CORSIA emissions reporting with every tonne traced to its fuel ticket, every gap fill approved by name and the verifier's questions answered with evidence
Every tonne traced to its fuel ticket, and a report the verifier signs on time.
See one case, screen by screen ↓CORSIA emissions reporting is the yearly monitoring, reporting and verification (CORSIA MRV) of an airline's CO2 from international flights under ICAO's Carbon Offsetting and Reduction Scheme for International Aviation, set out in ICAO Annex 16 Volume IV. CORSIA Emissions Reporting is aviation CO2 reporting software that builds the CORSIA, EU ETS and UK ETS reports for verification from one dataset of fuel and flight records: seven agents trace every tonne to its fuel ticket, fill data gaps by the emissions monitoring plan, apply state-pair scope, keep SAF counted once and answer the verifier, while the Director of Sustainability approves every fill and signs every report.
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CORSIA emissions reporting binds every aircraft operator with more than 10,000 t of CO2 a year from international flights: it monitors its fuel with the method in its approved Emissions Monitoring Plan, has the year verified by an accredited body and files the verified emissions report with its state by April 30. A US carrier reports CORSIA to the FAA, and its few flights inside Europe put it in EU ETS and UK ETS too, with reports due March 31. The data sits in five places: the flight operations system, ACARS fuel messages, the into-plane suppliers' uplift tickets, fuel invoices and the aircraft registry. Today it is joined in a spreadsheet that breaks on tail swaps, duplicate tickets and unit errors.
The risk sits in what the spreadsheet cannot show. A missing block-off reading gets filled with whatever works, not the plan's method, and the verifier finds it; above 5% of flights the state must be told. A sustainable aviation fuel batch already sold as a corporate customer's Scope 3 certificate gets claimed again. And applying the growth factor to every international tonne, not only the offsetting state pairs, over-buys emissions units. Preparing a year for verification takes months, and the verifier's questions are answered by email for weeks.
Estimated split for one monitoring year at a network carrier, by hand and with the solution.
Seven agents assemble the year from five systems, fill each gap by the monitoring plan and explain it, apply state-pair scope, keep SAF counted once and answer the verifier; the Director approves every fill and signs every report.
Corvane Airways, a US network carrier hubbed at Chicago O'Hare, is closing monitoring year 2026, the last of CORSIA's First Phase. It is Thursday, March 18, 2027: EU ETS and UK ETS are due in 13 days, CORSIA to the FAA in 43. Here is the morning, screen by screen, in the working solution.
Dana's home screen shows three numbers: 4,120,384 t CO2 from 61,480 international flights, 1.80% of flights with a data gap against 5% allowed, and the next deadline, March 31. Six items wait for her, from the CV 7 ORD–NRT gap fill to the 2026 offsetting budget figure. Beside them, the agents report what they did overnight — including a failed Northstar ticket feed they worked around.
Report builder: “Overnight I assembled 2026 from five sources: 61,480 international flights, 4,120,384 t CO2. The Checker re-derived it on its own: 0 t difference.”
The 2026 Emissions Report opens with the total — 1,303,919 t of fuel × 3.16 — then emissions by state pair, aircraft type, fuel density or data source, each line with a trail. A switch shows the EU ETS and UK ETS reports from the same approved flights. The 13 fills still waiting for Dana, 587.1 t, are marked in the total until she decides.
“13 fills wait for Dana · 587.1 t.”
CV 7 ORD–NRT on March 14, 2026, N822CV, a 777-200ER: the ACARS OUT message arrived without fuel. The plan's first fallback, the previous block-on plus the 65.15 t uplift, would give 101.95 t — but the technical log shows the APU ran 7 h 10 min during an overnight maintenance hold. So the agent follows plan 6.2: ICAO CERT for a 777-200ER over 10,130 km gives 92.4 t of fuel, 292.0 t CO2, 1.6% under Corvane's own 41 measured CV 7 flights, inside the 5% band.
The Gap-fill agent proposes only. A fill over 25 t of fuel needs individual review.
The year's gaps stand at 1,107 of 61,480 flights, 1.80%, under the 5% threshold, and the note for the verifier is already drafted. Dana approves with the reason “Plan method followed”. The fill enters the 2026 CORSIA total and the verifier sees her reason.
“Signed as Dana Whitfield, Director of Sustainability, at 9:41 am CT. Kept in the audit trail.”
Twelve fills wait as well, each under 25 t: a missing block-on reading on CV 1402 ORD–CUN, a tail swap not recorded on CV 1416 ORD–PVR, an ACARS value out of bounds on CV 614 IAH–MEX. Each uses the plan's own method, and the Checker re-derived each from raw records. Dana selects all twelve and approves them with one reason; every flight is still logged on its own.
