition,	the	DoD is	investing	in	advanced	aircraft	configurations	

and	lightweight	structures	to	improve	aircraft	efficiency.	Many	of	the	technologies	being	developed	

under	these	programs	will	be	transferable	to	the	commercial	aviation	fleet	and	vice-versa.

B. TIME	FRAME	AND	TARGETS

The	FAA	CLEEN,	NASA	ERA,	NASA	SFW Program	and	DoD	VAATE Program	goals	are	complementary	in	

their	reduction	targets	and	their	timeframes.	

§ A	primary	goal	of	 the	CLEEN	program	is	 to	develop	and	demonstrate,	by	 2015,	 technology	 that	

reduces	 fuel	 burn	 by	 33	 percent	 relative	 to	 current	 technology.	 The	 technology	 would	 then	 be	

available	for	commercialization.	

§ The	Environmentally	Responsible	Aviation	(ERA)	project	has a	goal	to	reduce	mission	fuel	burn	by	

50	percent	not	later	 than	2020 for	subsonic	passenger	and	cargo	 transport	aircraft.	In	addition,	

the	DoD	ADVENT	and	AETD	programs have a	goal	of	a	25 percent	improvement	in	fuel	efficiency	

for	military	engines	by	2020.

§ The	Subsonic	Fixed	Wing	(SFW)	Program	intends	to	mature	technology	associated	with	emerging	

aircraft	 and	 engine	 designs	 slated	 for	 introduction	 into	 the	 fleet	 beyond	 2030	to	 decrease	 fuel	

burn	by	70	percent.	

C. EXPECTED	EMISSIONS	IMPACTS

An	independent	expert	panel	convened	in	ICAO,	and	supported	by	U.S.	experts,	estimated	that	new	

technologies	and	changes	to	aircraft	mission	specifications,	such	as	reduction in	cruise	speed, could	

result	 in	 as	 much	 as	 20-30	 percent	 improvement	 in	fuel	 efficiency	 by	 2020	 (when	 compared	 with	

2000)	 and	 25-50	 percent	 improvement	 by	 2030. The	 independent	 experts	 noted	 that	 greater	

reductions	could	be	expected	beyond	2030.10

These	 technologies	 are	 currently	 being	 advanced	 by	 industry	 as	 well	 as	 FAA	 and	 NASA	 funded	

research.	The	aircraft	and	engine	technologies	being	developed	in	the	CLEEN	program	have	a	goal	of	

a 33	percent	reduction	in	fuel	burn,	relative	to	current	technology,	in	the	near	term. The	introduction	

of	 the	 aircraft	 concepts	 and	 technologies	 currently	 being	 developed	 by	 NASA	 in	 ERA	 and	the	 SFW

Program,	which,	after	maturing	 further,	could	be	brought	closer	to	commercialization	by	the	CLEEN	

program,	could	yield	much	larger	reductions	on	the	order	of	50	to	70 percent below	current	levels.

 10 See	Report	of	the	Independent	Experts	of	Fuel	Burn	Reduction	Technology	Goals,	CAEP	Steering	Group	2010,	Working	Paper	11	at	

Paragraph	8.	
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US	AVIATION	GREENHOUSE	GAS	

EMISSIONS	REDUCTION	PLAN

D. SUCCESSES SO	FAR

In partnership	with	industry,	CLEEN	is	already	accelerating	development	of	aircraft	technologies	that	

reduce	fuel	burn. Following	were	some	of	the	program	achievements in	FY11:

§ Boeing:	 	 Completed	 Adaptive	 Trailing	 Edge	 wind	 tunnel	 tests	 in	 May	 2011,	 demonstrating	

improvements	in	aerodynamic	efficiency,	leading	to	an	estimated	2 percent reduction	in	aircraft	

fuel	burn	and	emissions.	Flight	tests	are	scheduled	for	August 2012.

§ GE:		Completed	sub-scale	open	rotor	wind	tunnel	tests	in	January 2012.	 Early	

assessments	using	test	data	show	at	least	a	26 percent reduction	in	fuel	burn	

for	a	 single	aisle	 class	aircraft.	Independent	assessments	 by	NASA	 using	 test	

data	show	a	35 percent reduction	in	fuel	burn	is	possible.	

§ Boeing:	 	 Completed	 Alternative	 Fuel	 Impact	 on	 Aircraft	 Fuel	 System	 tests,	

demonstrating	 rubber	 seals	 are	 not	 adversely	 affected	 by	 a	 blend	 of	

alternative	jet	fuel	and	Jet	A	fuel.

