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The purpose of this study is to present the pollutant gas produced by hydrocarbons (HC), carbon monoxide (CO) and nitrogen oxides (NO_x) and the quantity of fuel burned from commercial aircraft at Ordu-Giresun International Airport, Turkey during the landing and take-off (LTO) cycles in 2017.

The flight data recorded by the General Directorate of State Airports Authority and the aircraft engine emission data from International Civil Aviation Organization (ICAO) Engine Exhaust Emission Databank were used for calculation. The aircraft and engine types used by the airlines for flight at Ordu-Giresun International Airport were determined. To evaluate the effect of taxi time on emission amounts, analysis and evaluations were made by taking different taxi times into consideration.

As a result of the emission analysis, the amount of fuel consumed by the aircraft were calculated as 6,551.52 t/y, and the emission amounts for CO, HC and NO_x were estimated as 66.81, 4.20 and 79.97 t/y, respectively.

This study is aimed to reveal the effect and contribution of taxi time on the emitted emission at the airport during the LTO phase of the aircraft.

This study helps aviation authorities explain the importance of developing procedures that ensure the delivery of aircraft to flights in minimum time by raising awareness of the impact of taxi time on emitted emissions, and contributes to the determination of an aircraft emission inventory at Ordu-Giresun International Airport.

The purpose of this study is to estimate the nitrogen oxide (NOx), carbon monoxide (CO) and hydrocarbon (HC) emissions and their environmental and economic aspects during the actual landing and take-off operations (LTO) of domestic and international flights at a small-scale airport. In this regard, the aircraft-induced NOx, CO and HC emissions analyses, the global warming potential (GWP) estimations of exhaust emissions and the life cycle assessment (LCA)-based environmental impact (EI) estimations of exhaust emissions, and the eco-cost estimation of exhaust emissions are measured.

Estimations and calculations are performed in parallel with the International Civil Aviation Organisation’s Engine Emission Databank and Intergovernmental Panel on Climate Change approaches. Also, to assess the environmental effect of the pollutants, the GWP and the EI analyses which is based on the LCA approaches are used. Finally, the eco-cost approach has been used to discuss the economic aspects of these emissions.

The total emissions of air pollutants from aircraft are estimated as 601.067 kg/y for HC, 6,074.905 kg/y for CO and 4,156.391 kg/y for NOx at the airport. Also, emissions from international flights account for 79% of emissions from all flights. The Airbus A321 type of aircraft has accounted for more than half of the total HC, CO and NOx emissions. The total amount of emissions from the B738 type of aircraft is estimated as 24%. It is noticed that the taxi phase constitutes 52% of the total HC, CO and NOx emissions. Because of this, it is selected the five different alternative taxi times to observe the effects of pollution role of taxiing time in detail and re-estimated accordingly. According to the re-estimated results with variations in taxiing time, when the taxiing time at the airport is 24 min instead of the original value, this case contributes to a decrease in total LTO emissions of approximately 4%. Also, when the taxiing time is decreased by 2 min, HC, CO and NOx emission amounts decrease by approximately 3.9%, 5.9% and 1.2%, respectively. At this point, the polluting role of taxiing time will be helpful to reduce the aircraft-induced HC, CO and NOx emissions for other larger-scale airports. On the other hand, it is estimated that the GWP of the A321 is 1,066.29 t CO₂e whilst the GWP of B738 is 719.50 t CO₂e. The eco-cost values of the A321, B738, A320 and CL60-type of aircraft are estimated as almost 61,049.42, 41,086.02, 18,417.43 and 6,163.59 Euros, respectively.

With the detailed results of this study, the polluting role of taxiing time on total HC, CO and NOx emissions in a small-scale airport will be helpful to reduce aircraft-induced emissions for other larger-scale airports. Also, in the future, this study and its results will be helpful to create an emission inventory at the airport examined.

In this study, different from some previous studies, air pollutants from aircrafts are evaluated with different aspects such as the EI and eco-cost and GWP. Also, this study will be making a helpful contribution to the literature as it covers the more diversity of the different types of aircrafts in the analyses.

The purpose of this paper is to calculate the fuel consumption and emissions of carbon monoxide (CO), nitrogen oxide (NO_x) and hydrocarbons (HC) in the taxi-out period of aircraft at the International Diyarbakir Airport in 2018 and 2019.

Calculations were performed by determining the engine operating times in the taxi-out period with the flight data obtained from the airport authority. In the analyses, aircraft series and aircraft engine types were determined, and the Engine Exhaust Emission Databank of the International Civil Aviation Authority (ICAO) were used for the calculation.