The Scope agent classified all 61,480 flights on ICAO's 2026 state-pair list: 56,910 offsetting, 4,570 not. United States – Brazil (228,560 t) and United States – China (211,640 t) are the largest pairs outside offsetting. They stay in the report and come out of the offsetting estimate only.
“I never exclude a flight without a cited rule.”
Four batches, 11,050 t of HEFA fuel. Three are clean. SAF-0611, 1,200 t delivered at LAX, has its contract, deliveries and sustainability certificate — but the same 1,200 t was retired in a book-and-claim registry for a corporate customer's Scope 3 claim. Claiming it again would count it twice, so the agent holds it for Dana: exclude it, or claim it with the retirement evidence.
Claire Donnelly, lead verifier at Halden Verification Services, asked three questions this week. VQ-14 wants proof that ORD–GRU and ORD–PVG flights are outside the offsetting obligation; the draft answer cites ICAO's 2026 list and attaches the 3,350 flights and the scoped estimate. Three more questions she is likely to ask are already answered, one about CV 7. Ben reviews and sends.
The Verifier answer agent never sends and never promises a correction.
3,493,864 t on offsetting pairs × the 0.118 growth-factor assumption gives 412,276 t, less 25,364 t of eligible fuel reductions: 386,912 t. With 2024 and 2025 as the FAA notified them, the First Phase needs 1,116,012 t against 1,020,000 units held — 96,012 t still to buy by January 31, 2028. Applying the factor to every international tonne would have given 73,929 t more.
EU ETS (1,926 t, 41 flights, 14 of them ferry flights from SNN found in ACARS and the technical log) and UK ETS (864 t, 22 flights) were verified as satisfactory on March 12. Dana signs and submits both. With every gap fill approved, the gap share under 5%, the Checker at 0 t difference and SAF counted once, she closes the CORSIA data for Halden's opinion, expected April 16.
“Each report is signed by the Director of Sustainability. The agents assemble and check; they never sign or submit.”
The same monitoring year, seen by four of the people who carry it — what the months before April looked like, and what they look like now.
Seven agents assemble the year from five systems, fill each gap by the monitoring plan and explain it, apply state-pair scope, keep SAF counted once and answer the verifier; the Director approves every fill and signs every report.
Joins flights, ACARS block-off and block-on readings, uplift tickets from three into-plane suppliers, fuel invoices and the aircraft registry, flight by flight, and finds tail swaps, duplicate tickets and unit errors.
Classifies each flight: international or domestic, its state pair, offsetting or not on ICAO's list for the year, exemptions, and EU ETS and UK ETS scope.
Fills each gap with the monitoring plan's methods in order, says why each earlier fallback failed, cross-checks the value against the airline's own measured flights and keeps the gap share under 5%.
Matches each sustainable fuel batch to its purchase, delivery, sustainability certificate and life-cycle value, checks book-and-claim registries for double claims and computes the reduction.
Totals each scheme in its template — CORSIA at 3.16, EU ETS and UK ETS at 3.15 — builds the offsetting estimate and submission packages, and drafts monitoring plan change notices.
Re-derives every total and fill from raw readings, tickets and the registry, independently of the other agents, and reports the difference against the 2% materiality threshold.
Predicts the verifier's questions from last year's query log and this year's anomalies, drafts answers with the evidence attached and builds sample packs from tonne trails.
The Director approves every gap fill and SAF claim and signs every report; the analyst confirms scope; the liaison sends every answer. The agents propose; a named person decides.
Ask in plain words about any flight, report line, gap, SAF batch or deadline — or say what to do. Every answer cites its source and opens the screen it came from.
Why does CV 7 need a gap fill?
Its block-off fuel message arrived empty. The plan's first fallback needs no fuel used on the ground, but the APU ran 7 h 10 min, so the agent used ICAO CERT: 92.4 t, 1.6% under our own flights. The trail is open for Dana's decision.
How much do we still need to buy for the First Phase?
At the 0.118 assumption, 2026 comes to 386,912 t. With 2024 and 2025 as notified, the phase needs 1,116,012 t against 1,020,000 units held: about 96,000 t by January 31, 2028.
Is anything blocking the March 31 filings?
No. EU ETS (41 flights, 1,926 t) and UK ETS (22 flights, 864 t) were verified on March 12; they need Dana's signature.
Which flights are outside offsetting, and why?
