European aviation environmental report 2022 : executive summary and recommendations.
Date: 2023-02-28
Institutions: European Environment Agency, European Union Aviation Safety Agency
Subjects: International Civil Aviation Organisation, activity report, adaptation to climate change, aeronautical industry, air transport, aviation fuel, environmental policy, environmental protection, greenhouse gas, health risk, pollution, reduction of gas emissions

EUROPEAN AVIATION 
ENVIRONMENTAL REPORT 2022 
Executive Summary and Recommendations

2

EXECUTIVE SUMMARY

Scaled-up collaboration between public and private 
stakeholders will also be of the utmost importance to 
enhance existing measures, and identify new ones, that 
can deliver the European Green Deal objectives. This report 
provides a clear and accurate source of information to inform 
and inspire discussions and cooperation in Europe. The long-
term future of the aviation sector will depend on the success 
of this effort.

The last three years has seen a spotlight shone on the 
environmental performance of the aviation sector, and the 
future challenges that it faces to ensure a license to operate. 
The third European Aviation Environmental Report provides 
an objective overview of the significant developments that 
have taken place in response to this.   

While the sector provides economic benefits, connectivity, 
and stimulates innovation, European citizens are becoming 
increasingly aware of the affect that aviation activities have 
on their quality of life through climate change, noise and 
air quality, and many are prepared to act on these concerns. 
This is especially so on climate change, which is considered 
by Europeans to be the single most serious problem facing 
the world. With these challenges also come opportunities for 
businesses to build their strategies and brand around this key 
priority of sustainability to reduce their environmental impact 
and attract a growing market share, talent and investment, as 
well as empower customers to join the fight against climate 
change in this decisive decade.

European Aviation Environmental Report 2022EAER DASHBOARD
TRAFFIC

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2010

2015

2020

2025

2030

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2045

2050

  Low traffic scenario 

  Base traffic scenario 

  High traffic scenario

Indicator
Number of flights1
Passenger kilometres2 

Number of city pairs served most weeks by scheduled flights

Units
million
billion

2005
8.04
781

5389

2019
9.25
1484

8161

2020
4.12
389

N/A

2021
5.07
509

6188

1 
2 

All departures and arrivals in EU27+EFTA. 
All departures from EU27+EFTA.

EXECUTIVE SUMMARY 
 
 
 
 
 
4

NOISE

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2020

2025

2030

2035

2040

2045

2050

  Low traffic scenario 

  Base traffic scenario 

  High traffic scenario

Assumptions:
- Infrastructure of each airport is unchanged (no new runway)
- Population distribution around airports is unchanged
- Local take-off & landing noise abatement procedures are not considered

For each traffic scenario, the upper bound of the range reflects fleet 
renewal with a ‘frozen’ technology scenario, and the lower bound reflects 
the ‘advanced’ technology scenario.

Indicator
Number of people inside Lden 55 dB airport noise contours3
Average noise energy per flight4

Units
million
109 Joules

2005
2.43
1.22

2019
3.16
1.30

2020
1.05
1.21

2021
1.00
1.15

3  98 major European airports 
4  All EU27+EFTA airports   

European Aviation Environmental Report 2022 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
EMISSIONS

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2040

2050

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  IMPACT, low traffic scenario 

  IMPACT, 2005-2021

  IMPACT, base traffic scenario 

  IMPACT, high traffic scenario

For each traffic scenario, the upper bound of the range reflects fleet 
renewal with a ‘frozen’ technology scenario, and the lower bound reflects  
the ‘advanced’ technology and ATM improvements scenario.

Indicator5
Full-flight CO2 emissions
Full-flight ‘net’ CO2 emissions with ETS reductions
Full-flight NOX emissions
Average fuel consumption 

Units
million tonnes
million tonnes
thousand tonnes
litres fuel per 100 passenger kilometre

2005
110
110
479
4.8

2019
147
114 
697
3.5

2020
64
64
306
4.8

2021
65
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305
N/A

5 

All departures from EU27+EFTA

EXECUTIVE SUMMARY 
 
 
 
 
 
 
 
 
6

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  IMPACT, low traffic scenario 

  IMPACT, 2005-2021

  IMPACT, base traffic scenario 

  IMPACT, high traffic scenario

For each traffic scenario, the upper bound of the range reflects fleet 
renewal with a ‘frozen’ technology scenario, and the lower bound reflects  
the ‘advanced’ technology and ATM improvements scenario.

