A Commercial Aircraft Fuel Burn and Emissions Inventory for 2005–2011

Wasiuk, D. K.; Khan, M. Anwar H.; Shallcross, Dudley E.; Lowenberg, Mark H

doi:10.3390/atmos7060078

Cited by 31 publications

(28 citation statements)

References 28 publications

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“…The annual fuel burn and emissions of CO2, H2O, NOx, and SOx increased by 2% to 3% for 2005 to 2011, however, annual CO and HC emissions decreased by 1.6% and 8.7%, respectively because of improving combustion efficiency in recent aircraft. These results were presented by Wasiuk et al (2016). He also indicated that the Asian fleet contributed to the climate more than other regions.…”

Section: Measurement Of Aircraft Emissionmentioning

confidence: 82%

Airport Location of City Center and its Contribution to Air Quality

Ahyudanari¹

2019

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The contribution of aircraft to the environment is comprised of three stages. First is to the surrounded airport, second to the area of the aircraft climbing path, and third is to the flight level during cruising. The first and the second stages of aircraft contribute to the air quality of urban area next to the airport. Emission in cruising level brings impact on greenhouse gases. To investigate the effect of the location of the airport in contributing the urban air quality, characteristics of aircraft movements are required. The identification of the characteristics of aircraft movements envelopes the flight path from the runway to airborne. The emission of the jet engines of the aircraft is estimated. The emission estimated is then compared to the emission measured in the surrounded airport. The estimation of emission dispersion along the flight path is determined based on the aircraft types and the height of the flight path from the ground. The contribution of the aircraft movements to the air quality can be calculated. The analysis shows that the location of the airport causes emission accumulation due to the climbing process of the aircraft.

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Section: Measurement Of Aircraft Emissionmentioning

confidence: 82%

Airport Location of City Center and its Contribution to Air Quality

Ahyudanari¹

2019

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“…The total global aircraft NO x emissions in the TRS inventory were distributed on a 3‐D 5° latitude × 5° longitude grid resolution [ Wasiuk et al ., ]. The vertical grid resolution followed the pressure levels and approximate height bands which are based on the vertical model resolution of the 3‐D STOCHEM‐CRI chemistry transport model [ Collins et al ., ; Utembe et al ., ].…”

Section: Methodsmentioning

confidence: 99%

“…In our recent study [ Wasiuk et al ., , ], Aircraft Performance Model Implementation (APMI) software containing a database of global aircraft movements, a model of aircraft performance for all phases of flight and an aircraft emissions estimation method was used to create a 4‐D Aircraft Fuel Burn and Emissions Inventory for the time period of 2005 to 2011. In this study, the replacement of nine selected turbofan aircraft by turboprops for flights up to 1700 nautical miles (NM) was made to build an amended 4‐D Aircraft Fuel Burn and Emissions Inventory, referred to as the turboprop replacement strategy (TRS) inventory for short.…”

Section: Introductionmentioning

confidence: 99%

A mitigation strategy for commercial aviation impact on NO_x‐related O₃ change

et al. 2016

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An operational mitigation strategy for commercial aircraft impact on atmospheric composition, referred to as the turboprop replacement strategy (TRS), is described in this paper. The global air traffic between 2005 and 2011 was modeled with the TRS in which turbofan powered aircraft were replaced with nine chosen turboprop powered aircraft on all routes up to 1700 nautical miles (NM) in range. The results of this TRS double the global number of departures, as well as global mission distance, while global mission time grows by nearly a factor of 3. However, the global mission fuel and the emissions of aviation CO2, H2O, and SOx remain approximately unchanged, and the total global aviation CO, hydrocarbons (HC), and NOx emissions are reduced by 79%, 21%, and 11% on average between 2005 and 2011. The TRS lowers the global mean cruise altitude of flights up to 1700 NM by ~2.7 km which leads to a significant decrease in global mission fuel burn, mission time, distance flown, and the aircraft emissions of CO2, CO, H2O, NOx, SOx, and HC above 9.2 km. The replacement of turbofans with turboprops in regional fleets on a global scale leads to an overall reduction in levels of tropospheric O3 at the current estimated mean cruise altitude near the tropopause where the radiative forcing of O3 is strongest. Further, the replacement strategy results in a reduction of ground‐level aviation CO and NOx emissions by 33 and 29%, respectively, between 2005 and 2011.

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“…Based on calculation results by Wasiuk et al [61], IATA [49,62] and Dray et al [63], estimates of past passenger aircraft fuel burn in million tonnes are compared with results from FSDM. FSDM estimates are in average 5% above the estimates of Dray et al and 7% below IATA's estimate for year 2016.…”

Section: Verification Of Historical Fleet Fuel Burn and Fuel Efficiencymentioning

confidence: 99%

Increasing the Emission Mitigation Potential by Employing an Economically Optimised Transport Aircraft Retirement Strategy

Oguntona¹

2020

Environmental Impact of Aviation and Sustainable Solutions

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This study investigates the emission mitigation potential of retiring passenger aircraft economically at the global fleet level. In an integrated model of the air transport system, fleet turnover aspects of the global passenger aircraft fleet are defined using aircraft lifetime direct operating costs. Two fleet renewal strategies are compared in the study. The growth strategy (the baseline scenario) prioritises aircraft allocation for serving demand growth and replacing aircraft retired at the end of their design lives, before replacing those that are retired because of their operating cost disadvantage. Conversely, the replacement strategy allocates global aircraft production capacity first for replacing aircraft that are retired based on their operating cost disadvantage and those retired on reaching their design life limit, before serving growth in air travel demand. Results show that in year 2024, emission savings of three percent were achieved at the global fleet level using the Replacement Strategy, when compared to the baseline. Afterwards, due to the unavailability of newer efficient aircraft, emission savings diminish to two percent (around 40 million tonnes of CO 2 ). This research is useful to aviation stakeholders in having an overview of expected emission savings of the proposed strategic measure.

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A Commercial Aircraft Fuel Burn and Emissions Inventory for 2005–2011

Cited by 31 publications

References 28 publications

Airport Location of City Center and its Contribution to Air Quality

Airport Location of City Center and its Contribution to Air Quality

A mitigation strategy for commercial aviation impact on NO_x‐related O₃ change

Increasing the Emission Mitigation Potential by Employing an Economically Optimised Transport Aircraft Retirement Strategy

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A Commercial Aircraft Fuel Burn and Emissions Inventory for 2005–2011

Cited by 31 publications

References 28 publications

Airport Location of City Center and its Contribution to Air Quality

Airport Location of City Center and its Contribution to Air Quality

A mitigation strategy for commercial aviation impact on NOx‐related O3 change

Increasing the Emission Mitigation Potential by Employing an Economically Optimised Transport Aircraft Retirement Strategy

Contact Info

Product

Resources

About

A mitigation strategy for commercial aviation impact on NO_x‐related O₃ change