climate optimized routing of flights · icao colloquium on aviation and climate change impact of...

ICAO Colloquium on Aviation and Climate ChangeICAO Colloquium on Aviation

and Climate ChangeICAO Colloquium on

Aviation and Climate ChangeICAO Colloquium on

Aviation and Climate Changeand Climate ChangeAviation and Climate ChangeAviation and Climate Change

Climate optimized routing of flights

Ulrich Schumann1,2), Robert Sausen2)1) WMO Rapporteur Aviation and Environment

2) DLR Institute of Atmospheric Physics, Germany) p y , y

on behalf of Dr. Herbert Puempel, Chief, Aeronautical Meteorological Division, WMO






Robert Sausen, Klaus Gierens, Volker Grewe, Hermann Mannstein,

Sigrun Matthes, Vilmar Mollwitz, Martin Schaefer, Marco Weiss

Deutsches Zentrum für Luft‐ und Raumfahrt e.V. (DLR)

Workshop "Climate optimized routing of flights"

Berlin, 4 March 2010

ICAO Colloquium on Aviation and Climate Change

Impact of uniform flight altitude change on contrail coverImpact of uniform flight altitude change on contrail cover

Fichter et al., 2005


Impact of unit "emissions" as function of latitude and altitudeImpact of unit emissions as function of latitude and altitude

RF from H2O RF from contrails

RF from O3 CH4 lifetime change

C. Fichter, DLR, 2009


Change in frequency of contrails formationChange in frequency of contrails formationdue to change of flight altitude

1.2

1.0

1.2

quen

cy

upward

downward

upward if ISSRlower

0.6

0.8

er−s

atur

atio

n fr

equ

downward if ISSR

nearest not ISSRhigher

towards the nearest level0.2

0.4

rela

tive

supe

r−

lower if supersaturated

higher if supersaturatedtowards the nearest level without supersaturated

0 20 40 60 80change in flight altitude in [100 feet]

0.0

0.2

Mannstein et al., 2005


Contrail Cirrus Simulation and Prediction (CoCiP)

Input:Aircraft (BADA)

Output:Contrail, life cycle

Contrail Cirrus Prediction Tool( )

Movements

life cycle, cover, radiation

CirrusMovements(Eurocontrol,

OAD, DFS)Simulation

insitu, Lidar, S t llit

Meteorology(NWP results

Satellite

Sensitivity (NWP results, ECMWF, DWD)

ystudies

Prediction• From regional to globalClimate impact• Comparable to observations

(Schumann, 2009)


A test realisation for the contrail case (BMBF UFO project)A test‐realisation for the contrail case (BMBF UFO project)

Global weather forecast model of the German Weather Service (DWD): estimates the potential contrail forcingcontrail forcing

The LIDO‐OC (operational flight planning tool of L fth S t )Lufthansa Systems) uses this as an add‐on to the cost function in the flight route optimization

DWD RH [%]

Flight Route Optimizationwith LIDO OC

UFO Al ith

DWD RH [%]DWD

RH [%]

Flight Route Optimizationwith LIDO OC

UFO Al ithroute optimization. T [K]ΔE [GJ/SR]

Offline

Online

INPUT DATA:•Online Weather•Aeronautical Data: •Contrail Forecast

OPTIMIZER:E i ti C it i

UFO Algorithm

Contrail AvoidanceClimate Impact OptimizationClimate Cost Optimization

T [K]ΔE [GJ/SR]

T [K]ΔE [GJ/SR]

Offline

Online

OfflineOffline

Online Online

INPUT DATA:•Online Weather•Aeronautical Data: •Contrail Forecast

OPTIMIZER:E i ti C it i

UFO Algorithm

Contrail AvoidanceClimate Impact OptimizationClimate Cost Optimization

DLR DLH DWD DFSDLR

ECMWF-basedRHice [%]ΔE [GJ/SR]

•Existing Criteria•UFO Algorithm

DLR ECMWF-based

RHice [%]ΔE [GJ/SR]

DLR ECMWF-based

RHice [%]ΔE [GJ/SR]

•Existing Criteria•UFO Algorithm

DLR, DLH, DWD, DFS, Mannstein et al. (2010)


En Route to Sustainability (ICAO) Avoid:En‐Route to Sustainability (ICAO) ‐ Avoid:


ConclusionsConclusions

The magnitude of the non‐CO2 effects depends on location, altitude and time of emission.

Climate optimised flight planning opens the chance for a smaller climate impact of aviation.

Climate optimised flight planning does not principally differ from traditional flight planning, only the cost function differs, the calculation of which requires additional meteorological and chemical information.

A first test version of climate optimised flight planning (only contrails and fuel burn = CO2) is already implemented within the Lufthansa Systems tools (UFO).

A more comprehensive solution will be tested during the next few years (REACT4C).


OutlookOutlookA reliable forecast of the non‐CO2 aviation climate impacts arising from a single flight segment is required:

contrail cirrus,

chemical weather.

The integration of climate cost functions in flight planning tools is necessary, e.g. based on incentives.

Aircraft adapted to climate optimized flight routing should be developedAircraft adapted to climate optimized flight routing should be developed.

More on‐board information should become available for the pilots.

A li ti f li t ti i d fli ht l i i ht b ibl ithiA realization of a climate optimised flight planning might be possible within a time frame of a decade.






Robert Sausen, Klaus Gierens, Volker Grewe, Hermann Mannstein,

Sigrun Matthes, Vilmar Mollwitz, Martin Schaefer, Marco Weiss

35 participants from aviation industry, politics, service providers and regulative authorities mainly from Germany, but also from France and the Netherlands attained the workshop.

Deutsches Zentrum für Luft‐ und Raumfahrt e.V. (DLR)Discussion:

Airspace congestion was the main argument against any

Workshop "Climate optimized routing of flights"

Berlin, 4 March 2010

deviation from the current procedures,

but the majority of participants agreed, that climate optimized flight planning is a viable option for reducing p g p g p gthe climate impact of air traffic.

climate optimized routing of flights · icao colloquium on aviation and climate change impact of...

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