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International Air Transport Association

IATA

The International Air Transport Association is the global trade body representing 250 airlines, advocating for industry interests and developing safety and environmental standards.

Lobbying Activity

IATA Urges EU to Align Taxonomy Rules With Aviation Realities

5 Dec 2025
Topic — The initiative reviews technical screening criteria for environmental and climate-related sustainable investments.
Message — The organization requests that airline alignment be based on their own operations rather than uncontrollable upstream suppliers. They propose replacing complex environmental documentation requirements with references to existing EU safety and hazardous substance legislation. Additionally, they advocate for flexible reporting of sustainable fuels regardless of where the aircraft is refueled.123
Why — Airlines would avoid heavy administrative burdens and simplify reporting for their international operations.4
Impact — Financial analysts and regulators lose standardized data on specific operational spending for decarbonization.5
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Aviation Industry Urges Reclassification of International Catering Waste

6 Nov 2025
Topic — EU legislation on circular economy and sustainable production of materials.
Message — IATA requests reclassification of International Catering Waste from Category 1 to Category 3, or a quantitative risk assessment. They argue current rules prevent recycling and composting despite no evidence of disease outbreaks. Airlines prepare meals under strict food safety protocols comparable to household waste.123
Why — This would enable airlines to recycle and compost cabin waste, reducing environmental impact and compliance costs.45
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Meeting with Jan-Christoph Oetjen (Member of the European Parliament, Shadow rapporteur) and Airlines for Europe and

4 Nov 2025 · IATA working group visit - Air Passenger Rights

IATA urges EU to preserve VAT exemption for international air transport

16 Oct 2025
Topic — EU VAT rules for travel and tourism sectors including passenger transport services.
Message — IATA calls on the European Commission to preserve the VAT exemption and zero-rating for intra-EU and international air transport services, as well as related supplies, as outlined in Article 148 of the VAT Directive. They argue these provisions are crucial for maintaining the international competitiveness of European airlines and preventing double taxation.12
Why — This would avoid increased compliance costs and maintain competitive parity with non-EU airlines.345
Impact — Remote regions, island connectivity, and tourism-dependent areas would lose connectivity as demand falls.6
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Meeting with Jan-Christoph Oetjen (Member of the European Parliament, Shadow rapporteur)

24 Sept 2025 · Air Passenger Rights

IATA urges flexible green fuel accounting to boost aviation investment

4 Sept 2025
Topic — A strategic framework to boost public and private investment in sustainable transport.
Message — IATA requests a robust accounting system to claim fuel benefits regardless of physical delivery locations. They also seek increased funding from carbon market revenues to lower sustainable fuel costs.12
Why — This would lower costs and ensure airlines receive the environmental credits they pay for.3
Impact — Fuel suppliers would lose the ability to charge compliance fees without providing verifiable environmental benefits.4
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IATA Urges EU to Prioritize Global CORSIA Emissions Rules

8 Jul 2025
Topic — Evaluation of the EU Emissions Trading System and Market Stability Reserve for aviation.
Message — IATA calls for applying CORSIA to all international flights and aligning emission units with international criteria. They also request an increased volume of fuel allowances to offset rising decarbonization costs.12
Why — Global regulatory alignment would reduce the financial and administrative burden on airline operators.3
Impact — Climate monitoring groups lose oversight as IATA seeks to exclude non-CO2 effects.4
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Meeting with Henrik Nielsen (Director Migration and Home Affairs) and

1 Jul 2025 · Entry/Exit System state of play and next steps

Meeting with Christine Berg (Head of Unit Mobility and Transport)

24 Jun 2025 · EASA Fees and charges (F&C) regulation and more specifically the charging for Third Country Operator (TCO) certificates

IATA urges EU to maintain existing aviation market rules

11 Jun 2025
Topic — The European Commission is revising rules governing the EU's internal aviation market.
Message — IATA opposes the establishment of airline insolvency guarantee funds and restrictions on prepayments. They advocate for a global carbon offsetting mechanism instead of regional rules. They also argue against using market access restrictions to achieve environmental goals.123
Why — Avoiding new financial mandates helps airlines maintain liquidity and prevents operational cost increases.45
Impact — Passengers and environmental groups lose out on stronger financial protections and climate safeguards.67
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Meeting with Vicent Marzà Ibáñez (Member of the European Parliament, Shadow rapporteur)

3 Jun 2025 · Passengers' rights

Meeting with Elisabeth Kotthaus (Head of Unit Mobility and Transport)

3 Jun 2025 · Problems to be tackled to facilitate air travel for passengers with disabilities and reduced mobility

Meeting with Maria Velentza (Director Competition) and

22 May 2025 · Exchange of views on EU payment markets

IATA urges full CORSIA alignment for EEA international flights

29 Apr 2025
Topic — This consultation updates rules for monitoring and reporting CORSIA fuels and emissions.
Message — IATA requests that EU Member States implement CORSIA in its entirety for flights. They seek to operationalize dual conformance to increase the uptake of sustainable fuels.12
Why — Harmonized reporting rules reduce administrative burdens and ensure consistency for international carriers.34
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Meeting with Eddy Liegeois (Head of Unit Mobility and Transport)

28 Apr 2025 · Implementation of ReFuelEU Aviation

Meeting with Olivier Onidi (Deputy Director-General Migration and Home Affairs) and

14 Apr 2025 · Commission outreach to IATA to discuss the topic of irregular migration via air

Meeting with Vicent Marzà Ibáñez (Member of the European Parliament, Shadow rapporteur)

10 Apr 2025 · Passengers' rights - Hand luggage

IATA Urges Simpler Sustainability Reporting Rules for Global Airlines

26 Mar 2025
Topic — This consultation seeks to make EU sustainability reporting more cost-effective for businesses.
Message — IATA calls for simpler pollution criteria to accommodate safety-critical chemicals. They also request removing complex operational expenditure disclosure requirements and decoupling fuel targets from aircraft investment.123
Why — Airlines would avoid contradictory regulations and secure easier financing for fleet modernization.45
Impact — Environmental advocates lose oversight when aircraft using hazardous chemicals receive green labels.6
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Meeting with Maria De Las Flores Diaz Pulido (Head of Unit Mobility and Transport)