Total fuel consumption in the taxi-out period in 2018 and 2019 was calculated as 525.64 and 463.69 tons, respectively. In 2018, HC, CO and NO_x emissions caused by fuel consumption were found to be 1,109, 10,668 and 2,339 kg, respectively. In 2019, the total HC, CO and NO_x emissions released to the atmosphere during the taxi-out phase are 966, 9,391 and 2,126 kg, respectively. B737 Series aircraft have the largest share in total fuel consumption and pollutant emissions.

This study explains the importance of determining fuel consumption and pollutant emissions by considering engine operating times in the taxi-out period. The study provides aviation authorities with scientific methods to follow in calculating fuel consumption and emissions from aircraft operations.

The originality of this study is the calculation of fuel consumption and pollutant emissions by determining real-time engine running times in the taxi-out period. In addition, calculations were made with real engine operating times determined in the taxi-out period using real flight data.

This paper aims to investigate the environmental impact of various pollutant emissions including carbon monoxide (CO), carbon dioxide (CO₂), nitrogen oxide (NO_x) and hydrocarbon (HC) from aircraft exhaust gases during the landing and take-off (LTO) cycles at Eskisehir Hasan Polatkan Airport, Turkey, between 2017 and 2018.

The methodology approach used to calculate the emissions from aircrafts is based on the ICAO databank and the actual data records taken from Presidency of The Republic of Turkey Directorate of Communications (DoC).

The maximum amount of total fuel burnt during the two years is 80.898 and 70.168 tons in 2017 and 2018, respectively, while the average fuel burnt per year from 2017 to 2018 is approximately 369.773 tons. The highest CO, CO₂, NO_x and HC emissions are found to be 248.3 kg in 2017, 261.380 tons, 1.708 tons and 22.15 kg, during the 2018 year, respectively. Average CO, HC, NO_x and CO₂ emissions amount per year are observed to be 1.392 tons, 135 kg, 6.909 tons and 1,143 tons, respectively. Considering the average of total emission amount as an environmental factor, as expected, CO₂ emissions contributed the most to the total emissions while HC emissions contributed the least to the total emissions from the airport.

The study presents the approach in determining the amounts of emissions released into the interannual atmosphere and it explicitly provides researchers and policymakers how to follow emissions from commercial aircraft activities at different airports.

The value of the study lies in the transparent computation of the amounts of pollutants by providing the data directly from the first hand-DoC.

This study aims to examine turboprop- and turbofan-powered aircraft, with the same seating capacity flying on the same route and trajectory, and investigate their environmental effects.

The integrated aircraft noise and emissions modeling platform developed by EUROCONTROL is used for the calculation of fuel burn, CO₂, H₂O and other gas emissions (NO_x, SO_x, CO, HC, soot and other trace compounds) for the per phase of flight.

The striking findings are that turboprop-powered aircraft offer lower required thrust, fuel consumption and total emissions for a short-haul flight, but turbofan-powered aircraft have lower particulate matter, CO and HC emissions than turboprop-powered aircraft. This study suggests that turboprop-powered aircraft are superior to turbofan-powered aircraft in terms of environmental impact for a short-haul flight.

The current research conducts comprehensively fuel consumption and amounts of emissions aspects of turboprop- and turbofan-powered aircraft for sustainable development of airlines by a versatile simulation approach and sheds light on airlines intending to create fleets.

The research offers a systematic aircraft selection for investigators, scientists, airline operators, policy analysts and legislators, by a comprehensive computer simulation method that acknowledges consistently the fuel consumption and detailed emissions analysis of turboprop- and turbofan-powered aircraft.

This study was carried out in Igdir, where Turkey’s urban air pollution is at the highest level, and the population is among the smallest. Thus, the study aims to determine the effect of air transportation on air pollution in the most polluted city in Turkey.

The approach includes six stages: choosing the airport, accessing the flight information for the airport, classifying the aircraft that operated at the airport, determining the aircraft engines, calculating the emission amounts, calculating the landing and takeoff-based emissions.

Rather than devoting the resources disproportionally to the aviation sector within the scope of economic globalization, as a policy recommendation, to realize its production potential, Igdir, which has a great agricultural production capacity, considering its microclimate, fertile soil and arable land, should be urgently integrated into neighboring markets and the national market via railways.

It is inferred from the research that Turkey has to consider implementing the emissions tax policy, while the Turkish aviation sector is to realize new regulations for aircraft-engine matching to take public health and the impacts of the airports on their surroundings into consideration more seriously.

This study is an original one, as it puts the increasing pollution caused by the aircraft into a historical and political-economic perspective. Also, it is an example of an interdisciplinary work that combines environmental science and political science.