European Aviation Environmental Report 2022 
 
 
 
 
 
 
 
 
 
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152

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2005

2010

2015

2020

2025

2030

2035

2040

2045

2050

  IMPACT, 2005-2021

  Conventional aircraft technology 

  IMPACT, 2013-2021, with effect of EU ETS

  Air traffic management  

  Fleet renewal with ‘frozen’ technology

  Sustainable aviation fuels 

  Electric and hydrogen aircraft 

The net (i.e. lifecycle) CO2 emissions reductions include the effect of the 
EU Emissions Trading System (ETS) for the period 2013-2020 and that of 
in-sector measures (technology, ATM, SAF, electric/hydrogen) under the 
base traffic scenario out to 2050. No forecast of emissions reductions from 
market-based measures have been made due to on-going discussions on 
ETS and CORSIA at the European and ICAO level.

EXECUTIVE SUMMARY 
 
 
 
 
 
 
 
 
 
 
 
 
 
8

European Aviation Environmental Report 20229

Overview of Aviation Sector

 y The number of flights at EU27+EFTA airports 

increased by 15% between 2005 and 2019 to 9.3 million, 
while passenger kilometres almost doubled (+90%).  
However, flights declined to just 5.1 million in 2021 due to 
the Covid-19 pandemic.

 y At 98 major European airports during 2019, 3.2 million 

 y Single-aisle jets had the larger share of flights and noise, 

but twin-aisle jets had the larger share of fuel burn 
and emissions.

 y The average grams CO2 emitted per passenger kilometre 
went down by an average 2.3% per annum to reach 
89 grams in 2019, equivalent to 3.5 litres of fuel per 
100 passenger kilometres.  

people were exposed to Lden 55 dB aircraft noise levels and 
1.3 million people were exposed to more than 50 daily 
aircraft noise events above 70 dB.  This is 30% and 71% 
more than in 2005 respectively.

 y In 2020, due to the Covid-19 pandemic, emissions reduced 
by more than 50% and population exposure to noise fell 
by about 65%, while the average grams CO2 emitted per 
passenger kilometre increased back to 2005 level. 

 y The top 10 airports in terms of Lden 55 dB population 

 y Fleet renewal could lead to reductions in total noise 

exposure in 2019 accounted for half of the total population 
exposure across the 98 major European airports.

exposure at European airports as measured by the Lden 
and Lnight indicators over the next twenty years.

 y The CO2 emissions of all flights departing from EU27+EFTA 
airports reached 147 million tonnes in 2019, which was 
34% more than in 2005.  

 y Long-haul flights (above 4,000 km) represented 

approximately 6% of departures during 2019 and half 
of all CO2 and NOX emissions. 

 y In 2050, it is predicted that in-sector measures could 
reduce CO2 emissions by 69% to 59 million tonnes 
compared to a business-as-usual “technology freeze” 
scenario (19% from Technology/Design, 8% from ATM-Ops, 
37% from SAF and 5% from electric/hydrogen aircraft).

EXECUTIVE SUMMARY10

Aviation Environmental Impacts

 y To mitigate adverse effects from aircraft 

noise on EU citizens’ health, the World Health  
Organisation Europe recommends reducing aircraft  
noise levels below Lden  45dB and Lnight 40dB. 

 y Air pollutant emissions from aviation have increased within 
the EU. Effective action requires better characterisation of 
aviation’s specific contribution compared to other sources 
of emissions, especially on particulate matter.

 y Environmental certification standards already exist 

for aircraft engine non-CO2 emissions, including NOX 
and nvPM, and further mitigation policy options are 
being considered.

 y Where specific mitigation measures incur trade-offs 

between CO2 and non-CO2 emissions, a robust assessment 
methodology is essential to ensure an overall reduction in 
climate impact. In addition, ‘win-win’ options that reduce 
both simultaneously should be supported (e.g. appropriate 
sustainable aviation fuels).  

