Operational Improvements to Reduce Fuel Burn and Noise and Improve Local Air Quality

To promote the sustainable growth of international aviation and achieve its global aspirational goals, a comprehensive approach—consisting of a basket of measures including technology, sustainable aviation fuels (SAF), operational improvements, market-based measures to reduce emissions, and the possible evolution of Standards and Recommended Practices (SARPs)—is needed.

Elements of the ICAO basket of measures contribute to reducing fuel burn, CO₂ emissions, and noise, while also improving local air quality. Detailed information on each element can be found at the following links:

Technology Goals and Standards: https://www.icao.int/environmental-protection/Pages/technology-standards.aspx
Sustainable Aviation Fuels (SAF): https://www.icao.int/environmental-protection/pages/SAF.aspx
CORSIA: https://www.icao.int/environmental-protection/CORSIA/Pages/default.aspx
Operational measures: https://www.icao.int/environmental-protection/pages/operational-measures.aspx

The Operational Improvements wedge of the ICAO Basket of Measures includes a range of strategies that reduce fuel burn, CO₂ emissions, noise, and improve local air quality. This includes both air navigation improvements falling under the Global Air Navigation Plan (GANP) and other operational practices that fall outside the direct scope of air traffic management (ATM).

GANP provides the strategic framework for air navigation enhancements (A41-6) as part of the 'Operational Improvements' wedge of ICAO Basket of Measures. However, ICAO, through its environmental protection efforts, recognizes that additional operational measures—beyond air navigation and ATM—also play a crucial role in enhancing fuel efficiency, reducing emissions, mitigating noise, and improving air quality.

While not part of the GANP, these broader measures are included here to provide a comprehensive overview of how operational strategies contribute to ICAO’s Long-Term Aspirational Goal (LTAG) of net-zero CO₂ emissions by 2050, as well as efforts to address aviation noise and local air quality. These measures include non-navigation operational strategies such as maintenance practices and aircraft weight management procedures etc.

This webpage presents all operational measures from the ICAO Basket of Measures, including those identified under LTAG. GANP-related measures are highlighted in grey-shaded text to distinguish them clearly from broader operational strategies. Detailed information about GANP measures can be found in the GANP Portal.

By consolidating all operational measures that reduce fuel burn, CO₂ emissions, noise, and improve local air quality in a single resource, this webpage offers States and stakeholders a practical toolbox for enhancing operational efficiency and environmental performance across all phases of flight and ground operations. The visual distinction of GANP-related content improves clarity and helps users understand the relationship between air navigation improvements and the broader set of operational environmental strategies.

ICAO Guidance Documents for Implementing Operational Measures

Relevant ICAO Guidance Documents play a crucial role in supporting the implementation of Operational Measures, providing stakeholders with best practices, methodologies, and technical guidance to enhance aviation efficiency and sustainability. Key resources include:

ICAO Doc 10013 – Operational Opportunities to Reduce Fuel Burn and Emissions: This document outlines key strategies for reducing fuel consumption and emissions in civil aviation, including aircraft weight optimization, maintenance enhancements, improved flight planning, refined air traffic management, and operational efficiencies.
ICAO Doc 9829 – Guidance on the Balanced Approach to Aircraft Noise Management: ICAO’s overarching policy on aircraft noise is the Balanced Approach to Aircraft Noise Management, detailed in Doc 9829, which provides stakeholders with guidance on applying effective noise mitigation measures.
ICAO Doc 10177 – Manual on Operational Opportunities to Reduce Aircraft Noise: This manual explores both standard and innovative operational opportunities for reducing aircraft noise. It offers insights into best practices while introducing new techniques for enhancing aviation noise management.
ICAO Doc 9889 – Airport Air Quality Manual: This document provides methodologies for quantifying emissions, modeling pollutant dispersion, and implementing best practices to improve local air quality around airports. It includes emissions inventories, advanced dispersion modeling techniques, and industry-leading guidance on non-volatile particulate matter (nvPM) from aircraft engines.