§ Rolls-Royce:	 	 Completed	 turbine	 blade	 component tests	 in	 July 2011,	

demonstrating	a	reduction	in weight	and	increase	in	engine	efficiency.	

III. OPERATIONAL	IMPROVEMENTS

Achieving	more	efficient	aircraft	 operations	is	another	 critical	element	 for	reducing	GHG	emissions

from	 aviation.	 The	 FAA	 is	 currently	 implementing	 a	 comprehensive,	 multiyear	 overhaul	 of	 the	

National	Airspace	System	known	as	NextGen.	The	benefits	of	NextGen	are	many	and	go	well	beyond	

environment,	but	key	elements	of	NextGen	include	reducing	delays,	establishing	more	precise	routes,	

and	improving	overall	efficiency	of	the	National	Airspace	System, which	all	result	in	less	fuel	burn	and	

lower	emissions.

A. PROGRAM	SPECIFICS

Implementation	of	FAA’s	Next	Generation	Air	Transportation	System	 (NextGen)	is	a	comprehensive	

means	for	achieving	more	efficient	aircraft	operations	and	reduced	GHG	emissions	through	airspace,	

operational,	 and	 infrastructure	 improvements	 (note	 the	 CLEEN	 program	 referenced	 above	 is	 an	

element	of	NextGen).	There	are	a	range	of	operational	improvements	being	implemented	that	result	

in	 lower	 fuel	 burn,	 including	 use	 of	 more	 precise	 flight	 paths	 with	 advanced	 avionics,	 use	 of	

continuous	 descent	 arrivals	 that	 require	 limited	 engine	 thrust	 when	 descending	 to	 an	 airport,	 and	

overall	airspace	optimization.	

The	 USG has	 dedicated	 significant	 resources	 to	 implementing	 NextGen	 and	 measuring	 progress	

toward	 NextGen	 goals,	 including	 efforts	 to	 measure	 and	 quantify	 environmental	 benefits.	 These	

Open rotor model
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US	AVIATION	GREENHOUSE	GAS	

EMISSIONS	REDUCTION	PLAN

efforts	with	detailed	information	about	investments,	timelines,	etc.	are	addressed	in	FAA’s	NextGen	

Implementation	Plan11 and	NextGen	Segment	Implementation	Plan.12

The	 FAA	 is	 working	 very	 closely	 with	 various	 segments	 of	 the	 U.S.	 aviation	 sector,	 as	 NextGen	

requires	not	only	new	infrastructure	and	systems,	but	avionics	equipage,	pilot	training,	and	new	ways	

of	 operating	 by	 the	 commercial	 sector.	U.S.	 industry	 is	 very	 supportive	 of	 NextGen	 modernization	

given	the	efficiency	gains	and	fuel	costs	savings	enabled.

NextGen	has	generally	received	broad	congressional	support,	and	even	in	the	recent	years	of	budget	

challenges,	 has	 been	 funded	 at	 or	 near	 requested	 levels.	 The	 recent	 passage	 of	 a	 four-year	 FAA	

reauthorization	provides	further	evidence	of	the	widespread	support	for	implementing	NextGen,	and	

also	provides	specific	additional	authority	and	support	for	NextGen	programs.	

B. TIME	FRAME AND	TARGETS

Given	 the	broad	scope	of	NextGen,	 there	is	a	comprehensive	planning	and	implementation	process	

for	 achieving	 the	 full	 range	 of	 NextGen	 benefits.	 Implementation	 of	 many	 improvements	 under	

NextGen	 is	 occurring	 now	 with	 individual	 elements	 being	 implemented	 throughout	 the	 next	 ten	

years.	The	emissions	reductions	resulting	 from	NextGen	are	intended	 to	support	 the	overall	goal	of	

carbon	neutral	growth	by	2020.

Because	 of	 the	 importance	 of	 NextGen	 to	 the	 U.S.	 economy,	 President	 Obama	 identified	 one	

significant	 NextGen	 project	 for	 fast-tracking	 as	 part	 of	 the	 Administration’s	 efforts	 to	 speed	

infrastructure	 development.13	 	 The	 accelerated	 project	 involves	 operational	 improvements	 in	 and	

around	the	two	largest	Houston	airports	and	surrounding	airspace.	The	estimated	annual	benefits	of	

the	 project	 are	 (1)	 reducing	 fuel	 consumption	 between	 3	 and	 8.6	million	 gallons;	 and	 (2)	 reducing	

GHG	emissions	by	31,000	to	87,000	metric	tons.				