26 Mar 2025 · Courtesy visit in the new role of Flor Diaz Pulido

Meeting with Jan-Christoph Oetjen (Member of the European Parliament)

20 Mar 2025 · challenges for the aviation industry

Meeting with Eddy Liegeois (Head of Unit Mobility and Transport)

10 Feb 2025 · Hand luggage industry initiative

Meeting with Simona Ardovino (Head of Unit Migration and Home Affairs)

4 Feb 2025 · Commission outreach to IATA to discuss the topic of irregular migration via air

Meeting with Andrey Novakov (Member of the European Parliament, Shadow rapporteur)

4 Feb 2025 · Passenger rights file

Meeting with Andrey Novakov (Member of the European Parliament, Shadow rapporteur)

23 Jan 2025 · Passenger rights file

IATA urges higher profit margins for green aviation fuels

4 Jan 2025
Topic — Rules for calculating price differences between sustainable aviation fuels and fossil kerosene.
Message — IATA argues that the hurdle rate for price calculations should exceed 10%. They claim green fuel projects face higher technological risks than electricity generation. The group also requests clarity on market representativeness for fuel prices.123
Why — This would allow airlines to claim more free allowances for fuel costs.45
Impact — The EU budget loses revenue when airlines are granted more free allowances.6
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Meeting with Gerassimos Thomas (Director-General Taxation and Customs Union)

18 Nov 2024 · Physical meeting - CBAM, COP29 and Carbon Pricing

IATA urges flexibility in voluntary EU flight emission labeling

22 Oct 2024
Topic — The Commission is establishing a standardized methodology for a voluntary environmental labeling scheme for flights.
Message — IATA requests flexibility in fuel measurement methods and a phased approach for label implementation. They want to limit the label's geographical scope and exclude it from corporate reporting.12
Why — These changes would ensure efficient implementation with minimized costs and administrative burdens.3
Impact — Companies seeking standardized data for corporate reporting lose a potential tool for transparency.4
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Meeting with Elena Nevado Del Campo (Member of the European Parliament)

15 Oct 2024 · IATA priorities

Meeting with Dolors Montserrat (Member of the European Parliament)

19 Sept 2024 · Sustainable aviation sector

IATA warns of unscientific "black box" emissions monitoring rules

29 Jul 2024
Topic — The initiative updates rules for monitoring and reporting greenhouse gas emissions from aviation.
Message — IATA demands more time for compliance and a clearer methodology for non-CO2 effects tracking. They argue that using "black box" models without scientific validation is unreasonable for operators.12
Why — Airlines would avoid administrative burdens and inflated impact estimates from unrealistic default values.34
Impact — Climate researchers lose access to data needed to understand aviation's full warming effects.5
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IATA calls for tougher EU regulations on airport monopolies

6 Jun 2024
Topic — A comprehensive fitness check of EU legislation governing airport charges, ground handling, and slots.
Message — The organization requests transforming current directives into regulations to better control airport monopolies. They also seek to align European slot allocation with updated global industry standards.12
Why — This would lower operating costs and improve service quality by restricting monopolistic airport behavior.3
Impact — Airport operators would lose their ability to set prices and manage infrastructure services independently.4
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Meeting with Aleksandra Baranska (Cabinet of Vice-President Maroš Šefčovič), Dino Toljan (Cabinet of Vice-President Maroš Šefčovič) and

24 May 2024 · Book and claim system for Sustainable Aviation Fuels

Response to Union-wide performance targets for the fourth reference period (RP4)

19 Apr 2024

IATA must express its disappointment with the level of ambition of the targets proposed. For both the operational KPAs we observe that the targets are worse than the previously consulted initial target ranges, proposed in 2023, even before the examination procedure by member states, where they are likely to be further watered down. The performance and charging scheme appears driven by current poor performance, therefore perpetuating the status quo, instead of seeking the much-needed improvement. Reference period after reference period we perceive the same watering down of the initial ambition based on bottom-up rationale of insufficient planned improvement measures in ERNIP and Network Operations plan (NOP) processes and cost estimations that have proven to be continually overestimated. The targets proposal does not sufficiently support the European Commission high-level objective of contributing to emissions reductions, as it is now clearly being acknowledged that lack of capacity is correlated with the worsening of flight efficiency, even considering the current indicators limitations. Instead of maintaining the ambition of previous reference periods in capacity (0,5 min/delay), this proposal relaxes the target despite consciously acknowledging that this negatively impacts the environment. When analyzing the historical evolution of the Key Performance Areas; targets and actual achievements, it is apparent that despite considerable cost increases and investment cycles, the situation continues to disimprove. We need to collectively reflect upon the fact that we are at performance levels worse than what was possible ten years ago, and why performance seems to be continuously degrading since RP2 (2014-2019), despite billions being spent on staffing and investments in modernization of CNS and ATM systems aimed to increase efficiency. Also, we need to remind ourselves that the performance and charging regulation is there to ensure better services and service quality from monopolistic providers to the airspace users at controlled prices, which should lower the cost for the users. Bringing the targets closer to current performance levels just makes the failure of some ANSPs appear less undesirable. Positioning targets at a less ambitious levels than targeted and even achieved in the past reference periods is just planning to fail. Airspace users expectations have not diminished, quite the contrary. Targets should be based on these expectations, rather than on the underperformance of those ANSPs who continually underperform. Indicators for monitoring, as defined in the performance and charging scheme, are sometimes more relevant than KPIs.
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Meeting with Helena Braun (Cabinet of Vice-President Maroš Šefčovič) and Air France-KLM and

16 Apr 2024 · Circular economy and improving cabin waste management

Meeting with Ralf Kuhne (Cabinet of Commissioner Stella Kyriakides) and Air France-KLM and