 y The growth in aviation CO2 emissions was accelerating 

 y In 2022, the IPCC 6th Assessment Report noted that 

prior to Covid-19, with almost half of global CO2 emissions 
between 1940 and 2019 having occurred since 2000.

 y In 2018, the estimated Effective Radiative Forcing from 
non-CO2 emissions accounted for more than half (66%) 
of the aviation net warming effect, although the level of 
uncertainty from the non-CO2 effects is 8 times larger than 
that of CO2.  

immediate, rapid and large-scale reductions in greenhouse 
gas emissions are needed to limit warming to 1.5°C and 
that the aviation sector is still in the earlier stages of 
adaptation to increased climate hazards. 

European Aviation Environmental Report 202211

 y The engine NOX/nvPM standards, and the aircraft noise/
CO2 standards, define the design space for products to 
simultaneously address noise, air quality and climate 
change issues.

 y Pipistrel Velis Electro became the first fully electric general 
aviation aircraft to be certified by EASA in 2020 and is now 
being used by pilots to learn to fly.

 y In 2021, the Airbus A330-900neo was the first aircraft to 
be approved worldwide against the new aeroplane CO2 
emissions standard, although certified aeroplane CO2 data 
remains limited.

Technology and Design

 y New aircraft designs certified during the 
last 10 years (e.g. Airbus A320neo, A350 
and Boeing 737MAX, 787) have a cumulative  
margin of 5 to 15 EPNdB below the latest Chapter 14 
noise standard.

 y While certification activities have recently reduced for 

conventional aircraft, they have increased in new market 
segments (e.g. Drones, Urban Air Mobility).

 y EASA is developing dedicated noise certification standards 
for Drone and Urban Air Mobility aircraft that take into 
account their specific characteristics.

 y In-production engine types were designed prior to the 
new non-volatile Particulate Matter (nvPM) standards 
and manufacturers are evaluating how to mitigate nvPM 
emissions in new engine designs.

EXECUTIVE SUMMARY12

Sustainable Aviation Fuels

 y Current SAF supply remains low at less 

than 0.05% of total EU aviation fuel use. 

 y The European Commission has proposed a SAF blending 
mandate for fuel supplied to EU airports, with minimum 
shares of SAF gradually increasing from 2% in 2025 to 63% 
in 2050, and a sub-mandate for Power-to-Liquid SAF. 

 y To achieve this mandate, approximately 2.3 million tonnes 
of SAF would be required by 2030, 14.8 million tonnes by 
2040, and 28.6 million tonnes by 2050.

 y Drop-in SAF will play a key part in decarbonising the 

aviation sector as they can be used within the existing 
global fleet and fuel supply infrastructure.

 y Currently certified SAF are subject to a maximum blending 
ratio of 50% with fossil-based jet fuel depending on the 
feedstock-production pathway considered, but industry 
and fuel standard committees are looking into the future 
use of 100% SAF by 2030.

 y SAF are certified by Sustainability Certification Schemes 

against criteria defined at EU level in the Renewable Energy 
Directive and at global level in the CORSIA framework.

 y While SAF are currently more expensive than fossil-

based jet fuel, cost savings are expected notably through 
future production economies of scale. SAF prices can 
vary depending on the production pathway, associated 
production costs and fluctuations in the energy market. 

European Aviation Environmental Report 202213

Air Traffic Management 
and Operations

 y The European Green Deal requires a more 

ambitious, comprehensive and holistic approach involving 
all stakeholders to accelerate solutions to enable greener 
operations in the short term.

 y In 2019, excess fuel burn on an average flight by flight 

basis within the Network Manager area was estimated to 
be between 8.6% (XFB10)6 to 11.2% (XFB5), with excess 
fuel burn decreasing as the flight distance increases.

 y The European ATM Master Plan, managed by SESAR 3, 

defines a common vision and roadmap for ATM 
stakeholders to modernise and harmonise European ATM 
systems, including an aspirational goal to reduce average 
CO2 emission per flight by 5-10% (0.8-1.6 tonnes) by 2035 
through enhanced cooperation, compared to 2017.