C. EXPECTED	EMISSIONS	IMPACTS

Benefits	from	NextGen	efforts	are	projected	to	result	in	a	cumulative	reduction	of	approximately	1.4	

billion	gallons	of	fuel	or	14	MT	of	CO2 by	2020.	This	is	a	system-wide	estimate	and	is	highly	sensitive	

to	FAA’s	air	traffic	forecast,	which	has	been	highly	variable	in	recent	years	due	to	a	number	of	factors,	

including	fluctuation	in	fuel	prices	and	the	economy.	

 11 Available	at http://www.faa.gov/nextgen/media/ng2011_implementation_plan.pdf 12 See	also	National	Airspace	and	Procedures	Plan	for	additional	details	regarding	the	milestones	and	products	that	will	

support	achieving	success	in	NextGen

13 See	Presidential	Memorandum	regarding	“Speeding	Infrastructure	Development	through	More	Efficient	and	Effective	

Permitting	and	Environmental	Review”	(Aug.	31,	2011)	available	at	http://www.whitehouse.gov/the-pressoffice/2011/08/31/presidential-memorandum-speeding-infrastructure-development-through-more	
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D. SUCCESSES	SO	FAR

The	 following	 are	 a	 few	 of	 the	 many	 NextGen	 projects	 and	 programs	 that	 have	 demonstrated	

emissions	reductions	and	will	lead	to	greater	reductions	as	they	are	fully	implemented	or	expanded	

upon.	

§ FAA	 Metroplex	 Initiative: FAA’s	 Metroplex	 initiative	 is	 undertaking	 efforts	 to	 optimize	 the	

complex	 airspace	 in	 the	 vicinity	 of	 busy	 U.S.	 airports.	 Under	 this	 initiative,	 implementation	 of	

optimized	descents	and	shorter	flying	distances	in	Washington,	D.C.	and	north	Texas	has	resulted	

in	a	substantial	reduction	in	aircraft	fuel	burn.	For	Washington,	the	estimate	is	$6.4	to	$19	million	

per	year	in	fuel savings,	and	the	north	Texas	Metroplex	estimated	to	save	$10.3	to	$21.7	million.	

In	Houston	alone,	between	3	and	8.6	million	gallons	of	fuel	will	be	saved,	the	equivalent	of	taking	

4,000	 to	 8,000	 cars	 off	 the	 road	 in	 the	 metropolitan	 area.	 The	 Washington	 and	 north	 Texas	

projects	moved	to	the	design	and	implementation	phase	in	2011.14				

§ Atlantic	 Interoperability	 Initiative	 to	 Reduce	 Emissions	 (AIRE):	 	 AIRE	 is	 a	 collaborative	 effort	

between	 the	 U.S.	 and	 the	 European	 Commission	 to	 promote	 and	 harmonize	 environmental	

initiatives	and	procedures	in	European	and	North	American	airspace.	In	2010	and	2011,	the	U.S.	

participated	 in	 three	 AIRE	 demonstration	 projects	 utilizing	 a	 combination	 of	 flight	 optimization	

procedures	 to	 reduce	 fuel	 burn	 and	 emissions.	 Benefits ranged	 from	 a	 savings	 of	 100	 to	 400	

gallons	of	fuel	per	flight.

§ Reduced	 Surface	 Emissions:	 During	 2010,	 the	 Port	 Authority	 of	 New	 York	 and	 New	 Jersey	

implemented	a	surface	congestion	reduction	program	at	JFK	airport	to	avoid	disruption	while	the	

airport’s	 longest	 runway	 was	 being	 rebuilt.	

Adapting	 software	 used	 during	 de-icing	

operations,	 JFK	managers	 tracked	and	 limited	

access	 to	 taxiways	 for	 departing	 aircraft	 until	

they	 could	 take	 off	 without delays.	 JFK	

retained	the	procedure	after	the	runway	work	

was	 completed,	 and	 analysts	 were	 able	 to	

compare	 operations	 using	 the	 system	 under	

normal	 circumstances	 with	 operations	 before	

the	runway	work	began.	Through	FAA	analysis,	

it	 is	 estimated	 that	 the	 procedure	 has	 the	

potential	to	save	14,800	hours	of	taxi-out	time	

per	year	at	JFK,	reducing	fuel	consumption	by	5	

million	gallons	and	carbon	dioxide	emissions	by	48,000	metric	tons.	