16 Apr 2024 · On circular economy and improving cabin waste management.

Meeting with Rachel Smit (Cabinet of Commissioner Adina Vălean), Rozalina Petrova (Cabinet of Commissioner Virginijus Sinkevičius) and

16 Apr 2024 · Circular economy and improving cabin waste management

Airlines demand EU revive 2013 passenger rights reform proposal

13 Mar 2024
Topic — This consultation evaluates updates to EU laws governing passenger rights and financial protections in transport.
Message — Airlines request reviving the 2013 proposal to clarify 'extraordinary circumstances' and delay thresholds. They demand that reimbursements go directly to the original payer rather than just any passenger. They also oppose deleting passenger data after 72 hours and providing free companion seats.123
Why — This would reduce compensation payouts and avoid expensive technical upgrades for data management systems.456
Impact — Travelers with disabilities lose access to free seating for required safety assistants during air travel.7
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IATA warns over-regulation will deter airlines from multimodal travel

13 Mar 2024
Topic — The European Commission is reviewing passenger rights for journeys involving multiple transport modes.
Message — IATA requests a clearer legal framework that avoids over-regulation to encourage airline participation. They argue carriers should not be responsible for disruptions on other modes without contracts. The association also wants a binding list of exceptions for paying passenger compensation.123
Why — This would shield airlines from financial liabilities and the high costs of data systems.45
Impact — Disabled passengers might receive less compensation for damaged mobility aids under these proposals.6
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IATA fights EU plan to limit travel downpayments

13 Mar 2024
Topic — Consultation on revising EU rules to ensure robust consumer protection for package travel passengers.
Message — IATA rejects proposed caps on downpayments and opposes making travel vouchers automatically refundable or transferable. They argue these changes would disrupt established business models and reduce the availability of low-cost flights.123
Why — This protects airlines' liquidity and allows them to continue offering lower fares for upfront payments.4
Impact — Passengers lose out on potential refund automation and flexible voucher options that would improve their rights.56
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Response to Business in Europe: Framework for Income Taxation (BEFIT)

24 Jan 2024

Please find IATA's feedback in the attached document
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Meeting with Jeroen Lenaers (Member of the European Parliament, Shadow rapporteur) and Airlines for Europe and KLM Royal Dutch Airlines

23 Nov 2023 · API

Response to Count your transport emissions: CountEmissions EU

15 Nov 2023

The International Air Transport Association (IATA) is the global trade association of the worlds airlines representing more than 300 airlines globally. Overall, IATA welcomes the EU Commission`s legislative proposal that aims to move towards a harmonized calculation methodology to calculate transport-related greenhouse gas emissions. IATA welcomes the Commission`s policy choice to follow the existing and recognized ISO standard. This implementation of ISO 14083 would lead to very similar results as the IATA RP1726 on per-passenger CO2 calculations and IATA RP 1678 on shipment-level cargo CO2 emissions measurement, with the differences arising primarily due to emissions factors. We however call for the scope of the Regulation to be limited to transport services that start and end in the EU in order to avoid a patchwork of methodologies when other jurisdictions would implement their own framework for calculating CO2 emissions as well as avoiding challenges to calculate the emissions for transport legs completely outside of the EU.
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Meeting with Jeroen Lenaers (Member of the European Parliament, Shadow rapporteur) and KLM Royal Dutch Airlines

30 Aug 2023 · API

IATA urges EU to simplify airline carbon reporting rules

23 Aug 2023
Topic — The European Commission is updating carbon monitoring rules for the aviation sector.
Message — IATA requests a clear list of eligible fuels aligned with aviation laws. They suggest distributing free allowances based on volume to protect pricing data. The group also wants geographic restrictions on fuel loading removed for claims.123
Why — This approach protects commercial secrets and reduces the administrative burden of compliance.45
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IATA urges global alignment for airline sustainability reporting

7 Jul 2023
Topic — The Commission is setting out new sustainability reporting standards for companies.
Message — IATA emphasises the importance of simplification and harmonization of the ESRS with other reporting initiatives. They seek coordination and simplification of the disclosure requirements in terms of terminology and methodology.12
Why — Global harmonization reduces the challenge of disclosing information across multiple instruments.3
Impact — Non-EU airlines face legal conflicts when national laws prevent certain disclosures.4
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IATA urges EU to prioritize biofuels in industrial strategy

27 Jun 2023
Topic — The Net Zero Industry Act supports investment in European clean technology production.
Message — The group seeks to label advanced biofuels as strategic technologies to unlock support. They also want a feedstock-neutral approach and production credits similar to US policies.123
Why — This would grant airlines better investment security and lower fuel production barriers.4
Impact — Road transport sectors may lose priority access to limited sustainable waste fuels.5
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Airlines urge inclusion in EU's sustainable finance taxonomy

2 May 2023
Topic — Classification of environmentally sustainable economic activities to guide investments within the European Union.
Message — IATA supports including aviation in the taxonomy to finance net-zero transitions. They offer assistance in developing guidance for technical implementation and non-EU operators.12
Why — Airlines would access necessary capital to fund expensive transitions toward carbon-neutral flight.34
Impact — Operators with older fleets might struggle to meet the ambitious new efficiency standards.5
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Meeting with Rachel Smit (Cabinet of Commissioner Adina Vălean) and Airlines for Europe and European Regions Airline Association Ltd.

22 Mar 2023 · Meeting on MDMS

Meeting with Henrik Hololei (Director-General Mobility and Transport)

8 Mar 2023 · Priorities and challenges for European and international aviation, including recovery, capacity, sustainability and drones.