 y Single European Sky (SES) union-wide environment targets 
were not reached during the entire RP2 period (2015-2019), 

with performance worsening in the second part of RP2. In 
2020, whilst performance did improve, several Member 
States still did not achieve their environment targets despite 
the dramatic drop in traffic due to the pandemic.

 y The KPI reflecting the relationship between flight routing 

and environmental impact is considered inadequate 
and needs to be re-evaluated, taking into account 
environmental indicators based on actual CO2 emissions.  

 y As traffic returns to pre-Covid levels, efficiency 

improvements observed in 2020 should be maintained 
through ‘green’ recovery principles such as dynamic use of 
airspace constraints that are only applied when justified and 
the use of optimised flight planning by aircraft operators.

 y It was estimated that, in 2018, 21% of ECAC flights 

performed fuel tankering, representing a net saving of 
€265 million per year for the airlines, but burning an 
unnecessary 286,000 tonnes of additional fuel (equivalent 
to 0.54% of ECAC jet fuel used).

6 

 The 10th percentile (XFB10) reference means in effect that for a city pair / aircraft type combination 90% of flights burnt more fuel than the reference and 10% of 
flights burnt the equivalent or less fuel.

EXECUTIVE SUMMARY14

Airports

 y In 2020, EASA launched the 

Environmental Portal to facilitate 
sharing of Aircraft Noise Certificate information together 
with the ANP Database for sharing Aircraft Noise and 
Performance data. 

 y During 2020, approximately 50% of operations in Europe 
were by aircraft compliant with the latest Chapter 14 
noise standard.

 y There are significant delays in approving and implementing 
the Performance Based Navigation transition plans, which 
in turn delays the achievement of environmental benefits.

 y As the aviation sector evolves to respond to environmental 
challenges, and new market segments are created, airport 
infrastructure also needs to adapt accordingly.  

 y By 2030, the European Green Deal’s Zero Pollution Action 

Plan aims to reduce the share of people chronically 
disturbed by transport noise by 30% and improve air 
quality to reduce the number of premature deaths caused 
by air pollution by 55% (compared to 2017).

 y In 2020, the Airport Carbon Accreditation Programme 
added Levels 4 (Transformation) and 4+ (Transition) to 
support airports in achieving net zero CO2 emissions and to 
align it with the objectives of the Paris Agreement.

European Aviation Environmental Report 202215

Market-Based Measures

 y During 2013-2020, the EU Emissions 

Trading System led to a total reduction 
in aviation net CO2 emissions of 159 Mt (approximately 
equivalent to the annual emissions of the Netherlands in 
2018) through funding of emissions reductions in other 
sectors.

 y Monitoring, reporting and verification of CO2 emissions 

under the ICAO Carbon Offsetting and Reduction Scheme 
for International Aviation (CORSIA) began in 2019. 88 
States volunteered to participate in the CORSIA offsetting 
pilot phase from 2021, including all EU and EFTA States.  
This has increased to 107 States in 2022 and represents 
a majority of ICAO Member States. 

 y The environmental integrity of offsets depends on their 

ability to demonstrate that the emissions reductions would 
not have occurred in the absence of the market mechanism 
that funds the offset.

 y At COP26 in 2021, accounting rules under the Paris 

Agreement were agreed for international transfers of 
carbon market units, including the avoidance of double-
counting of emission reductions in respect of CORSIA and 
nationally determined contributions by countries under the 
Climate Change Convention.

 y International cooperation is key in building capacity 

to address the global environmental and sustainability 
challenges facing the aviation sector. EU funded 
action has enhanced the relationship with partner 
States on implementing CORSIA and other areas of 
environmental protection. 

 y Other measures linked to carbon pricing initiatives that 
are relevant for the aviation sector are being discussed 
in Europe.

EXECUTIVE SUMMARY16

European Aviation Environmental Report 202217

Safety is a core element of the culture 
within the aviation sector and this 
commitment is reflected at all levels.  
The set of beliefs, values and rules, 
both formal and unspoken, on aviation 
safety is shared by all stakeholders and 
considered an essential prerequisite for 
a successful and effective business. The 
European Green Deal means that these 
same principles now need to be applied 
to the strategic issue of environmental 
protection to ensure the long-term 
viability of the industry. 