Disclaimer: This webpage provides an overview of operational measures from the ICAO Basket of Measures, including those related to the Global Air Navigation Plan (GANP) and other broader strategies. While we strive to present a comprehensive resource, this list is not exhaustive and may be subject to review and updates as new measures and improvements emerge. Stakeholders are encouraged to consult official ICAO publications and guidance for the latest developments in operational efficiency and environmental performance.

CLIMATE CHANGE

a) REDUCE FUEL BURN/CO₂ EMISSIONS WITH AIRCRAFT (a/c) ON BOARD WEIGHT MANAGEMENT

Reduce fuel burn/CO₂ emissions by reducing a/c weight

Reduce fuel burn/CO₂ emissions by reducing a/c weight by using lighter equipment on board
Reduce fuel burn/CO₂ emissions by reducing a/c weight with maintenance procedures
Reduce fuel burn/CO₂ emissions by reducing a/c weight by removing condensation from fuselage
Reduce fuel burn/CO₂ emissions by reducing a/c weight with last-minute timing of procedures (e.g. fuel uplift)
Reduce fuel burn/CO₂ emissions by reducing a/c weight by reducing discretionary fuel
Reduce fuel burn/CO₂ emissions by reducing a/c weight with operational procedures
Reduce fuel burn/CO₂ emissions by reducing a/c weight by not performing fuel tankering

b) REDUCE FUEL BURN/CO₂ EMISSIONS WITH OPERATIONAL MEASURES (KPI16 – ADDITIONAL FUEL BURN / CO₂)

Reduce fuel burn/CO₂ emissions at the gate

Reduce fuel burn/CO₂ emissions with systems used at airports to provide power and climate control to aircraft on the ground

Reduce fuel burn/CO₂ emissions in the taxi-out phase

Reduce fuel burn/CO₂ emissions with new taxi solution systems

Reduce fuel burn/CO₂ emissions by using ground-based taxi systems
Reduce fuel burn/CO₂ emissions by using aircraft-based taxi systems

Reduce fuel burn/CO₂ emissions with operational measures under standard conditions

Reduce fuel burn/CO₂ emissions by reducing taxi-out time
Reduce fuel burn/CO₂ emissions by reducing taxi time in peak hours due to increase of runway capacity enabled by new wake turbulence separations between arriving aircraft
Reduce fuel burn/CO₂ emissions by improving traffic predictability
Reduce fuel burn/CO₂ emissions by using less than all engine taxi procedures

Reduce fuel burn/CO₂ emissions with operational measures under non-standard conditions

Reduce fuel burn/CO₂ emissions by reducing taxi-out time during low visibility operations
Reduce fuel burn/CO₂ emissions by reducing taxi-out time during rerouting events

Reduce fuel burn/CO₂ emissions in the climb phase

Reduce fuel burn/CO₂ emissions by minimizing vertical trajectory constraints

Reduce fuel burn/CO₂ emissions by minimizing permanent (airspace and departure procedure design) and semi- permanent (flow management measures) altitude constraints (level capping)
Reduce fuel burn/CO₂ emissions by minimizing tactical altitude constraints during climb imposed by ATM
Reduce fuel burn/CO₂ emissions by minimizing level-off instructions during climb issued by ATCOs for conflict resolution purposes
Reduce fuel burn/CO₂ emissions by minimizing altitude constraints during climb arising from interdependency with noise

Reduce fuel burn/CO₂ emissions by minimizing horizontal trajectory constraints

Reduce fuel burn/CO₂ emissions by minimizing permanent (airspace and departure procedure design) and semi- permanent (flow management measures) track extensions
Reduce fuel burn/CO₂ emissions by minimizing tactical altitude constraints during climb imposed by ATM