IATA urges EU to expand sustainable aviation fuel feedstock lists

1 Jan 2023
Topic — This consultation reviews sustainable feedstock lists for biofuels in difficult-to-decarbonise transport sectors.
Message — IATA requests expanding feedstock criteria to include readiness levels and avoiding restrictive lists that hamper investment. They advocate for sustainability-based eligibility rather than maturity-based classification to ensure long-term policy stability.12
Why — Broadening the feedstock base provides the necessary supply to meet aviation's net-zero goals.34
Impact — Environmental groups lose strict safeguards against the use of food-competing crops for fuel.5
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Meeting with José Ramón Bauzá Díaz (Member of the European Parliament, Rapporteur) and Airlines for Europe

16 Nov 2022 · ReFuelEU Aviation

Response to Common criteria for the EU Air Safety List

25 Oct 2022

The The International Air Transportation Association (IATA) is the trade association for the world’s airlines. IATA’s over 290 members, of which 67 are based in the EU, comprise 83% of total air traffic. We appreciate this opportunity to submit comments for this draft act. The past decade has seen the evolution and implementation of performance based regulations and oversight. The implementation of Safety Management Systems and State Safety programs has revealed that the use of diverse sources of safety information can only enhance the safety picture in an industry that is continuously improving its safety performance. More and more use of industry safety standards, tools and programs has proven positive for the airlines and the Regulators. Such use enhances the safety information available and can be used successfully to complement safety oversight. Several industry programs have shown their value in improving the safety performance of air carriers globally. In this context IATA suggests to include in Section A the expansion of the information sources that would allow confidence gaining in the airlines or the state authorities at risk of a ban. Presently in Section A all elements considered have a negative connotation – “serious safety deficiencies, shortcomings, bans, accidents, lack of ability, lack of willingness” etc. It would be possible to list also “safety information sources (including membership in industry safety programs, initiatives etc.) that would allow to gain confidence in the airline/ airlines that may be subject to a ban”. For Section B of the Annex we would suggest to include the following provision: “[…] the following elements may be considered as providing evidence thereof: Xy. verifiable evidence of compliance with and effective implementation of relevant recognized international industry safety standards by the air carrier; This can be used as an information source that could support a carrier not to be included and also to support the removal o is the trade association for the world’s airlines. IATA’s over 290 members, of which 67 are based in the EU, comprise 83% of total air traffic. We appreciate this opportunity to submit comments for this draft act. The past decade has seen the evolution and implementation of performance based regulations and oversight. The implementation of Safety Management Systems and State Safety programs has revealed that the use of diverse sources of safety information can only enhance the safety picture in an industry that is continuously improving its safety performance. More and more use of industry safety standards, tools and programs has proven positive for the airlines and the Regulators. Such use enhances the safety information available and can be used successfully to complement safety oversight. Several industry programs have shown their value in improving the safety performance of air carriers globally. In this context IATA suggests to include in Section A the expansion of the information sources that would allow confidence gaining in the airlines or the state authorities at risk of a ban. Presently in Section A all elements considered have a negative connotation – “serious safety deficiencies, shortcomings, bans, accidents, lack of ability, lack of willingness” etc. It would be possible to list also “safety information sources (including membership in industry safety programs, initiatives etc.) that would allow to gain confidence in the airline/ airlines that may be subject to a ban”. For Section B of the Annex we would suggest to include the following provision: “[…] the following elements may be considered as providing evidence thereof: Xy. verifiable evidence of compliance with and effective implementation of relevant recognized international industry safety standards by the air carrier; This can be used as an information source that could support a carrier not to be included and also to support the removal of the carrier if already in the list.
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Meeting with Henrik Hololei (Director-General Mobility and Transport)

24 Oct 2022 · post-Covid recovery, SAATM (in the margins of the AACO 55th AGM)

Meeting with Ciarán Cuffe (Member of the European Parliament, Shadow rapporteur)

27 Sept 2022 · EU rules on airport slot allocation (Staff Level)

Meeting with Adina-Ioana Vălean (Commissioner) and

13 Jul 2022 · Aviation Dialogue

Response to VAT in the Digital Age

5 May 2022

The International Air Transportation Association (IATA) is the trade association for the world’s airlines. IATA’s 290 members, of which 67 are based in the EU, comprise 83% of total air traffic. We appreciate this opportunity to submit comments for this impact assessment. Please find in attached document our feedback.
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Meeting with Walter Goetz (Cabinet of Commissioner Adina Vălean)

29 Apr 2022 · Update on the state of international aviation

Meeting with Rachel Smit (Cabinet of Commissioner Adina Vălean)

8 Feb 2022 · Courtesy meeting

Response to Better protection for passengers and their rights

17 Jan 2022

No need for legislation on airline bankruptcy: Existing mechanisms to mitigate the risks associated with airline bankruptcy are effective: There are mechanisms, protections and voluntary agreements in place today that adequately cover the repatriation of passengers when airlines become insolvent without the need for legislation. There are also existing instruments that address the financial claims of passengers in these situations. Establishing a guarantee fund would be disproportionate to the scale of the risk: According to the study on the current level of protection of air passenger rights in the EU , between 2011 and October 2019, 5.6 million passengers (or 0.04% of total EU passengers) were impacted by airline insolvencies. Despite the huge impact of the COVID pandemic on air travel, there were fewer bankruptcies of European airlines in 2020 than in any year in the previous decade. The 2011 Steer study for the European Commission suggested that as much as that 85% of the monies in a fund would be absorbed by administrative costs. Similarly, the mass cancellations due to Government-imposed restrictions at the start of the COVID-19 pandemic were unprecedented in the 100-year history of commercial aviation, with global airlines paying out 98 cents of refunds for every Euro of income during March 2020. COVID-19 is an exceptional event and should not be the reference point for developing policy on refunds that would also apply during normal operations when pre-existing mechanisms work effectively. Any policy to address mass cancellations should distribute obligations among those responsible for the cancellation, including governments where a service cannot be operated viably due to government-imposed restrictions. By the same token, any policy on refunds should reflect the principle that the refund should be paid by the entity which collected the funds in the first place in order to promote clarity and certainty for consumers and mitigate the risk of airlines paying out twice for the same ticket refund. Guarantee funds would be inefficient, legally complex and would unjustifiably single out air travel: As any fund would draw its resources from a levy on all tickets sold it would create a burden on both airlines and the passengers it would be supposed to protect, for benefits that would go to a miniscule share of passengers. • In the case of bankruptcy protection, financially prudent airlines could be subsidizing riskier airlines, distorting competition. • In the case of mass cancellations due to travel restrictions, airlines and their passengers would be footing the bill for decisions taken by government over which airlines have no influence or control. • Airline or travel-specific guarantee funds would unjustifiably single out air travel. No other comparable industry sector is under such an obligation to protect its customers in this way in case of bankruptcy. Last but not least; according to Article 9 of Regulation 1008/2008, Member States are responsible to assess at any time the financial performance of a Community air carrier. Please see attached full answer to this call of evidence.
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Response to Count your transport emissions: CountEmissions EU