The purpose of this study is to determine and compare the total and per passenger HC, CO, NO_x and CO₂ emissions from aircraft landing and takeoff (LTO) cycle before and during the COVID-19 pandemic. In addition, it is aimed to determine the global warming potential (GWP), environmental impacts (EIs) and enviroeconomic cost (eco-cost) of these emissions in total and per passenger.

Analyses were carried out with the help of the International Civil Aviation Organization’s Engine Emission Databank, using real flight data recorded by the airport authority.

During the COVID-19 pandemic, total pollutant emissions (HC, CO, NO_x and CO₂) decreased between 23.7% and 30.8% compared with the pre-pandemic period. In addition, per passenger pollutant emissions increased during the pandemic. Compared with the pre-pandemic period, GWP, EI and eco-cost values decreased by 24.1%, 23.89% and 23.93%, respectively, in the pandemic. However, the per passenger GWP, EI and eco-cost values increased by about 10% compared with the pre-pandemic period.

This study reveals the effects of COVID-19 in terms of EIs and environmental costs caused by aircraft in the LTO cycle.

The originality of this study is to calculate the pollutant emissions caused by aircraft in the LTO cycle with real flight data and to reveal the effects of the COVID-19 pandemic. The novelty of this study is the determination and comparison of total and per passenger pollutant emissions, GWP, EI and eco-cost before and during the pandemic.

The purpose of this study is to show the emissions related to electric consumption in electric aviation. Aviation, being one of the main transportation and economical driver of global trade and consumerism, is responsible for an important ratio of anthropogenic emissions. Electric energy use in aircraft propulsion is gaining interest as a method of providing sustainable and environmentally friendly aviation. However, the production of electricity is more energy and emission sensitive compared to conventional jet fuel.

A well-to-pump (WTP) energy use and emission analysis were conducted to compare the electricity and conventional jet fuel emissions. For the calculations, a software and related database which is developed by Argonne’s Greenhouse gas, Regulated Emissions, and Energy use in Transportation (GREET^®) model is used to determine WTP analysis for electricity production and delivery pathways and compared it to baseline conventional jet fuel.

The WTP results show that electricity production and transmission have nine times higher average emissions compared to WTP emissions of conventional jet fuel. The future projection of emission calculations presented in this paper reveals that generating electricity from more renewable sources provides only a 50% reduction in general emissions. The electricity emission results are sensitive to the sources of production.

The main focus of this study is to analyze the WTP emissions of electric energy and conventional jet fuel for use on hybrid aircraft propulsion.

This paper aims to present a genuine code developed for multi-objective optimization of selected parameters of a turboprop unmanned air vehicle (UAV) for minimum landing-takeoff (LTO) nitrogen oxide (NOx) emissions and minimum equivalent power specific fuel consumption (ESFC) at loiter (aerial reconnaissance phase of flight) by using a genetic algorithm.

The genuine code developed in this study first makes computations on preliminary sizing of a UAV and its turboprop engine by analytical method for a given mission profile. Then, to minimize NOx emissions or ESFC or both of them, single and multi-objective optimization was done for the selected engine design parameters.

In single objective optimization, NOx emissions were reduced by 49 per cent from baseline in given boundaries or constraints of compressor pressure ratio and compressor polytropic efficiency in the first case. In second case, ESFC was improved by 25 per cent from baseline. In multi-objective optimization case, where previous two objectives were considered together, NOx emissions and ESFC decreased by 26.6 and 9.5 per cent from baseline, respectively.

Variation and trend in the NOx emission index and ESFC were investigated with respect to two engine design parameters, namely, compressor pressure ratio and compressor polytropic efficiency. Engine designers may take into account the findings of this study to reach a viable solution for the bargain between NOx emission and ESFC.

UAVs have different flight mission profiles or characteristics compared to manned aircraft. Therefore, they are designed in a different philosophy. As a number of UAV flights increase in time, fuel burn and LTO NOx emissions worth investigating due to operating costs and environmental reasons. The study includes both sizing and multi-objective optimization of an UAV and its turboprop engine in coupled form; compared to manned aircraft.

Aviation is not only one of the key contributors to the economy and social structure of the world but it is also an industry whose environmental impacts are being closely monitored. Aircraft efficiency and technological advancements have significantly reduced aviation noise and emissions in recent decades. Nevertheless, as the need for passenger and freight transportation grows, the aviation sector is becoming a primary source of environmental issues and a significant driver of global warming. This chapter focusses on environmentally sustainable aviation with a net-zero emission target. It also highlights sustainable aviation policies and collaborative initiatives in the aviation industry to meet the 2050 net-zero emission goal. While the industry's efforts have increased opportunities recently, the industry has also had to face several challenges to achieve the net-zero aviation target.