H2020
Europeo
ExpectedOutcome:Project results are expected to contribute to the following expected outcomes.
Environment. Project results are expected to contribute to the achievement of the objectives of a 55 % reduction in greenhouse gas emissions by 2030 and net-zero greenhouse gas emissions by 2050, from a gate-to-gate perspective, by introducing new concepts enabling proper modelling of non-CO2 emissions and their impact on optimum green trajectories, taking into account the expected interoperability with new entrants (i.e. U-space flights).Capacity. Project results are expected to contribute also to the issue of sector capacity by taking into account the same new entrants (e.g. U-space flights).
Scope:The SESAR 3 JU has identified the following innovative research elements that could be used to achieve the expected outcomes. The list is not intended to be prescriptive; proposals for work on areas other than those listed below are welcome, provided they include adequate background and justification to ensure clear traceability with the R&I needs set out in the SRIA for the aviation Green Deal flagship.
Atmospheric physics for aviation (non-CO2). This...
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ExpectedOutcome:Project results are expected to contribute to the following expected outcomes.
Environment. Project results are expected to contribute to the achievement of the objectives of a 55 % reduction in greenhouse gas emissions by 2030 and net-zero greenhouse gas emissions by 2050, from a gate-to-gate perspective, by introducing new concepts enabling proper modelling of non-CO2 emissions and their impact on optimum green trajectories, taking into account the expected interoperability with new entrants (i.e. U-space flights).Capacity. Project results are expected to contribute also to the issue of sector capacity by taking into account the same new entrants (e.g. U-space flights).
Scope:The SESAR 3 JU has identified the following innovative research elements that could be used to achieve the expected outcomes. The list is not intended to be prescriptive; proposals for work on areas other than those listed below are welcome, provided they include adequate background and justification to ensure clear traceability with the R&I needs set out in the SRIA for the aviation Green Deal flagship.
Atmospheric physics for aviation (non-CO2). This element covers research to increase the body of knowledge on the physics of the atmosphere, to better understand the impact on global warming of non-CO2 emissions (NOx, SOx, H2O, particulate matter, etc.), including contrails and aviation-induced cloudiness. It should aim in particular to reduce the uncertainty associated with the radiative forcing effects of aviation emissions identified in the 2020 European Commission report on the non-CO2 impacts of aviation ([1]). Close coordination with EASA is expected, to ensure complementarity and consistency with EASA activities (R&I need: non-CO2 impacts of aviation).Atmospheric physics for aviation (extreme weather events). This element focuses on climate resilience and adaptation, as it aims to increase the body of knowledge on the physics of the atmosphere, to make it possible to better predict extreme weather events that may impact aircraft operations, and in particular cause airport closures or significant reductions in airport capacity (with knock-on effects on the network). The research should in particular consider the challenges for accurate prediction that may result from changes to weather patterns arising from global warming in the short to medium term (R&I need: accelerating decarbonisation through operational and business incentivisation).Comparative study on potential metrics to be adopted in the ATM domain to aggregate non-CO2 and CO2 impacts on climate change. The study should cover, for example, GWP 100, ATR 20, ATR 50, ATR 100 and alternative metrics, taking as a starting point the options outlined in the 2020 European Commission report on the non-CO2 impacts of aviation. The project should start with a review of the state of the art of environmental metrics and engage with all relevant stakeholders in order to provide insights into the pros and cons of each potential metric, with the aim of formulating informed recommendations for the way forward, including the identification of additional research needs if applicable. This research should consider how metrics can be used in different contexts, for example for operational decision-making in the pre-tactical and tactical phases of ATFM, operational decision-making in real time by ATC, post-operations analysis and environmental performance monitoring at network level. Close coordination with EASA is expected, to ensure complementarity and consistency with EASA activities (R&I need: non-CO2 impacts of aviation).Development of the environmental performance monitoring toolkit to include new entrants. This element covers the expansion of the ATM aircraft performance models (on emissions and noise) to include new entrants and new aircraft types/fuels. It involves research into the impact on the environment of new fuels and/or new aircraft types (hydrogen, electric, sustainable aviation fuels, new hyper-/supersonic aircraft (with consideration of sonic booms)), including the development of new models to assess the impact that ATM operational changes may have when these aircraft are introduced into the traffic mix. It should also include the development of methodologies to assess the environmental and societal impact of U-space-enabled drone operations, including in particular the identification of all potential impacts (e.g. visual pollution, noise over populated areas, intrusion into privacy, risks to wildlife (migrating birds, nesting areas, etc.)) (R&I need: impact of new entrants).
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