13 Dec 2021

The International Air Transport Association (IATA) welcomes the opportunity to comment on Count Emissions EU Impact Assessment consultation. IATA is the global trade association of the world’s airlines representing more than 290 airlines. A proliferation of different calculation methodologies, calculators, and displays of CO2 as part of flight search results has led to confusion among passengers as different CO2 emissions values are being displayed for flight searches with identical parameters. This situation makes it difficult or impossible to accurately compare CO2 results between air services, which reduces transparency for consumers seeking to make an informed decision. IATA recognizes the risk of a further proliferation of CO2 methodologies, coupled with the potential loss of control over the airlines their own data, and risk of reputational damage in cases where the applied methodology (or underlying data used) for a calculation is flawed. The lack of a harmonized approach for calculating per passenger CO2 emissions was therefore made a priority and IATA has been working on the development of an industry standard per passenger CO2 emissions calculation methodology that can be used by airlines, Online Travel Agents (OTAs), Travel Management Companies (TMCs) and other third-party travel providers where CO2 emissions are displayed. IATA`s calculation methodology that could be applied to two different use cases: Pre-flight calculation: based on historical data the CO2 emissions can be “predicted”, using specific weight and load factors that are considered the most likely and realistic data assumption for flights in the future. This can either be based on industry averages (e.g., fuel burn or passenger load factor) or an airline’s own data. Future flight calculation can also be based on a combination of historical and actual data, where available. Post-flight calculation: uses post flight and historical data averages to calculate CO2 emissions with greater accuracy. IATA analyzed the most common airline passenger calculation methodologies from ten different providers (e.g., ICAO, EN16258, ADEME, Atmosfair, EEA, DEFRA) to assess their application and use and decided that several key criteria must be fulfilled in a future standard methodology to uphold robustness and credibility: (1) Accurate: provides credible information; (2) Precise: provides detailed information that vary based on inputs; (3) Simple: easy to generate and interpret data; (4) Transparent: customer can understand how results are generated; (5) Informative: customer can make well-informed decisions on flights/airlines; (6) Resilient: adaptable and flexible to meet future requirements; and, (7) Aligned: aligns with widely used standards (e.g., CORSIA). To maximize the use of the industry methodology by airlines and potentially by other travel providers, the decision was taken to call for an direct endorsement of airline members. We expect this adoption to take place early 2022 and immediately after being made available publicly and to be used by anyone. Some larger travel providers, TMCs, and OTAs have already indicated that they would adopt the industry standards as soon as it would be available to them. In addition, IATA developed with the industry a number of processes and standards that would allow the seamless distribution of CO2 emissions data to OTAs, TMCs, and other online travel provider. The direct distribution of data leverages established industry retail and distribution standards such as New Distribution Capability (NDC). The application of such standards would allow airlines to feed their own and real data into the calculation engine, e.g., using actual fuel burn, passenger, and cargo load factor, thereby guaranteeing the most accurate results (in contrast to theoretical data models that use modelled averages and estimated values).
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Meeting with Henrik Hololei (Director-General Mobility and Transport)

30 Sept 2021 · aviation recovery

Meeting with Pablo Fabregas Martinez (Cabinet of Commissioner Adina Vălean), Rachel Smit (Cabinet of Commissioner Adina Vălean)

20 Jul 2021 · slot relief

Meeting with Anthony Whelan (Cabinet of President Ursula von der Leyen) and Airlines for Europe and

1 Jul 2021 · EU COVID Certificate

Meeting with Chris Uregian (Cabinet of Vice-President Margaritis Schinas), Despina Spanou (Cabinet of Vice-President Margaritis Schinas), Maria-Myrto Kanellopoulou (Cabinet of Vice-President Margaritis Schinas) and

1 Jul 2021 · Implementation Covid Certificate

Meeting with Gaëlle Michelier (Cabinet of Commissioner Adina Vălean), Pablo Fabregas Martinez (Cabinet of Commissioner Adina Vălean), Walter Goetz (Cabinet of Commissioner Adina Vălean)

5 Mar 2021 · Introductory call by the new EU affairs Manager of IATA.

Meeting with Henrik Hololei (Director-General Mobility and Transport) and Airlines for Europe and

3 Mar 2021 · SES2+

Meeting with Adina-Ioana Vălean (Commissioner) and

10 Feb 2021 · Meeting to discuss several aviation files such as the SLOTS, the potential re-opening of boarders and the standardization / IATA Travel Pass

Meeting with Henrik Hololei (Director-General Mobility and Transport)

14 Jan 2021 · Slot regulation

Response to Climate change mitigation and adaptation taxonomy

18 Dec 2020

The International Air Transport Association (IATA) welcomes the opportunity to comment on Sustainable finance – EU classification system for green investments. IATA is the trade association for the world’s airlines, representing some 290 airlines or 82% of total air traffic. IATA recognizes the need to address the global challenge of climate change and has adopted an industry target to reduce by 50% net aviation CO2 emissions by 2050, relative to 2005 levels. In line with the environmental objectives that have been set in the EU Taxonomy Regulation, IATA believes that following economic activities related to aviation should be considered for the EU Taxonomy – but not exclusively: • Purchasing, leasing of more efficient aircraft or any fleet renewal activities – this includes fuel and CO2 efficiency as well as noise reduction. • Air Traffic Management (ATM) service activities including manufacturing and purchasing of ATM equipment supporting more efficient flight operations. • To ramp up Sustainable Aviation Fuels (SAF) production and accelerate their market deployment – with a view to decarbonizing the sector, huge investments will be necessary – not only from public authorities but also from industry, including SAF users. Any SAF investment made by the users or producers of SAF should be Taxonomy eligible. This should include the construction of buildings and equipment, including power generating facilities, that aid in the production and distribution of SAF. • Ground Handling: Purchasing or investment in more efficient ground handling vehicles and equipment – this includes fuel efficiency as well as other emissions or noise reductions. • Aircraft manufacturing and technology development. • Activities supporting the reduction of cabin waste.
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Response to Commission Implementing Decision on standard contractual clauses between controllers and processors located in the EU