 14 NextGen	Implementation	Plan,	Page	20.

Surface congestion at Kennedy International Airport. 
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EMISSIONS	REDUCTION	PLAN

IV. ALTERNATIVE	FUELS	DEVELOPMENT	AND	DEPLOYMENT

The	 USG is	 actively	 supporting	 and	 facilitating	 the	 development	 and	 deployment	 of	 sustainable	

alternative	fuels	with	lower	lifecycle	GHG	emissions	than	conventional petroleum fuel.			

A. PROGRAM	SPECIFICS

The	 USG has	 taken	 significant	 steps	 during	 the	 last	 five	 years	 to	 facilitate	 the	 development	 and	

deployment	of	“drop-in”	alternative	aviation	fuels.	“Drop-in” jet	fuel	can	be	used	without	changes	to	

aircraft	systems	or	fueling	infrastructure	and	may	reduce	aircraft	emissions	and	enhance	U.S. energy	

security.	 The Commercial	 Aviation	 Alternative	 Fuels	 Initiative (CAAFI),	 a	 public/private	 partnership

between	 the	 USG,	 airlines,	 aircraft	 manufacturers	 and	 airports, has led	 efforts	 in	 research	 and	

development,	environmental	assessment,	 fuel	 testing	and	 demonstration	and	 commercialization	 of	

alternative	 aviation	 fuels.	 CAAFI	 efforts	 contributed	 to	 the	 creation	 of	 testing	 protocols	 and	 new	

alternative	 fuel	 specifications	 that	 have	 enabled	 approvals	 for	 aviation	 to	 use	 new	 fuels	 in	

commercial	 service.	 This	 is	 paving	 the	 way	 to	 large	 scale	 production	 and	 use	 of	 these	 fuels.	 This	

leadership	has	also	helped	make	aviation	a	major	target	market	for	the	alternative	fuels	sector.	

The	 U.S.	 Department	 of	 Agriculture	 (USDA)	 considers	

aviation	 a	 key	 strategic	 partner	 and	 market	 for	

accomplishing	 its	 goals	 of	 promoting	 bioenergy	

production	 and	 supporting	 rural	 development.	 The	

USDA	is	focused,	in	particular,	on	crop	and	investment	

programs	to	support	aviation	fuel	production.	Likewise,	

the	 Air	 Force,	 the	 Navy,	 NASA	 and	 Department	 of	

Energy	have	also	become	key	government	contributors	

to	 aviation	 alternative	 fuels	 efforts	 with	 research	 &	

development,	 fuel	 testing	 and	 fuel	 production	

investments.	 The	 U.S.	 Renewable	 Fuel	 Standard	 (RFS)	

mandates	 the	 use	 of	 36	 billion	 gallons	 of	 renewable	

fuels	 by	 2022	 but	 does	 not	 mandate	 jet	 fuel	

production.	The	U.S.	Environmental	Protection	Agency	 (EPA)	has	proposed	 that	alternative	aviation

fuels	get	credit	toward	the	volume	requirement	thereby	enhancing	the	potential	commercial	value	of	

the	qualified	fuels	and	creating	further	incentive	for	production.	

B. TIME	FRAME AND	TARGETS

In	 general,	 for	 an	 alternative	 jet	 fuel	 to	 be	 broadly	 used	 by	 commercial	 aviation,	 it	 needs	 to	 be	

approved	by	ASTM	International (ASTM),	a	widely	recognized	industry	standards	setting	organization.	

To	date,	ASTM	has	approved	two	alternative	jet	fuels	that	could	use	vegetable	and	waste	oils	as	well	

as	lignocellulosic	materials	with	Fischer-Tropsch	synthesis.	The	approval	of	additional	alternative	jet	

fuels	is	being	pursued	to	ensure that	a	wide	range	of	feedstock	and	fuel	producers	have	access	to	the	

US agencies contribute to aviation alternative 

fuels efforts with R&D, fuel testing, and production 

investments.
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US	AVIATION	GREENHOUSE	GAS	

EMISSIONS	REDUCTION	PLAN

jet	fuel	market,	reducing	cost	and	thereby	providing	greater	opportunity	to	meet	U.S. environmental	

goals.	

FAA,	DoD,	and	NASA	are	 currently	 collaborating	with	 industry	 to	advance	additional	 fuel	 pathways	

that	 could	more	 cost	effectively	 convert	materials	 to	alternative	jet	 fuels.	Once	 sufficient	 testing	is	

completed,	ASTM	is	expected	to	consider	approval	of	the	next	fuel	types,	in	late	2013	or	2014.	In	the	

interim,	 the	FAA	is	working	with	 the	Brazilian	government	 to	facilitate	 the	use	of	alcohol-to-jet	fuel	

on	a	specific	aircraft	type	in	Brazil	in	time	for	the	World	Cup	in	2014.	This	fuel	pathway	could	use	a	

wide	range	of	 feedstocks	that	can	be	converted	to	alcohols,	which	are	then	upgraded	to	jet	 fuel.	In	

parallel,	additional	 fuel	pathways	are	also	under	development	and	 testing	and	being	considered	 for	

approval.	