Reduce fuel burn/CO₂ emissions in the cruise phase

Reduce fuel burn/CO₂ emissions with aircraft operator operating procedures

Reduce fuel burn/CO₂ emissions by optimizing speed

Reduce fuel burn/CO₂ emissions with flight planning procedures
Reduce fuel burn/CO₂ emissions by minimizing horizontal trajectory inefficiencies

Reduce fuel burn/CO₂ emissions by minimizing inefficiencies caused by aircraft equipage and operating limitations
Reduce fuel burn/CO₂ emissions by minimizing inefficiencies caused by cost optimization considerations
Reduce fuel burn/CO₂ emissions by minimizing inefficiencies caused by route network design
Reduce fuel burn/CO₂ emissions by minimizing inefficiencies caused by route availability and selection
Reduce fuel burn/CO₂ emissions by minimizing inefficiencies caused by linked to re-routes related to temporary airspace closures/restrictions
Reduce fuel burn/CO₂ emissions by minimizing inefficiencies caused by capacity constraints
Reduce fuel burn/CO₂ emissions by minimizing inefficiencies caused by flying fixed tracks in oceanic airspace

Reduce fuel burn/CO₂ emissions by minimizing vertical trajectory inefficiencies

Reduce fuel burn/CO₂ emissions by minimizing inefficiencies caused by aircraft equipage and operating limitations
Reduce fuel burn/CO₂ emissions by minimizing inefficiencies caused by cost optimization considerations
Reduce fuel burn/CO₂ emissions by minimizing inefficiencies caused by route network design
Reduce fuel burn/CO₂ emissions by minimizing inefficiencies caused by route availability and selection
Reduce fuel burn/CO₂ emissions by minimizing inefficiencies caused by linked to re-routes related to temporary airspace closures/restrictions
Reduce fuel burn/CO₂ emissions by minimizing inefficiencies caused by capacity constraints
Reduce fuel burn/CO₂ emissions by minimizing inefficiencies caused by not access to the optimum flight level in oceanic and remote airspace
Reduce fuel burn/CO₂ emissions by minimizing inefficiencies caused by the current extent of RVSM airspace

Reduce fuel burn/CO₂ emissions by minimizing time constraints
Reduce fuel burn/CO₂ emissions by enhanced information-sharing

Reduce fuel burn/CO₂ emissions in the descent phase

Reduce fuel burn/CO₂ emissions by enabling flight to start descent at optimal ToD

Reduce fuel burn/CO₂ emissions by minimizing uncertainty about the optimum ToD point

Reduce fuel burn/CO₂ emissions by minimizing descent constraints after ToD has been chosen and executed

Reduce fuel burn/CO₂ emissions by minimizing descent constraints after ToD where trajectory extensions are provided by ATC resulting in an early ToD
Reduce fuel burn/CO₂ emissions by minimizing descent constraints after ToD where trajectory shortenings are provided by ATC resulting in a late ToD

Reduce fuel burn/CO₂ emissions by minimizing vertical trajectory constraints

Reduce fuel burn/CO₂ emissions by minimizing permanent (airspace and departure procedure design) and semi- permanent (flow management measures) altitude constraints
Reduce fuel burn/CO₂ emissions by minimizing tactical altitude constraints during descent imposed by ATM
Reduce fuel burn/CO₂ emissions by minimizing level-off instructions during descent issued by ATCOs for conflict resolution purposes
Reduce fuel burn/CO₂ emissions by minimizing altitude constraints during descent arising from interdependency with noise
Reduce fuel burn/CO₂ emissions by minimizing altitude restrictions during descent introduced to facilitate merging of traffic flows in the vertical plane
Reduce fuel burn/CO₂ emissions by minimizing altitude restrictions during descent introduced for sequencing and metering (including holding in arrival stacks)
Reduce fuel burn/CO₂ emissions by minimizing altitude restrictions during descent introduced for dealing with aircraft capability limitations (e.g. navigation capabilities)

