Figures and Tables

Figure 1.1.

All-cargo and business aviation have taken a larger share of flights during the COVID-19 downturn

All-cargo and business aviation have taken a larger share of flights during the COVID-19 downturn
Figure 1.2.

Summer 2021 traffic was about two thirds of pre-pandemic summer traffic

Summer 2021 traffic was about two thirds of pre-pandemic summer traffic
Figure 1.3.

Following the recovery from the COVID-19 pandemic, numbers of flights are predicted to grow slowly out to 2050

Following the recovery from the COVID-19 pandemic, numbers of flights are predicted to grow slowly out to 2050
Figure 1.4.

Trend of increasing scheduled connectivity impacted by COVID-19 pandemic

Trend of increasing scheduled connectivity impacted by COVID-19 pandemic
Figure 1.5.

The average aircraft age per flight has increased to 11.6 years

The average aircraft age per flight has increased to 11.6 years
Figure 1.6.

The number of night time arrivals and departures increased until 2019

The number of night time arrivals and departures increased until 2019
Figure 1.7.

Summary of air traffic indicators (% change to 2005)

Summary of air traffic indicators (% change to 2005)
Notes

All passenger-related indicators are for commercial flight departures only (other indicators include arrivals) and their 2021 values are preliminary estimates. Passenger kilometres are based on the shortest (great circle) distance between origin and destination. Cargo is for both all-cargo and passenger aircraft.

Figure 1.8.

Noise exposure was reduced by two-thirds between 2019 and 2020 and may stay below 2005 levels after recovery from the COVID-19 outbreak

Noise exposure was reduced by two-thirds between 2019 and 2020 and may stay below 2005 levels after recovery from the COVID-19 outbreak
Figure 1.9.

Summary of noise indicators (% change to 2005)

Summary of noise indicators (% change to 2005)
Figure 1.10a.

Full-flight CO2 emissions may grow beyond 2019 levels under the base and high traffic forecast

Full-flight CO2 emissions may grow beyond 2019 levels under the base and high traffic forecast
Figure 1.10b.

Net CO2 emissions could be halved by 2050 using sustainable aviation fuels

Net CO2 emissions could be halved by 2050 using sustainable aviation fuels
Figure 1.11.

CO2 emissions of traditional scheduled airlines saw significant growth between 2016 and 2019

CO2 emissions of traditional scheduled airlines saw significant growth between 2016 and 2019
Figure 1.12.

NOx emissions reached about 700 thousand tonnes in 2019

NOX emissions reached about 700 thousand tonnes in 2019
Figure 1.13.

Single-aisle jets have the larger share of flights and noise, but twin-aisle jets have the larger share of fuel burn and emissions in 2019

Single-aisle jets have the larger share of flights and noise, but twin-aisle jets have the larger share of fuel burn and emissions in 2019
Figure 1.14.

Share of flights and CO2 emissions by destination region in 2019

Share of flights and CO2 emissions by destination region in 2019
Figure 1.15.

Summary of full-flight emission indicators (% change to 2005)

Summary of full-flight emission indicators (% change to 2005)
Notes

Blue and red lines represent the range of aircraft/engine technology and ATM improvements in 2050. The net CO2 indicator also includes emission reductions from the EU ETS up to 2021, sustainable aviation fuels (SAF) and electric/hydrogen aircraft out to 2050. No assumptions on potential improvements to HC, CO and PM have been made out to 2050 from technology, ATM and SAF.

Average fuel consumption is for commercial passenger aircraft only and does not take into account belly freight. Kilometres used in this indicator represent the shortest (or great circle) distance between origin and destination, while fuel consumption is based on the actual flown distance (i.e. this indicator includes the effect of ATM horizontal inefficiency).

Figure 1.16.

Emissions and noise energy have grown slower than passenger kilometres but faster than number of flights

Emissions and noise energy have grown slower than passenger kilometres but faster than number of flights