A	 forthcoming	 analysis	 from	 the	 Volpe	

Transportation	 Center	 presents	 a	 “bottom	

up”	 projection	 of	 the	 potential	 production	 of	

alternative	 aviation	 fuels	 in	 North	 America	

(the	 United	 States,	 Canada,	 and	 Mexico)	 in	

2020	 that	is	based	on	61	companies	using	18	

fuel	production	processes.15 It	must	be	noted	

that	 this	 is	 a	 preliminary	 analysis	 that	 was	

derived	 using	 a	 number	 of	 assumptions	 that	

are	currently	being	vetted.	For	North	America,	

alternative	 aviation	 fuel	 production	 in	 these	

specific	 scenarios	 was	 projected	 to	 range	

from	2.5	billion	gallons	per	year	(BGY)	to	more	

than 9	BGY.	The	projections	 reflect	individual	

company	 stated	 plans	 – as	 opposed	 to	 the	

underlying	 market	 forces	 – for	 production	 and	 expansion.	 The	 analysis	 also	 projects	 the	 role	 that	

alternative	 fuels	 may	 play	 in	 achieving	 carbon	 neutral	 growth	 goals	 under	 various	 production	

scenarios.

The	 FAA has	 set	a	goal	 of	annual	 use	 by	U.S.	aviation	 of	 1	 billion gallons	 of	alternative	jet	 fuel, by	

2018, displacing	1	billion	gallons	of	petroleum	jet	fuel.	The	U.S.	Air	Force (USAF) has	a	goal	of	being	

ready	 to	 cost	 competitively	 acquire 50 percent of	 USAF	 domestic	 aviation	 fuel	 from domestically	

sourced	50/50	alternative	fuel	blends by	2016.16 The	U.S.	Navy	has	a	goal	to	have	50 percent	of	the	

Naval	 fleet’s	 total	 energy	 consumption	 from	 cost	 competitive	 alternative	 sources	by	 2020.17 It	 is	 a	

 15 John	A.	Volpe	National	Transportation	Systems	Center	Draft	Report	entitled	“Alternative	Aviation	Fuel	Scenario	Analysis	

Report”	Version:	9/23/11.

16 “Air	Force	energy	plan:	2010,”	The	United	States	Air	Force,	2010. 17 “A	Navy	energy	vision	for	the	21st	century,”	The	United	States	Navy,	2010.

The Volpe Center projects alternative aviation fuel production 

could range from 2.5B to more than to more than 9B gallons per 

year by 2020.
11

US	AVIATION	GREENHOUSE	GAS	

EMISSIONS	REDUCTION	PLAN

legal	 requirement	 that	alternative	 fuels	be	 produced	in	a	manner	 that	 has	a	lower	greenhouse	gas	

footprint	than	conventional	petroleum	based	fuels.18

C. EXPECTED	EMISSIONS	IMPACTS

The	 fuel	 production	 pathways	 examined	 in	 the	 preliminary	 Volpe	 “bottoms	 up”	 projection	 had	 an	

estimated	average	1/3	reduction	in	life	cycle	CO2 emissions.19 With	this	life	cycle	CO2 value,	and	the	

preliminary	 range	 of	 fuel	 production	 values	 from	 2.5	 to	 9	 BGY,	 the	 overall	 annual	 reduction	 in	 life	

cycle	 CO2 emissions	 could	 be	 between	 9	and	 34	MT	 of	life	 cycle	 CO2 emissions	 by	 2020 relative	 to	

traditional	petroleum	fuels.

		

Alternative	fuel	analyses	conducted	by	the	PARTNER	Center	of	Excellence	have	shown	reductions	of	

up	 to	 80 percent for	 some	 renewable	 alternative	 jet	 fuel	 pathways	 with	 many	 HEFA	 pathways	

showing	 approximately	 a	 50 percent reduction.20 With	 an	 optimistic life	 cycle	 CO2 emissions	

reduction	 of	 80 percent,	 the	 range	 of	 fuel	 volumes	 presented	 above	 could	 correspond	 to	 annual	

reductions	of	23	to	82	MT	of	life	cycle	CO2 emissions	by	2020 relative	to	traditional	petroleum	fuels.