10 Dec 2020

IATA Response to the European Commission consultation on Implementing Decision on standard contractual clauses between controllers and processors for the matters referred to in Article 28 (3) and (4) of Regulation (EU) 2016/679 of the European Parliament and of the Council and Article 29 (7) of Regulation (EU) 2018/1725 of the European Parliament and of the Council - See attached
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Response to Commission Implementing Decision on standard contractual clauses for the transfer of personal data to third countries

10 Dec 2020

IATA Response to the European Commission consultation on its Implementing Decision on standard contractual clauses (“SCCs”) for the transfer of personal data to third countries pursuant to Regulation (EU) 2016/679 of the European Parliament and of the Council - See attached
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Response to Revision of the EU Emission Trading System Directive concerning aviation

27 Aug 2020

The International Air Transport Association (IATA) welcomes the opportunity to comment on the inception impact assessment to the revision of the EU Emission Trading System Directive 2003/87/EC concerning aviation. IATA is the global trade association of the world’s airlines representing more than 290 airlines. Please find in attached file IATA`s feedback to the inception impact assessment to the revision of the EU Emission Trading System Directive 2003/87/EC concerning aviation.
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Meeting with Adina-Ioana Vălean (Commissioner) and

20 Jul 2020 · Meeting to discuss aviation and COVID

Meeting with Gaëlle Michelier (Cabinet of Commissioner Adina Vălean)

2 Jul 2020 · Meeting on aviation developments

Response to A EU hydrogen strategy

8 Jun 2020

IATA Comments to the Consultation on the EU Hydrogen Strategy IATA welcomes the establishment of an EU-wide hydrogen strategy to support the transition to clean and renewable energies. The document rightfully mentions that “For those hard-to-abate sectors where other alternatives might not be feasible or have higher costs such as heavy-duty and long-range transport, as well as energy-intensive industrial processes, clean hydrogen will play a key role in decarbonisation.” Aviation is also amongst the hard-to-abate sectors that could strongly benefit from the use of clean hydrogen as an alternative fuel in its efforts towards decarbonization. In the medium term, hydrogen, and particularly green hydrogen, will be an important input in the production of Sustainable Aviation Fuels (SAF). One type of SAF, often referred to as Power-to-liquid fuels or electrofuels, is being developed for use in current aircraft without adaptation and looks promising as a SAF to replace conventional jet fuel once they become affordable . Their production requires substantial amounts of green hydrogen. While electrofuels can be used in different industry sectors, it is important that aviation is recognized as a key future user of green hydrogen and consideration be given to facilitate its access to it, due to aviation’s unique technical challenges to finding other clean energy alternatives. Regarding the longer-term future, the interest in the direct use of hydrogen as a fully carbon-free aviation fuel has steeply increased since 2019. The EU Clean Aviation Partnership dedicates a large part of its Strategic Research and Innovation Agenda to disruptive technologies to enable hydrogen-powered aircraft. Liquid hydrogen could be used as aircraft fuel in two ways: in jet engines replacing today’s jet fuel (including for long-range aircraft), and also in fuel cells to power electric motors as an alternative to batteries with their often prohibitive weight. The envisaged massive deployment of hydrogen as an energy carrier for wide use in many industries offers new opportunities to aviation to evaluate a switch to hydrogen fuel over the next decades. For this disruptive change, airlines critically depend on the worldwide constant availability of a hydrogen distribution network and appropriate liquid hydrogen supply infrastructure at airports. As the use of hydrogen fuel is particularly interesting for long-range aircraft (for which battery flight is excluded), worldwide availability is mandatory even from an EU perspective. Therefore, IATA recommends to explicitly include aviation in the list of target industries expected to become major users of hydrogen, and to consider aviation’s hydrogen demand, both for production of sustainable aviation fuel in the short to mid-term and for direct use as fuel in the long term, as well as the related infrastructure needs, in a wider EU energy strategy.
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Response to ReFuelEU Aviation - Sustainable Aviation Fuels

21 Apr 2020

Please find our feedback in attached document.
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Meeting with Didier Reynders (Commissioner)

16 Apr 2020 · Impact of COVID-19

Meeting with Adina-Ioana Vălean (Commissioner)

2 Apr 2020 · Air transport

Meeting with Adina-Ioana Vălean (Commissioner) and

16 Mar 2020 · Aviation

Meeting with Gaëlle Michelier (Cabinet of Commissioner Adina Vălean)

18 Feb 2020 · Presentation of IATA, Common priorities & preparation of the upcoming mtg betweet Cssr Valean and IATA's CEO

Meeting with Henrik Hololei (Director-General Mobility and Transport)

5 Feb 2020 · Aviation issues

Meeting with Henrik Hololei (Director-General Mobility and Transport)

5 Nov 2019 · avation issues

Meeting with Henrik Hololei (Director-General Mobility and Transport)

24 Sept 2019 · sustainable air transport

Meeting with Violeta Bulc (Commissioner) and

2 Jun 2019 · 75th IATA Annual General Meeting (AGM)

Meeting with Mauro Raffaele Petriccione (Director-General Climate Action)

24 May 2019 · Aviation and climate policy

Response to Decision setting the Union-wide performance targets for the third reference period 2020-2024

