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Der Projektverbund Airport2030 ist einer von drei Leuchttürmen von Hamburg Aviation aus der Spitzenclusterförderung des Bundesministeriums für Bildung und Forschung (BMBF). In den letzten fünf Jahren wurden in Airport2030 neue Technologien und Methoden am Beispiel des Hamburger Flughafens untersucht.

Changing global climate and energy situation requires new reflexion of aviation development. To enable aviation development and growth a change from quantitative growth in terms of aircraft, movements and passengers to qualitative development as a source for business should be considered. Classical aviation technologies reached a high level of maturity. Further development will be driven by communication systems and services

The increasing relevance of sustainable awareness needs the development of methods for a better understanding of the environmental impacts of production processes. Here a method is introduced for modeling and assessing these impacts of manfacturing an aircraft in the early design phase. It uses mathematical models to calculate the caused material- and energy flows of the several different production processes. The method has been applied to a short haul aircraft. Two competing models have been assembled to assess the differences in the environmental impact between aluminum-based and composite-based structures. In addition to the different materials used, both models contain the specific manufacturingtechnologies associated with those materials. The results have been analyzed and reviewed.

Das Frachtflugzeug der Zukunft wird wesentlich in seinem Erfolg durch seine Lärm- und Klimawirkung bestimmt. Der Vortrag beleuchtet einige durchaus radikale Flugzeugkonzepte, die aktuell diskutiert werden. Ferner wird eine Analyse der Lärmwirkung der Lufthansa Cargo Flotte vorgestellt. Änderungen im Betrieb durch langsameres und niederigeres Fliegen bieten ein interessantes Potential zur Minderung der Gesamtklimawirkung.

Ausgehend von den Globalentwicklungen der Luftfahrt werden die Herausforderungen für die Luftfahrt heutr sowie für das Jahr 2050 skizziert. Als Lösungsansätze werden die Zielsetzung "Erlebnis Flugreise" sowie die dafür notwendigen Veränderungen in der Produkt- und Systementwicklung aufgezeigt, die auf einem Paradigmenwechsel vom quantitativen zu einem qualitativen Luftverkehrswachstum basieren. Hierbei wird eine verstärkte Orientierung zur kurzlebigen Produkten und Serviceorientierung gefordert. Zudem werden Kommonikationstechnologien und Prozessverbesserungen durch geeignete Technologien als die Wachstumstreiber ausgewiesen

The preseantion gives an overview about the current achievements of aeronautical research having reached a high level of maturity. Looking at the global developments in aviation like air transport saturation in Europe and USA and growing aircraft manufacturers in the BRICS countries a paradigm shift from quantitative to qualitative growth is derived showing some potential for future added values

Es wird eine Übersicht über die globalen Entwicklungen mit Einfluß auf die Luftfahrt gegeben. Im Hauptteil wird auf eine stärkere Prozessorientierung des Lufttransports eingegangen, um eine höhere Effizienz und Attraktivität zu erzielen. Im weiteren Verlauf werden absehbare innovative Technologien sowie deren Potentiale aufgezeigt.

The lecture introduces into the view of holistic aerospace technology research. Starting at global aviation developments various research results on operational laminar technology imapct and climate optimized aircraft design are presented

The Presentation deals with the global challenges for environmental firendly air transportation. The Blended Wing Body Aircraft Concept is described as an efficient answer the future challanges. Various design features are introduced.

The presentation addresses the customer orientation in air transportation looking at the different stakeholders like aircraft manufacturer, airlines, airport and the passenger. As a mojor outcome of the analysis a more process but stakeholder oriented development is requested to improve overall quality of air transportation

The present paper describes a comprehensive assessment and modelling approach that was developed in the DLR project Climate compatible Air Transport System (CATS) with the goal to analyze different options to reduce the climate impact of aviation. The CATS simulation chain is applied to assess the climate impact reduction potential (via CO2, contrail-cirrus, H2O, NOx, ozone, methane, primary mode ozone) for the world fleet of a representative long-range aircraft operated on a global route network in the year 2006. The average temperature response (ATR) and the direct operating costs (DOC) are calculated for flights with varying cruise flight altitudes and speeds. The obtained results are expressed as relative changes with respect to the minimum DOC trajectory and assessed as cost-benefit ratio (ATR vs. DOC). The results are highlighted for a single route and transferred to the global route network, showing a large potential to reduce the climate impact of aviation for small to moderate increments on costs.

Single and twin aisle cabin layouts of various capacities are compared regarding their boarding and debaording time. Basis is a boarding simulation and detailed cabin layout.