Reduce fuel burn/CO₂ emissions by minimizing horizontal trajectory constraints

Reduce fuel burn/CO₂ emissions by minimizing permanent (airspace and arrival procedure design) and semi-permanent (sequencing measures) track extensions
Reduce fuel burn/CO₂ emissions by minimizing tactical track extensions during descent imposed by ATM

Reduce fuel burn/CO₂ emissions by minimizing time in terminal airspace

Reduce fuel burn/CO₂ emissions by absorbing delay in the en-route phase

Reduce fuel burn/CO₂ emissions by reducing separation between arriving aircraft due to mplementation of new wake turbulence separations between aircraft
Reduce fuel burn/CO₂ emissions by reducing missed approach/diversions, with lower landing ceilings

Reduce fuel burn/CO₂ emissions in the taxi-in phase

Reduce fuel burn/CO₂ emissions with new taxi solution systems

Reduce fuel burn/CO₂ emissions by using ground-based taxi systems
Reduce fuel burn/CO₂ emissions by using aircraft-based taxi system

Reduce fuel burn/CO₂ emissions with operational measures under standard conditions

Reduce fuel burn/CO₂ emissions by reducing taxi-in time
Reduce fuel burn/CO₂ emissions by improving traffic predictability
Reduce fuel burn/CO₂ emissions by using less than all engine taxi procedures

Reduce fuel burn/CO₂ emissions with operational measures under non-standard conditions

Reduce fuel burn/CO₂ emissions by reducing taxi-in time during low visibility operations

NOISE

a) REDUCE NOISE AT SOURCE

Reduce noise of fixed wing aircraft at source

Reduce engine noise through maintenance

Reduce engine noise by maintaining compressor efficiency
Reduce engine noise by reducing the fouling of the internal compressor
Reduce engine noise by using automated engine parameter and fuel burn monitoring systems to identify degradation of engine performance
Reduce engine noise by maintaining the acoustic liners in the nacelle intake in good condition

Reduce airframe noise of aircraft

Reduce airframe noise by employing appropriate cleaning solutions

b) REDUCE NOISE EXPOSURE THROUGH LAND-USE PLANNING AND MANAGEMENT

Reduce noise exposure by maintaining the use of an effective land-use planning process

Reduce noise exposure by maintaining compatible land use around airport
Reduce noise exposure by updating noise exposure maps regularly
Reduce noise exposure by undertaking community engagement to engage with local communities

Reduce noise exposure by reducing encroachment

Reduce noise exposure by using appropriate platform to monitor city building plans and promoting compatible land use planning
Reduce noise exposure by requiring avigation easements for developments within noise zones around airports
Reduce noise exposure by regularly measuring the rate of encroachment
Reduce noise exposure by reducing the population within areas exposed to significant noise
Reduce noise exposure by acquiring incompatible land uses in the very high noise exposure zones
Reduce exposure through use of sound insulation programs for residential and other noise sensitive land uses

c) REDUCE NOISE THROUGH OPERATIONAL MEASURES

Reduce Noise in the taxi out phase

Reduce noise of fixed wing aircraft in the taxi out phase

Reduce noise by using preferential taxi-out routes
Reduce noise with new taxi solution systems

Reduce noise by using ground-based taxi systems
Reduce noise by using aircraft-based taxi systems

Reduce Noise in the climb phase (KPI 24 - People/Area Impacted by Significant Noise)

Reduce noise in the initial climb phase for fixed wing aircraft

Reduce noise by minimizing noise close to the airport (NADP1)
Reduce noise by minimizing noise further away from the airport (NADP2)
Reduce noise by removing intermediate level off segments from climb
Reduce noise by flying noise preferential routes
Reduce noise by using preferential runways

Reduce noise by designating a noise preferred runway during day
Reduce noise by designating a noise preferred runway at low activity times of the day
Reduce noise by using a runway alternation and respite schedule

Reduce noise through optimizing SID design

Reduce noise by designing SIDs for specific aircraft types
Reduce noise by designing SIDs for specific times of the day

