of the project/action contribution to this overall total is also a very small fraction of the U.S.  total.  If necessary, the FAA program office or AEE can be consulted regarding how to conduct the  GHG assessment and discuss the results. It should also be noted  that there may be state or local  requirements that could dictate additional documentation.  In general, airport-related GHG emissions inventory procedures are intended to accomplish the  following:  Typically, aviation-related GHG emissions are also translated into Scopes based upon their  origin and ownership. Consistent with international reporting protocols, these Scopes are defined  as follows:  Furthermore, GHG emissions are categorized by the degrees of control that an airport operator  may have over them. These categories are defined as follows:  52$_{ }$ • Category 1  – GHG emissions from sources that are controlled by the reporting entity . In  the case of an airport operator these include Scope 1 emissions but can also include some  Scope 2 and Scope 3 sources over which the entity can exert  some control. Examples of  the latter can include on-airport motor vehicles and tenant electrical use.  • Category 2  – This category comprises Scope 3 emissions associated with sources owned  and controlled by airlines and airport tenants.  Examples include aircraft, APUs, most  GSE, electrical consumption, and other stationary sources controlled by tenants.  • Scope 3/Indirect  – GHG emissions that are associated with the activities of the reporting  entity, but are associated with sources that are owned by others. These include aircraft - related emissions and emissions from airport tenant’s activities as well as transportation to and from the airport by the public.  • Scope 1/Direct  – GHG emissions from sources that are owned by the reporting entity  (i.e., airport operator). These include on- airport owned stationary sources (e.g., boilers,  generators, snowmelters, etc.) and airport-owned GSE and fleet motor vehicles.  • Scope 2/Indirect  – GHG emissions associated with the generation of electricity purchased  and consumed by the reporting entity.  • Clarify the specific makeup and percent contribution of airport -generated GHGs, by  source and emission type.  • Aid in the integration of airport GHG inventories into larger regional, national and global  inventories.  • Apply appropriate and consistent methods for computing airport GHG emission  inventories.  • Help airports track and manage GHG emissions over time taking into account issues  pertaining to ownership, control and location.  • Identify and characterize the types and sources of GHGs to include in an emissions inventory.  6.3.3.  Methodology  Aviation Emissions and Air Quality Handbook 