D.		SUCCESSES	SO	FAR

The	following	are	several	examples	of	the	progress	and	successes	in	the	development	of	sustainable	

alternative	fuels	for	aviation.

§ On	 July	 1,	 2011, the standard-setting	

organization	 ASTM	 International	 approved	

a	bio-derived	sustainable	alternative	jet	fuel	

known	 as	Hydroprocessed	Esters	 and	 Fatty	

Acids,	or	HEFA,	 for	commercial	use	up	 to	a	

50	 percent	 blend	 level.	 This	 approval	

required	 extensive	 collaboration	 with	 all	

stakeholders	 over	 a	 period	 of	 three	 years	

with	 the	 FAA’s	 CLEEN	 Program	 supporting	

key	 testing	 that	 enabled	 the	 approval.	 In	

late	 2011,	 two	 U.S.	 commercial	 airlines,	

United	 Airlines	 and	 Alaska	 Airlines,	 flew	

their	first	domestic	flights	powered	by	HEFA	

biofuels.	

 18 Energy	Independence	and	Security	Act	of	2007,”	Section	526,	One	Hundred	Tenth	Congress	of	the	United	States	of	

America,	2007

19 John	A.	Volpe	National	Transportation	Systems	Center	Draft	Report	entitled	“Alternative	Aviation	Fuel	Scenario	Analysis	

Report”	Version:	9/23/11.	

20 Stratton	RW,	Wong	HM,	Hileman	JI	(2010)	Life	Cycle	Greenhouse	Gas	Emissions	from	Alternative	Jet	Fuel,	Version	1.2.	

Cambridge,	Massachusetts:	PARTNER/MIT.

Alaska Airlines flew its first biofueled domestic flight in 2011.
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EMISSIONS	REDUCTION	PLAN

§ USDA	provided	a	$40	million	research	grant	to	a	University	of	Washington	lead	team	to	focus	on	

using	sustainably	grown	woody	energy	crops	for	transportation	fuels.	The	project	aims	to	develop	

a	regional	source	of	renewable	aviation	fuel. Production	of	bio-based	jet	and	diesel	fuel	by	project	

partner	Zeachem	is	expected	to	begin	as	early	as	2013.

§ USDA	has	invested in a	New	Mexico	facility	to	produce	"green	crude"	oil	from	algae, which	can	be	

refined	into	 transportation	 fuel.	And	USDA	and	DOE	 have	invested	in	another	algae	 production	

facility	in	Arizona.

§ In	August 2011, USDA,	Department	of	Energy	and	U.S.	Navy	announced	a	partnership	to	invest	up	

to	 $510	 million	 during	 the	 next	 three	 years	 to	 produce	 advanced,	 drop-in	 aviation	 and	 marine	

biofuels	 to	 power	 military	 and	 commercial	 transportation.	DOE	 and	 DoD plan	 to	 invest	 money	

under	 the	 Defense	 Production	 Act	 Title	 III, which	 allows	 the	 U.S. to	 invest	 in	 strategically	

significant	 industries. USDA	 plans	 to	 provide	 its	 contribution	 through	 the	 use	 of	 its	 Commodity	

Credit	Corporation.

§ In	December	2011, the	Navy	announced	that	the	Defense	Logistics	Agency	had	signed	a	contract	

to	purchase	450,000	gallons	of	advanced	drop-in	biofuel,	the	single	largest	purchase	of	biofuel	in	

government	history,	for	a	demonstration	off	the	coast	of	Hawaii	in	the	summer	of	2012.

§ The	U.S.	Department	of	Energy’s	ongoing	Integrated	Biorefineries Program	supports	development	

of	 pilot	 and	 demonstration	 scale	 fuel	 production	 facilities	 with	 11	 projects	 focused	 on	

hydrocarbon	 fuels	 including	 jet	 fuel.	 DOE	 is	 planning	 additional	 funding	 of	 alternative	 jet	 fuel	

development.

§ In	 April	 2012,	 the	 Air	 Force	 completed	 testing	 and	 certification	 of	 the	 entire	 fleet	 on	 FischerTropsch	synthetic	fuel	and	continues	to	certify	the	fleet	on	hydro-processed	renewable	jet	(HRJ)	

and	alcohol-to-jet	(ATJ	biofuel	blends).

§ In	October	 2010,	 the	 FAA	and	USDA	 signed	a	 five-year	agreement	 that	 creates	a	 framework	 of	

cooperation	to	leverage expertise	of	the	two	agencies	to	develop	alternative	jet	fuel	production.	