Reduce noise by optimizing the lateral approach path and use PBN for flight track management

Reduce noise by concentrating flight paths away from centres of population
Reduce noise by dispersing flight tracks over populated areas
Reduce noise exposure by creating multiple paths for distributing the noise

Reduce noise in the climb phase for helicopters

Reduce noise by using routes that avoid populated areas
Reduce noise by using specific transportation corridors
Reduce noise by using model-specific noise abatement procedures

Reduce noise by maximizing climb rate

Reduce noise by using enhanced handling techniques

Reduce Noise in the cruise phase

Reduce noise in the cruise phase for fixed wing aircraft

Reduce noise in the cruise phase for helicopters

Reduce noise by using enhanced handling techniques
Reduce noise at high airspeeds and/or low ambient temperatures

Reduce high speed impulsive (HSI) noise by reducing airspeed

Reduce Noise in the hover phase (KPI 24 - People/Area Impacted by Significant Noise)

Reduce noise in the hover phase for helicopters

Reduce hover noise by minimizing hover operations near noise sensitive areas

Reduce Noise in the descent phase (KPI 24 - People/Area Impacted by Significant Noise)

Reduce noise in the descent phase for fixed wing aircraft

Reduce noise by optimizing the lateral approach path and use PBN for flight track management

Reduce noise by deploying procedures to offset flight paths away from centres of population
Reduce noise by avoiding airborne holding

Reduce noise by minimizing constraints in the final approach vertical path

Reduce noise by removing intermediate level segments from final approach
Reduce noise by using displaced thresholds
Reduce noise by using multiple runways aiming point (MRAP)
Reduce noise by using two-segment approaches

Reduce noise by using preferential runways

Reduce noise by designating a noise preferred runway during day
Reduce noise by designating a noise preferred runway at low activity times of the day
Reduce noise by using a runway alternation and respite schedule

Reduce noise by optimizing STAR design

Reduce noise by designing STARs for specific aircraft types
Reduce noise by designing STARs for specific times of the day

Reduce noise by minimizing missed approaches/go-arounds

Reduce noise by improving runway access during bad weather with PBN routes

Reduce noise on final approach with enhanced operational procedures

Reduce noise by flying a low power-low drag approach
Reduce noise by using a late deployment of gear and flaps
Reduce noise by reducing the landing flaps setting

Reduce noise on the runway with enhanced operational procedures

Reduce noise by regulating deceleration through autoflight and autobrake equipment on board such as the brake-to-vacate (BTV) system
Reduce noise by minimizing the use of reverse thrust

Reduce noise in the descent phase for helicopters

Reduce noise by using enhanced handling techniques
Reduce blade vortex interaction (BVI) noise by using enhanced operating procedures

Reduce Noise in the taxi-in phase

Reduce noise in the taxi-in phase for fixed wing aircraft

Reduce noise by using preferential taxi-in routes
Reduce noise with new taxi solution systems

Reduce noise by using ground-based taxi systems
Reduce noise by using aircraft-based taxi systems

Reduce Noise on the ground

Reduce noise of fixed wing aircraft on ground

Reduce noise from APU usage

Reduce noise by using ground power when available

Reduce noise by employing noise barriers
Reduce noise during ground runs

Reduce noise by minimizing number of required ground runs
Reduce noise by performing engine ground runs in hangars
Reduce noise by performing engine ground runs in specialist ground run up enclosures
Reduce noise by performing engine ground runs by natural noise barriers

d) REDUCE NOISE THROUGH OPERATIONAL RESTRICTIONS

LOCAL AIR QUALITY

REDUCE FUEL BURN/CO₂ EMISSIONS WITH AIRCRAFT(A/C) ON BOARD WEIGHT MANAGEMENT
Reduce fuel burn/CO₂ emissions by reducing a/c weight