Patrick Ky
Executive Director
European Union Aviation Safety Agency (EASA)

EXECUTIVE SUMMARY18

RECOMMENDATIONS

The following recommendations from EASA and EEA build on the information and analysis 
within the European Aviation Environmental Report (EAER) 2022. They aim to improve  
the level of environmental protection in the area of civil aviation and assist the  
European Union in ensuring that the aviation sector contributes to the objectives of the 
European Green Deal7 through effective collaboration, commitment and verification.

Supporting the achievement 
of European environmental 
objectives

•  90% reduction in transport-related greenhouse gas 

emissions by 2050 compared to 1990 levels. 
•  30% reduction in the share of people chronically 

disturbed by transport noise by 2030 compared to 2017.

 y  To establish long-term noise and emissions reduction 

•  Improvement in air quality to achieve a 55% 

pathways and aspirational goals for European aviation in 
terms of in-sector (e.g. technology, operations, fuels) and 
out-of-sector (e.g. market-based) mitigation measures.
 ― Support the European Green Deal objectives:

•  At least 55% reduction in economy-wide net 

reduction in the number of premature deaths caused 
by air pollution by 2030 compared to 2005, including 
near airports by tackling the emissions of pollutants 
from aeroplanes and airport operations.
 ― Strengthen the aviation sector’s commitment in 

greenhouse gas emissions by 2030, compared to 
1990 levels, and a goal of climate neutrality by 2050.

planning the necessary investments for the transition to 
a sustainable and climate-neutral economy.

7 

The European Green Deal encompasses in particular the European Climate Law, the Sustainable and Smart Mobility Strategy and the Zero Pollution Action Plan.

European Aviation Environmental Report 2022RECOMMENDATIONS

19

 y To enhance information underpinning the EAER and ensure 

 y To further explore economic incentives that encourage 

a robust EU monitoring system on the environmental 
performance of the European aviation sector in support of 
the implementation of EU legislation and policy objectives, 
and to help verify the achievement of these objectives. 
 ― Enhance datasets and analytical capabilities to provide 
an objective, comprehensive, transparent and accurate 
oversight of the historic and forecasted progress 
towards goals. 

greater efficiency and improved environmental 
performance from airspace users, such as common unit 
rates and the modulation of Air Navigation Service charges. 

 y To develop environmental metrics that better reflect 
the environmental performance of ANSPs subject 
to the SES Performance Scheme, as well as other 
relevant stakeholders.  

Integrating effective  
environmental measures  
into the European Air Traffic  
Management system

 y To enhance implementation of the Single European Sky 
(SES) by the Network Manager, Air Navigation Service 
Providers (ANSPs), airports and other service providers8, 
with a view to enable and incentivise airspace users to fly 
‘green’ flight trajectories.
 ― Promote cross-border solutions and minimise 

network restrictions.

Scaling up the supply and use 
of Sustainable Aviation Fuels

 y To explore the feasibility of putting in place a long-term 
coherent support structure to ensure the successful 
introduction of new SAF production pathways in Europe with 
high potential for emission reductions.
 ― Establish an EU Clearing House to support SAF 

producers through the fuel approval process and 
investigate an EU Fuel Standard to ensure robust 
certification processes that support environmental 
protection objectives. 

8 

For example, Providers of Data Services (PDS), European Satellite Service Providers (ESSP), European aeronautical information services database (EAD).

20

 ― Advance approvals of higher SAF blends up to 100%, 

based on a diverse mix of feedstocks. Different types of 
SAF may support different aviation market segments in 
the medium term. 

 y To consider the use of the EU ETS Innovation Fund to 

support higher-risk SAF production investments, and other 
mechanisms that incentivise the uptake of SAF. 

Promote research and identify 
solutions to address environment 
and climate impacts as well as 
build climate change resilience 

 y To respond to the IPCC 6th Assessment Report which states 

that aviation sector is a key vulnerable economic sector that 
is only in the early stage of adaptation to climate change. 
 ― Coordinate and enhance understanding on the hazards 
and risks to the aviation sector from climate impacts 
and extreme weather events. 