Under	 the	 partnership,	 the	agencies	 bring	 together	 their	experience	in	 research,	 policy	analysis	

and	air	transportation	to	assess	the	availability	of	different	kinds	of	feedstocks	that	will	be	needed	

by	biorefineries	to	produce	renewable	jet	fuels.	A	recent	concrete	outcome	is	the	development	of	

a	 feedstock	 readiness	 measurement	 tool	 to	 inform	 aviation	 fuel	 users	 about availability	 and	

feasibility	of	the	key	raw	materials	for	alternative	fuel	production.

§ In	 July	2010, the	USDA	joined	with	CAAFI	co-sponsor	Airlines	 for	America	 (A4A)	and	 the	Boeing	

Company	 in	 a	 “Farm	 to	 Fly”	 resolution	 to	 “accelerate	 the	 availability	 of	 sustainable	 aviation	

biofuels	 in	 the	 United	 States,	 increase	 domestic	 energy	 security,	 and	 establish	 regional	 supply	

chains	and	support	rural	development.”	
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EMISSIONS	REDUCTION	PLAN

V. POLICIES,	STANDARDS, AND	MEASURES

The	 USG is	 pursuing	 the	 development	 of	 a	 meaningful	 CO2 standard	 and considering	 additional	

policies,	 standards,	 and	 measures	 that	 would	 supplement efforts	 on	 technology,	 operations	 and	

alternative	fuels	in	order	to	achieve	the	carbon	neutral	growth	goal.

1. Development	of	a	Meaningful	Aircraft	CO2 Standard

The	USG is	committed	to	the	development	of	a	meaningful	CO2 standard	in	ICAO	for	implementation	

in	 the	U.S.	 under	 the	 Clean	Air	Act.	In	 this	 regard,	 the	ICAO	 Committee	 on	Aviation	Environmental	

Protection	(ICAO/CAEP)	is	currently	working	toward	adopting	a	meaningful	CO2 standard	for	aircraft	

with	 support	 from	the	USG and	industry	and	environmental	 stakeholders.	The	 CO2 standard	would	

incentivize	 faster	 development	 of	 technology	 and	 serve	 as	 a	 basis	 for	 ensuring	 that	 less	 efficient	

aircraft	and	engine	technologies	are	eliminated	over	time21.

		

2. Aviation	Fuel	Charge

The	USG currently	applies	a	domestic	per	gallon	fuel	charge	of	4.3	cents	that	contributes	to	funding	

$1B	 yearly	 NextGen	 infrastructure	 development	 investment	 and	 emissions	 reduction	 through	 the	

Airport	and	Airway	Trust	Fund.	

3. Incentives	for	Equipping	Aircraft	with	Advanced	Avionics

The	recently	passed	FAA	reauthorization	grants	authority	to	FAA	for	

the	establishment	of	an	incentive	program	to	facilitate	the	purchase	

of	 advanced	 avionics	 for	 aircraft	 in	 order	 to	 facilitate	 the	

implementation	 of	NextGen.	The	 incentive	 program	 is	 in	 the	early	

stages	 of	 design	 given	 the	 recent	 passage	 of	 reauthorization,	 and	

the	 potential	 for	environmental	improvement	is	a	 critical	 factor	in	

the	 design	 of	 the	 program.	 In	 addition,	 by	 hastening	 the	

implementation	of	NextGen,	the	incentive	program	will	help	lead	to	

overall	emissions	reductions	from	aviation.	

4. Voluntary	Airport	Low	Emissions	Program

FAA’s	Voluntary	Airport	 Low	Emission	 Program	 (VALE)	is	a	 national	 program	 designed	 to	 reduce	all	

sources	 of	 airport	 ground	 emissions.	 Airports	 can	 apply	 for	 funding	 to	 purchase	 lower	 emissions	

technology.	Examples	of	previously	funded	projects	include:		preconditioned	air	units,	electric	ground	

support	equipment	like	bag	tugs	and	belt	loaders;	natural	gas	refueling	stations	for	airport	buses	and	

shuttles;	 gate	 electrification;	 and	 alternative	 fuel	 systems	 including	 geothermal	 systems	 and	 solar	

facilities.	 In	 fiscal	 year	 2011,	 the	 FAA	 issued	 VALE	 grants	 for	 12	 projects	 at	 11	 airports	 for	 lowemission	 projects.	 Since	 2005,	 the	 FAA	 has	 funded	 52	 low-emission	 projects	 at	 30	 airports	

 21The	efficacy	of	the	standard	will	depend	on	both	the	stringency	(over	time)	and	applicability	of	the	standard	(i.e.,	to	

what	types	of	aircraft	is	the standard	applied	such	as	applying	to	current	in-production),	both	of	which	are	under	

discussion	in	ICAO.	ICAO/CAEP	is	aiming	to	complete	work	on	the	standard	by	2013.	

