An operational measure to aim for mitigation of aviation climate impact that is inspired by migrant birds is to fly in aerodynamic formation. This operational measure adapted to human aircraft would eventually save fuel and is, therefore, expected to reduce the climate impact of aviation. As this method changes beside the total emission also the location of emission it is necessary to assess its climate impact with a climate response model to assure a benefit for climate. Therefore, the climate response model AirClim was adopted to account for saturation effects occurring for formation flight. The results for case studies comprising typical air traffic scenario show that on average the fuel consumption can be decreased by 5%, the climate impact, however, can be reduced by up to 24%. @en

Air traffic is important to our society and guarantees mobility especially for long distances. Air traffic is also contributing to climate warming via emissions of CO2 and various non-CO2 effects, such as contrail-cirrus or increase in ozone concentrations. Here we investigate the climate impact of a future aircraft design, a multi fuel blended wing body (MF-BWB), conceptually designed within the EU-project AHEAD. We re-calculate the parameters for the contrail formation criterion, since this aircraft has very different characteristics compared to conventional technologies and show that contrail formation potentially already occurs at lower altitudes than for conventional aircraft. The geometry of the contrails, however, is similar to conventional aircraft, as detailed LES simulations show. The global contrail-cirrus coverage and related radiative forcing is investigated with a climate model including a contrail-cirrus parameterisation and shows an increase in contrail-cirrus radiative forcing compared to conventional technologies, if the number of emitted particles is equal to conventional technologies. However, there are strong indications that the AHEAD engines would have a substantial reduction in the emission of soot particles and there are strong indications that this leads to a substantial reduction in the contrail-cirrus radiative forcing. An overall climate impact assessment with a climate-chemistry response model shows that the climate impact is likely to be reduced by 20% to 25% compared to a future aircraft with conventional technologies. We further tested the sensitivity of this result with respect to different future scenarios for the use of bio fuels, improvements of the fuel efficiency for conventional aircraft and the impact of the number of emitted soot particles on the radiative forcing. Only the latter has the potential to significantly impact our findings and needs further investigation. Our findings show that the development of new and climate compatible aircraft designs requires the inclusion of climate impact assessments already at an early stage, i.e. pre-design level. @en

The WeCare project (Utilizing Weather information for Climate efficient and eco efficient future aviation), an internal project of the German Aerospace Center (Deutsches Zentrum für Luft- und Raumfahrt, DLR), aimed at finding solutions for reducing the climate impact of aviation based on an improved understanding of the atmospheric impact from aviation by making use of measurements and modeling approaches. WeCare made some important contributions to advance the scientific understanding in the area of atmospheric and air transportation research. We characterize contrail properties, show that the aircraft type significantly influences these properties, and how contrail-cirrus interacts with natural cirrus. Aviation NOx emissions lead to ozone formation and we show that the strength of the ozone enhancement varies, depending on where within a weather pattern NOx is emitted. These results, in combination with results on the effects of aerosol emissions on low cloud properties, give a revised view on the total radiative forcing of aviation. The assessment of a fleet of strut-braced wing aircraft with an open rotor is investigated and reveals the potential to significantly reduce the climate impact. Intermediate stop operations have the potential to significantly reduce fuel consumption. However, we find that, if only optimized for fuel use, they will have an increased climate impact, since non-CO2 effects compensate the reduced warming from CO2 savings. Avoiding climate sensitive regions has a large potential in reducing climate impact at relatively low costs. Taking advantage of a full 3D optimization has a much better eco-efficiency than lateral re-routings, only. The implementation of such operational measures requires many more considerations. Non-CO2 aviation effects are not considered in international agreements. We showed that climate-optimal routing could be achieved, if market-based measures were in place, which include these non-CO2 effects. An alternative measure to foster climate-optimal routing is the closing of air spaces, which are very climate-sensitive. Although less effective than an unconstrained optimization with respect to climate, it still has a significant potential to reduce the climate impact of aviation. By combining atmospheric and air transportation research, we assess climate mitigation measures, aiming at providing information to aviation stakeholders and policy-makers to make aviation more climate compatible.@en