Reduce fuel burn/CO₂ emissions by reducing a/c weight by using lighter equipment on board
Reduce fuel burn/CO₂ emissions by reducing a/c weight with maintenance procedures
Reduce fuel burn/CO₂ emissions by reducing a/c weight by removing condensation from fuselage
Reduce fuel burn/CO₂ emissions by reducing a/c weight with last-minute timing of procedures (e.g. fuel uplift)
Reduce fuel burn/CO₂ emissions by reducing a/c weight by reducing discretionary fuel
Reduce fuel burn/CO₂ emissions by reducing a/c weight with operational procedures
Reduce fuel burn/CO₂ emissions by reducing a/c weight by not performing fuel tankering

REDUCE FUEL BURN/CO₂ EMISSIONS WITH OPERATIONAL MEASURES (KPI16 – ADDITIONAL FUEL BURN / CO₂)

Reduce fuel burn/CO₂ emissions at the gate

Reduce fuel burn/CO₂ emissions with systems used at airports to provide power and climate control to aircraft on the ground

Reduce fuel burn/CO₂ emissions in the taxi-out phase

Reduce fuel burn/CO₂ emissions with new taxi solution systems

Reduce fuel burn/CO₂ emissions by using ground-based taxi systems
Reduce fuel burn/CO₂ emissions by using aircraft-based taxi systems

Reduce fuel burn/CO₂ emissions with operational measures under standard conditions

Reduce fuel burn/CO₂ emissions by reducing taxi-out time
Reduce fuel burn/CO₂ emissions by reducing taxi time in peak hours due to increase of runway capacity enabled by new wake turbulence separations between arriving aircraft
Reduce fuel burn/CO₂ emissions by improving traffic predictability
Reduce fuel burn/CO₂ emissions by using less than all engine taxi procedures

Reduce fuel burn/CO₂ emissions with operational measures under non-standard conditions

Reduce fuel burn/CO₂ emissions by reducing taxi-out time during low visibility operations
Reduce fuel burn/CO₂ emissions by reducing taxi-out time during rerouting events

Reduce fuel burn/CO₂ emissions in the climb phase

Reduce fuel burn/CO₂ emissions by minimizing vertical trajectory constraints

Reduce fuel burn/CO₂ emissions by minimizing permanent (airspace and departure procedure design) and semi- permanent (flow management measures) altitude constraints (level capping)
Reduce fuel burn/CO₂ emissions by minimizing tactical altitude constraints during climb imposed by ATM
Reduce fuel burn/CO₂ emissions by minimizing level-off instructions during climb issued by ATCOs for conflict resolution purposes
Reduce fuel burn/CO₂ emissions by minimizing altitude constraints during climb arising from interdependency with noise

Reduce fuel burn/CO₂ emissions by minimizing horizontal trajectory constraints

Reduce fuel burn/CO₂ emissions by minimizing permanent (airspace and departure procedure design) and semi- permanent (flow management measures) track extensions
Reduce fuel burn/CO₂ emissions by minimizing tactical altitude constraints during climb imposed by ATM

Reduce fuel burn/CO₂ emissions on the final approach

Reduce fuel burn/CO₂ emissions by minimizing missed approach/diversions with lower landing ceilings
Reduce fuel burn/CO₂ emissions by reducing arrival spacing

Reduce fuel burn/CO₂ emissions in the taxi-in phase

Reduce fuel burn/CO₂ emissions with new taxi solution systems

Reduce fuel burn/CO₂ emissions by using ground-based taxi systems
Reduce fuel burn/CO₂ emissions by using aircraft-based taxi systems

Reduce fuel burn/CO₂ emissions with operational measures under standard conditions

Reduce fuel burn/CO₂ emissions by reducing taxi-in time
Reduce fuel burn/CO₂ emissions by improving traffic predictability
Reduce fuel burn/CO₂ emissions by using less than all engine taxi procedures

Reduce fuel burn/CO₂ emissions with operational measures under non-standard conditions

Reduce fuel burn/CO₂ emissions by reducing taxi-in time during low visibility operations