4,570 flights, 626,520 t, on 11 state pairs where the other state does not participate in 2026; Brazil and China are the largest. They are reported in full.
13 screens from the working solution, on its sample data. Pick one to see it large.
The thresholds and rules the agents follow are settings that only the administrator changes, and every change is logged.
| Setting | Default | Choose from |
|---|---|---|
| Warn when gap share reaches | 4% | Any share below the 5% notification threshold |
| Notify the FAA above (plan 6.3) | 5% | Set from the approved monitoring plan |
| Individual review for fills over | 25 t of fuel | Any fuel mass; smaller fills may be approved together |
| Plausible fuel density | 0.775–0.840 kg/L | Lowest and highest plausible density |
| Flag monthly ACARS vs uplift variance above | 3% | Any percentage |
| Fill must sit within own history by | 5% | Any percentage |
| Materiality | 2% | Any percentage |
| Growth-factor assumption and unit price for planning | 0.118 · $21 per t | Test 0.100 · 0.118 · 0.130 on the estimate |
Every figure is labelled: a target the solution is built to, an estimate, a typical published result, or a proven one.
“demo” = seen in the working solution, on its sample data · “target” = the design goal, measured in the live solution · “estimated” = our estimate · “typical” = published rules (ICAO Annex 16 Volume IV and the UK government's “CORSIA: how to comply” — the 10,000 t threshold, the 3.16 factor, the 5% data-gap threshold, the April 30 report, the November 30 notice and the January 31, 2028 cancellation; the EU and UK ETS monitoring rules — the 3.15 factor and the March 31 report). The $21/t unit price and the 0.118 growth factor are planning assumptions in the working solution. People, airlines, suppliers and verifiers named on this page are fictional — characters and sample data in the working solution.
CORSIA emissions reporting is the yearly monitoring, reporting and verification (CORSIA MRV) of an airline's CO2 from international flights under ICAO's Carbon Offsetting and Reduction Scheme for International Aviation, set out in ICAO Annex 16 Volume IV. CORSIA Emissions Reporting is aviation CO2 reporting software that builds the CORSIA, EU ETS and UK ETS reports for verification from one dataset of fuel and flight records: seven agents trace every tonne to its fuel ticket, fill data gaps by the emissions monitoring plan, apply state-pair scope, keep SAF counted once and answer the verifier, while the Director of Sustainability approves every fill and signs every report.
The Gap-fill agent follows the plan's methods in order — previous block-on plus uplift, next block-off less uplift, then ICAO CERT for the type and great-circle distance — and says why each earlier fallback failed. It cross-checks the value against the airline's own measured flights and shows the gap share against the 5% threshold. It only proposes; the Director approves, and fills over 25 t of fuel are reviewed one by one.
Yes. The Report builder produces CORSIA at 3.16 t CO2 per tonne of fuel, and the EU ETS aviation reporting and UK ETS reports at 3.15, from the same approved flights, each with its own scope, and explains the differences. In the sample year the Data assembly agent also found 14 ferry flights after heavy checks that were not in the commercial schedule, from their ACARS messages and the technical log.
CORSIA offsetting requirements apply only to flights between states that both participate, so the estimate takes emissions on offsetting state pairs only, multiplies them by your sector growth factor assumption and subtracts CORSIA eligible fuel reductions, then adds the years already notified and the units you hold. It is for planning: the state notifies the obligation. In the sample year, applying scope kept 73,929 t out of the estimate.
The SAF claims agent prepares the CORSIA eligible fuels claim batch by batch: it matches each batch to its purchase, delivery and sustainability certificate and checks book-and-claim registries before anything is claimed. A batch found in another registry, such as a corporate customer's Scope 3 claim, is held for the Director to exclude or claim with the retirement evidence.
The Verifier answer agent drafts answers to the verifier's queries with the evidence attached, predicts likely questions from last year's queries and this year's anomalies, and builds sample packs from tonne trails. The verifier liaison reviews and sends every answer, and the audit trail exports as one evidence pack.
Yes. The agents read, join, propose, draft and check; they never approve a fill, claim fuel, send to the verifier, sign or submit. The Director approves fills and signs, the analyst confirms exclusions, the fuel data manager decides source fixes and the liaison sends, each with a reason code on the audit trail.
The Agentic Solution Engine builds and deploys it from your requirements and documents — your approved emissions monitoring plan, your fuel and flight data feeds and a sample of past reports and verifier queries — and it goes live once every quality gate has passed. We will walk you through it on your own monitoring year first.
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1-min demoWe'll run CORSIA Emissions Reporting on a sample of your own flights, fuel tickets and monitoring plan.