25 Mar 2019

Dear Sir or Madam, Please find attached the Airspace User Community Response the EC consultation on EU performance targets 2020-24. Best regards, Katharina Ernst on behalf of IATA
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Meeting with Andras Inotai (Cabinet of Vice-President Karmenu Vella), Sebastien Paquot (Cabinet of Vice-President Karmenu Vella) and Mirpuri Foundation

12 Feb 2019 · Aviation waste in a Circular Economy Context

Meeting with Henrik Hololei (Director-General Mobility and Transport)

5 Feb 2019 · update on aviation issues

Response to Appropriate monitoring, reporting and verification for a global scheme for aviation emissions

13 Dec 2018

Article 28c of Directive 2003/87/EC requires the EC to adopt provisions for the MRV of emissions for implementing ICAO’s CORSIA on all routes covered by it. Art. 28c requests this to be done on the basis of the instruments adopted in ICAO and in a way to avoid any distortion of competition. Unfortunately, the proposal does not reach the objectives of Article 28c. If adopted, it will undermine the environmental integrity of CORSIA and jeopardize its essential multilateral character. It will also bring legal uncertainty and lead to market distortions. The proposal makes the reporting of emissions from flights between two non-EEA countries optional, even though these flights are subject to CORSIA. The proposal also exempts a number of flight categories which are subject to CORSIA, and includes a number of other categories which are exempt. By making the reporting of emissions between non-EEA airports optional and getting exemptions wrong, the proposal defeats the possibility of calculating both a complete baseline, and a complete Sector Growth Factor. By doing this, it critically undermines the integrity and workability of CORSIA, as well as being in total contradiction to the principles of Assembly Resolution A39-3, para 10, which states that the CORSIA shall apply to all aircraft operators on the same routes between States with a view to minimizing market distortions. The EU has on many occasions officially confirmed its support for Annex 16 volume IV and committed to its implementation. EU Operators have in good faith relied on these statements and prepared for the implementation of CORSIA on the assumption that international standards would be respected by the EU. The proposal proposes different rules that contradict earlier commitments. While Annex 16, volume IV allows all operators to select between 5 fuel monitoring methods, the proposal restricts the choice to only 2. In addition, while Annex 16, volume IV allows operators with annual emissions below 500,000 tCO2 to use simplified monitoring in the baseline period, the EC proposal does not allow it. The restrictions imposed by the EC will create competitive distortions. The proposal will in particular affect operators based in overseas territories as they have not been subject to EU ETS MRV and may not have procedures in place to meet with the Method A or Method B. The EC proposal expects them to apply one of these 2 methods on 1 January 2019 already, when international standards provide the necessary flexibility to accommodate the different levels of readiness and capabilities of operators. The proposal also undermines uniformity in the implementation of CORSIA. In ICAO, experts from the EU have strongly advocated for uniform rules, including the obligation, under CORSIA, to fill data gaps exclusively with the CERT. Similarly, only the CERT is allowed for simplified monitoring. However, the proposal contradicts the position of its own experts by allowing operators to use different tools and estimation methods for data gaps and simplified monitoring. European Union experts have strongly pushed for rigid and detailed verification requirements. But the proposal exempts the reports of some operators from the verification process. EU experts have also pushed for a common framework for the accreditation of verifiers, with detailed requirements imposed in Annex 16, volume IV. But the proposal would allow verifiers which are not accredited for CORSIA to undertake the verification of CORSIA emissions reports. It is IATA’s strong view that the proposal should not be adopted unless all remaining are addressed: more work needs to be done to find an appropriate solution that will allow European ICAO member states to genuinely comply with their commitments under the Chicago Convention and Assembly Resolution A39-3. The approach chosen by the Commission to “implement CORSIA through EU ETS” shows its limitations with this proposal and creates an improper regulatory framework.
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Meeting with Maria Cristina Lobillo Borrero (Cabinet of Vice-President Miguel Arias Cañete)

6 Dec 2018 · ICAO CORSIA

Response to Single European Sky performance and charging scheme

22 Nov 2018

Dear Sir or Madam, Thank you for the opportunity for the airline community to provide our views on the revised rules on performance and charging schemes (Single European Sky). Please find attached a copy of our comments. Yours sincerely Katharina Ernst on behalf of Peter Curran, IATA, Sylviane Lust, AIRE and Achim Baumann, A4E
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Meeting with Joshua Salsby (Cabinet of Commissioner Violeta Bulc)

8 Nov 2018 · Meeting with Michael Gill, IATA`s Director for aviation environment

Response to Summertime consultation

23 Oct 2018

Attached joint position Airlines for Europe (A4E), Airlines International Representation in Europe (AIRE), the European Regions Airline Association (ERA) and the International Air Transport Association (IATA), and their respective members, are concerned about the proposal to abolish current DST changes switching from wintertime to summertime, and the timeline of the proposal, because it will have a significant impact on the aviation industry and consumers at both European and global level. We therefore urge the member states and European Parliament to consider the significant repercussions and disruption to passenger and freight connections when adopting their position. A4E, AIRE, ERA, IATA and their members would prefer to remain with the current situation. Please see attached the joint position elaborated by A4E, AIRE, ERA and IATA.
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Meeting with Henrik Hololei (Director-General Mobility and Transport)

4 Oct 2018 · update on aviation issues

Response to Targeted revision of EU consumer law directives

20 Jun 2018

see attached file "IATA feedback on collective redress"
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Meeting with Joshua Salsby (Cabinet of Commissioner Violeta Bulc)

3 May 2018 · Aviation issues

Meeting with Violeta Bulc (Commissioner) and

10 Apr 2018 · Meeting with IATA CEO Mr De Juniac

Meeting with Henrik Hololei (Director-General Mobility and Transport)

10 Apr 2018 · CORSIA, air passenger rights

Meeting with Joshua Salsby (Cabinet of Commissioner Violeta Bulc)

20 Feb 2018 · Aviation issues

Meeting with Henrik Hololei (Director-General Mobility and Transport)