 ― Integrate climate adaptation and resilience 

considerations into planning processes, future 
investments and criteria applicable to the design of 
products and critical infrastructure.

 y To coordinate and perform further research on the overall 
climate impact of aviation, including non-CO2 emissions 
and contrail-cirrus cloud formation, that reduces scientific 
uncertainties and informs cost-effective actions. 
 ― Identify and apply ‘win-win’ solutions that reduce both 
CO2 and non-CO2 emissions and, where necessary, 
assess trade-offs from mitigation measures using 
a robust assessment methodology to ensure an 
overall reduction in climate and air quality impacts 
from aviation (e.g. changes to fuel specifications 
such as lower aromatics and/or sulphur, ‘green’ flight 
trajectories and use of Sustainable Aviation Fuels). 

 y To accelerate the development and deployment of 

technological and ATM solutions, in collaboration with key 
partners, to improve the environmental performance of 
the European and global fleet. 

European Aviation Environmental Report 2022RECOMMENDATIONS

21

Incentivise technological 
innovation through continued 
international cooperation on 
regulatory standards

 y To assess the environmental impact from new market 
segments (e.g. drones, urban air mobility, supersonic), 
and develop certification standards that ensure a high and 
uniform level of environmental protection which facilitates 
their integration into the aviation system.

Fostering green airport 
operations and infrastructure

 y To keep Performance-Based Navigation (PBN) transition 

plans up-to-date and fully implement them in line with the 
applicability dates of EU Regulation 2018/1048 on airspace 
usage requirements and operating procedures. 
 ― Assess and optimise the environmental benefits (noise 

and emissions) from PBN implementation when 
preparing transition plans. 

 y To develop, based on latest data, more stringent regulatory 

 y To incentivise and enable the development and 

limits for existing ICAO environmental certification 
standards that are technologically feasible, economically 
reasonable and environmentally beneficial. 

implementation of necessary green airport infrastructure 
and operations (e.g. standards on supply of SAF / hydrogen 
/ electrification).  

 y To promote Airport Noise Action Plans that mitigate 

adverse effects from aircraft noise on citizens’ health by 
moving towards aircraft noise levels recommended by the 
World Health Organisation for the European Region. 

22

Promoting investments  
and Market Based  
Measures to enhance  
the sustainability of aviation

€

 y To ensure the environmental credibility of voluntary and 
compliance-based carbon credits used in offsetting or 
reducing emissions within the aviation sector.

 y To continue the progressive inclusion of the costs from 
aviation environmental and climate impacts within 
market prices.

 y To encourage the use of the EU Taxonomy system 
to incentivise sustainable investment within the 
aviation sector. 

European Aviation Environmental Report 2022ISBN: 978-92-9210-277-7 (BOOK) | 978-92-9210-266-1 (PDF) 
Doi: 10.2822432163 (BOOK) | 10.2822/455210 (PDF)

Catalogue Number: TO-05-22-042-EN-C (BOOK) | TO-05-22-042-EN-N (PDF)

3

Photo credits: Sylvain Ramadier, istock.com

Copyright © [EASA]. All rights reserved. ISO 9001 certi fi ed. Proprietary document. All logo, copyrights, trademarks and registered 
trademarks that may be contained within are the property of their respective owners.

Cover Pages
The aviation warming stripes were developed in collaboration with the University of Oxford, Manchester Metropolitan University, 
and the NERC National Centre for Earth Observation.

Aviation Warming Stripes
Based on a recent study that quantifi ed aviation’s contribution to global warming9, the below aviation ‘warming stripes’ 
have been developed with the aim of communicating a complex message in a visually simple and memorable way that 
people can relate to. Warming stripes typically communicate on the impact of global warming in terms of changes in 
average surface temperature over time at the global or national level 10. In comparison, the colours of the aviation warming 
stripes below represent the modelled % contribution of aviation emissions to overall global warming (temperature increase 
against a pre-industrial baseline) on an annual basis between 1980 (1.9% on left) and 2021 (3.7% on right). 

9 

 Klöwer, M., Allen, M. R., Lee, D.S., Proud, S.R., Gallagher, L. and Skowron A. (2021) Quantifying aviation’s contribution to global warming. 
Environmental Research Letters, Volume 16, Number 10.

10  University of Reading (2018), Warming Stripes.

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