Advanced avionics facilitate NextGen 

implementation.
14

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EMISSIONS	REDUCTION	PLAN

representing	a	total	investment	of	$138	million	($109	million	in	federal	grants	and	$29	million	in	local	

airport	matching	funds)	in	clean	airport	technology.

5. 		NextGen	Environmental	Management	System

FAA	has	developed	and	is	improving	upon	a	NextGen	Environmental	Management	System (EMS).	The	

EMS	 will	 assist	 in	 measuring	 progress	 toward	 NextGen	 Environmental	 goals	 and obtain	 input	 and	

commitments	from	stakeholders	on	initiatives	to	reduce	fuel	burn	and	emissions	from	aviation.	With	

the	use	of	analytical	models,	and	information	from	stakeholders,	FAA	can	provide	transparency	and	

information	regarding	progress	toward	goals.

6. Market-Based	Measures

The	USG	is	considering the	possibility of	market-based	measures	(MBMs) for	aviation to	meet	any	gap	

in	achieving	aviation	emission	reduction	goals.	In	this	regard,	the	USG	is	supporting	efforts	in	ICAO	to	

develop	a	 framework	 for	MBMs	and	 to	explore	 the	 feasibility	 of	a	global	MBM	 scheme,	 consistent	

with	Assembly	Resolution	A37-19.	

A. SCIENTIFIC	UNDERSTANDING	AND	MODELING/ANALYSIS

The	 USG conducts	 research	 to	 better	 understand	 the	 environmental	 impacts	 of	 aircraft,	 including	

climate	 impacts. This	 research	 includes	 identification	 of	 the	 interdependencies	 among	 various	

emissions	 and	 noise,	 and	 the	 extent	 to	 which	 there	 are	 tradeoffs	 in	 mitigation.	 The	 analytical	

methods	and	models	 that	we	 use	 to	assess	 the	environmental	impacts	are	regularly	enhanced	and	

improved.	Our analytical	models	are	used	 to	provide	annual	 fuel	burn	and	emissions	inventories	as	

well	as	to	create	future	projections of	fuel	burn	and	emissions,	offering	a	great	deal	of	transparency.	

The	current	and	future	states	are	then	compared	against	future	goals to	identify	gaps;	thus,	allowing	

us	to	do	a	better	job	at	identifying	and	prioritizing	the	mitigation	solutions	that	should	be	pursued.	As	

aircraft	technology	evolves	and	operational	patterns	change	we	plan	to	use	our	improved	knowledge	

base	to	refine	our	mitigation	solutions	to	achieve	maximum	benefit	and	avoid	or	minimize	negative	

and	unintended	consequences.

VI. CONCLUSION

The	 United	 States	 is	 committed	 to	 addressing	 the	 climate	 change	 impacts	 of	 commercial	 aviation	

through	an	integrated	 strategy	of	 technology,	operations,	and	 policy	innovation.	Our	NextGen	 plan	

seeks	 to	 transform	how	commercial	aircraft	operate	in	our	airspace	system,	 the	kind	of	 technology	

used	in	these	aircraft,	and	the	fuels	that	power	them	to	achieve	an	ambitious	goal	of	carbon	neutral	

growth	for	U.S.	commercial	aviation	by	2020,	using	2005	emissions	as	a	baseline.	It	involves	a	number	

of	public-private	partnerships	and	alignment	of	economic	and	environmental	incentives	that	offers	a	

way	 forward	 for	 improvements	 in	 system	 performance	 that	 achieves	 safer,	 more	 efficient,	 and	

sustainable	aviation.	Given	past	ICAO	forecasts	 for	aviation	growth, the	carbon	neutral	growth	goal	

equates	to	about	a	115 MT	reduction	in	carbon	dioxide	emissions	from	commercial	aviation	by	2020.	

Preliminary	estimates	indicate	technology	improvements,	operational	changes,	and	alternative	fuels	

in	NextGen	offer	a	plan	that	could	produce	about	81 MT in	carbon	dioxide	emissions	reductions.	The	
15

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EMISSIONS	REDUCTION	PLAN

remainder	would	need	to	be	addressed	by	other	measures	or,	as	we	expect,	we	will	have	a	smaller	

gap	 to	 address	 as	 aviation	 emissions	 growth	 will	 be	 substantially	 slower	 than	 forecast	 by	 ICAO	 in	

2006.