5 Feb 2018 · European infrastructure, European sky

Response to Charges for the use of airport infrastructure

5 Dec 2017

Dear Sir/Madame, On behalf of the airline associations (A4E, AIRE, ERA and IATA), please find attached our response to the EC Inception Impact Assessment on the Charges for the use of airport infrastructure. We remain available to discuss any of the topics in the attachment.
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Meeting with Henrik Hololei (Director-General Mobility and Transport)

16 Oct 2017 · Aviation safety

Meeting with Joshua Salsby (Cabinet of Commissioner Violeta Bulc)

21 Mar 2017 · Aviation

Response to Passenger name record (PNR) data formats and transmission protocols

9 Feb 2017

IATA welcomes the draft Implementing Decision and fully supports the adoption of a harmonised EU framework aligned with international guidelines developed by IATA, ICAO and endorsed by WCO, which are already implemented by a number of countries worldwide. This will avoid having each 28 EU Member State developing their own systems in isolation and minimise cost for the industry, as IT systems would have to be adapted for each non-standard passenger data requirement. IATA notes that the Implementing Decision includes precisions on data formats for the transfer of API data. In this context, IATA would like to recall that API data will only be collected by airlines upon a specific legal requirement, based on EU Directive 2004/82. In absence of such specific legal requirement, airlines would not collect API data in the normal course of their business and this data would typically not be included in the PNR message. Recital 15 and Article 2 highlight the intention of the European Commission to review this Implementing Decision within four years to impose only open standard transmission protocols and promote A4S. IATA would insist that any new format and protocol be developed in coordination with international partners and in the framework of ICAO and WCO governance. Europe cannot afford to mandate standards in isolation which will not align with international practice and would unduly impose costs to airlines operating in Europe. IATA would suggest the following amendments: Recital 15: Industry and Member States should be encouraged to engage with international partners, ICAO and the WCO to consider the inclusion of AS4 protocol and other suitable open standard protocols in the list of internationally accepted reference protocols for the transmission of PNR data by air carriers. - Article 2 para 1: The review shall address in particular the possibility to provide for open standard transmission protocols in addition to existing protocols, while ensuring these are aligned with international standards and best practices. Finally, it is essential that air carrier receive a receipt message following transfer of PNR data to ensure that they do not have to resubmit the data. IATA would therefore suggest the following amendment to Recital 17: “Member States shall provide air carriers with an acknowledgment of the receipt of the PNR transfer. The means of such acknowledgment should be based on a bilateral arrangement between the air carrier and the Member State, as recommended by IATA.” In closing, IATA would like to underline the need for Member States to allow airlines to choose from this defined list of format and transmission protocols. Member States are currently developing their PNR programs and shall already align with the formats and protocols set out in the Implementing Decision. Any diverging request will be too costly and disproportionate to implement, even if it is only in a transition period.
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Meeting with Joshua Salsby (Cabinet of Commissioner Violeta Bulc)

7 Feb 2017 · Aviation issues

Meeting with Telmo Baltazar (Cabinet of President Jean-Claude Juncker)

7 Feb 2017 · Transport

Meeting with Miguel Arias Cañete (Commissioner)

7 Feb 2017 · ETS-AVIATION

Meeting with Telmo Baltazar (Cabinet of President Jean-Claude Juncker)

7 Feb 2017 · EU aviation strategy

Meeting with Miguel Arias Cañete (Commissioner)

7 Feb 2017 · revision of EU ETS for aviation

Meeting with Joshua Salsby (Cabinet of Commissioner Violeta Bulc)

17 Jan 2017 · Aviation

Meeting with Jos Delbeke (Director-General Climate Action)

20 Dec 2016 · ICAO Resolution on global market-based measure

Meeting with Joshua Salsby (Cabinet of Commissioner Violeta Bulc)

26 Oct 2016 · Aviation

Meeting with Stephen Quest (Director-General Taxation and Customs Union)

1 Sept 2016 · Exchange of views on customs security issues

Meeting with Yvon Slingenberg (Cabinet of Vice-President Miguel Arias Cañete) and Air Transport Action Group

16 Jun 2016 · Emission reduction in aviation

Meeting with Jos Delbeke (Director-General Climate Action) and Air Transport Action Group

15 Jun 2016 · aviation’s CO2 emissions and ICAO Assembly

Meeting with Alisa Tiganj (Cabinet of Commissioner Violeta Bulc)

23 May 2016 · regulation 261 Guidelines

Meeting with Alisa Tiganj (Cabinet of Commissioner Violeta Bulc)

23 May 2016 · Regulation 261 Guidelines

Meeting with Violeta Bulc (Commissioner) and

15 Feb 2016 · Meeting with Mr Tony Tyler, Director General and Chief Executive Officer, IATA

Meeting with Henrik Hololei (Director-General Mobility and Transport)

18 Jan 2016 · IATA OPS conference, Pilot fitness, Aircraft Tracking, Single European Sky

Meeting with Joshua Salsby (Cabinet of Commissioner Violeta Bulc)

3 Dec 2015 · Aviation

Meeting with Yvon Slingenberg (Cabinet of Vice-President Miguel Arias Cañete)

7 Jul 2015 · The work towards a global market based measure (GMBM) in ICAO and the exploration of sustainable alternatives to conventional jet fuel

Meeting with Silvia Bartolini (Cabinet of Vice-President Miguel Arias Cañete)

7 Jul 2015 · Energy Union

Meeting with Heinz Zourek (Director-General Taxation and Customs Union)

5 May 2015 · Discuss current EU Customs regulations regarding baggage tags applied at EU airports

Meeting with Diane Schmitt (Cabinet of Commissioner Dimitris Avramopoulos), Sofia Asteriadi (Cabinet of Commissioner Dimitris Avramopoulos)

23 Mar 2015 · EU-Mexico PNR and possible solutions

Meeting with Frans Timmermans (First Vice-President)

23 Mar 2015 · Better Regulation

Meeting with Violeta Bulc (Commissioner)

7 Jan 2015 · Meeting with IATA