because climate matters
Airliner’s fuel efficiency varies with age and usage
The fuel efficiency of airliners depends on the age of the airliner, the length of routes flown and the number of seats occupied.. Continue reading “Airplane fuel efficiency varies greatly and lacks further improvement”
Swiss CO2 tax on flights at par with car drivers gasoline tax
The Swiss parliament lately agreed on taxes of € 28.20 for continental and € 112.80 for intercontinental flights. This tax roughly amounts to the same levies car drivers meet when refuelling their cars covering similar distances. Swiss parliament votes for CO2 tax on air tickets Continue reading “Swiss government asks for CO2 tax for flights”
What does it cost, is it sustainable for Europe and will consumers still get acceptable prices?
1. Fuel is only a small part of your ticket
Airlines fuel prices fluctuate dramatically. Despite this huge variations, world’s aviation grew 5.5% a year since 1950, Continue reading “Europe can afford CO2-fair taxation”
Fair and transparent taxation is essential to deter consumers or to attract them to less CO2 emitting transports
EU ETS trading must be extended to all flights landing or taking off in any EU ETS member state, but …
EU ETS CO2 emission counting must “stop the clock” at a certain distance
CO2 emission rules for flights outside EU ETS airspace must stop at a certain (great-circle) distance, e.g. beyond 5,000 km. This “stop the clock” policy avoids unfair competition from flights with intermediate stops outside the EU ETS. Otherwise, fuel efficient direct flights get unfair competition from less fuel efficient flights with intermediate stops. Continue reading “When to stop the clock”
Establishing aviation’s CO2 emissions
1. Measurements
All airlines of EU ETS member states keep already a record of their fuel bills. They are charged for every metric ton of kerosene that is estimated to produce an equivalent of 3.15 tons of CO2.
2. Flight distance
Fuel bills of airlines from outside the EU ETS member states are not available for verification. However, these airlines can be charged accurately Continue reading “CO2 Emissions per route can be accurately established”
Europe got already a tool
1. The EU has already installed an Emissions Trading System
“The EU Emissions Trading System (EU ETS) is a cornerstone of the EU’s policy to combat climate change and its key tool for reducing greenhouse gas emissions cost-effectively. Continue reading “Europe can lead the path towards sustainable aviation”
Aircraft wings and the battle for efficiency
1. Wing defines aircraft
Sturdy, short and swept for speed or delicate, long and straight for efficiency? During the past 70 years, the airliner’s wing geometry hasn’t changed much. Advanced materials allow nowadays light-weighted and delicate designs and all current airliners are optimised for high subsonic speeds, e.g. 900 km/h / M 0.85. Why is this so? Continue reading “The Wing”
Aircrafts look the same then 70 years ago
1. Airliner’s fuselages didn’t change for 70 years 
All current aircraft are Tube & Wing designs. A wing, which generates lift, a tube-like fuselage, which holds the load, and a balancing tail. Only small improvements were made to noses, cockpit windows, wing-root fairings and tail-cones. However, these can not improve much further. Continue reading “The Fuselage”
Jet airliner’s engines slow evolution towards fuel efficiency
1. Early jet engines
Above formula shows thrust depending on the mass of air passing through the engine and on the (excess) speed at which this air leaves the engine’s nozzle. Early jet airliners used engines which ejected all air with a very high velocity thought their nozzles. These engines were most effective at speeds close to the speed of sound, e.g. Mach (M) 0,85. Continue reading “The Jet-Engine”