This paper introduces the concept of Virtual Integration Platforms (VIP) as a method for the development, integration and assessment of new Air Transportation System (ATS) concepts. The VIP concept aims to enable a meaningful integration and assessment of new technologies on a system-of-systems scale. The approach taken follows a systems engineering-based approach to develop new ATS concepts. We describe three VIPs, each of them focussing on a different market segment: One VIP considers short-to-medium haul air transport, one VIP focusses on long haul transport and one VIP studies new business travel concepts. The scope of a virtual integration platform is based on operational targets for various time horizons. Four main substructures of the air transportation system were identified: aircraft, airport, ATM and airline. This paper also includes two examples to demonstrate the VIP concept and its application.

A survey about the principles and challanges of acoustic aspects in aviation is given. Further various technical measures ot reduce aircraft and engine noise especially investigated at various institutes of the German Aerospace Center are introduced indicating different principle solutions. At last also operational measures are presented. All aspects provide also a hint to the realistic potential of improvements

A framework has been developed to conduct sustainability studies of ATS and its sub elements separately. The framework shows the combination of Life Cycle Assessment (LCA), Life Cycle Cost Assessment (LCC) and Social Life Cycle Assessment (SLCA). The final results of the inventory analysis will be aggregated in a single value, expressed as Socio-Eco-Efficiency Index (SEEindex). This paper does not present the inventory calculations itself, but contains a proposed description of synthesis of the inventory results using Multiple Criteria Decision Aid (MCDA) methods.

The coupling of physical effects and the rising complexity of modern aircraft necessitate an intense collaboration of disciplinary specialists in preliminary airplane design. Additionally, a growing number of suppliers and outsourced design activities aggravate the design processes even further. Novel multidisciplinary design environments intend to enable specialists to better integrate analysis codes and constitute the consistent technical basis for their cooperation. In this manner different technical aspects can be evaluated quickly, since the data update and analysis capabilities are available throughout the design team. The exchange of information is therefore of crucial importance in multidisciplinary design. Due to the fact that in data exchange the number of interfaces is the critical factor for the flexibility of a design environment, a central information model is a key feature. The central information model reflects among other things the common namespace of the design team and can be seen as the meta-model for all of the deduced analysis models. The architecture of such a novel design environment is strongly linked to principles of model-based architectures and the chosen underlying software engineering techniques influence strongly the efficiency of the resulting design processes. An information model for a design environment as described above consists of two aspects. On the one hand the elements, attributes and their structure need to be defined in a schema definition. On the other hand the explicit content has to be stored in a data set conform to the schema definition. Whereas the data set is mainly used for the exchange of information, the schema definition is utilized for documentation, model validation and model generation. Several possibilities of attributes for a quality information model are named in the literature and are outlined in this research. These attributes or requirements include important aspects like holism, accessibility, transparency and ordering mechanisms. Additionally, several abstraction methods need to be taken into account that are mostly based on principles of object oriented modeling. Information models commonly used in preliminary airplane design include STEP, XML and most recently the Unified Modeling Language (UML). The Standard for the Exchange of Product Data (STEP) is described in ISO 10303. STEP is widely spread in the industry. The meta-models are built up using the object flavored modeling language EXPRESS. Content models are stored either via plain text or XML formats. The Common Parametric Aircraft Configuration Schema (CPACS) is a DLR intern standard. It is used in several multidisciplinary projects that handle the scope of preliminary airplane design and further aspects like climate impact and transport systems. The standard is based on XML and benefits from a growing number of tools that are adapted to it. As UML is concerned, there is not yet a standard for the modeling of preliminary aircraft data, this work provides therefore an outlook on some of the research in this area. Traditionally, the UML is a powerful software modeling language and the only of the introduced language concepts that features a truly integrated model. The different modeling languages and approaches are reviewed in respect to the quality characteristics already mentioned. Their development history is displayed and existing approaches for the application of these techniques to preliminary airplane design in the academic as well as industrial field are shown. An evaluation of the named modeling languages is made with respect to the existing multidisciplinary design environment at the DLR. Future developments for the different modeling languages are outlined and potential crossovers highlighted. It is shown that CPACS can be translated to an UML model. Additionally, a CPACS to STEP translator is introduced outlining the software mechanisms applied and showing a validation example using the geometry data of the VFW-614 ATTAS. This research concludes in an evaluation of several techniques for information modeling taken from computer science to a multidisciplinary engineering design environment for preliminary airplane design. The central information model contained therein forms the basis for distributed modeling and simulation. Its proper parameterization allows therefore a more firm and consolidated assessment of known aircraft designs as well as of some of the potential aircraft technologies of tomorrow.

Es wird eine technische Übersicht über aktuelle und mögliche Maßnahmen zur Verminderung der Emissionen von FLugzeugen gegeben. Hierbei werden Strukturen ebenso angesprochen wie Aerodynamik, Systeme und betriebliche Aspekte. Zudem werden Maßnahmen an Flugtriebwerken bis hin zu alternativen Kraftstoffen diskutiert.

The presentation provides an overview about actual environemental challanges in aviation concerning emissions and noise. An broad set of potential technical and operational solutions to cope with the challanges of the VISION2020 is given.

The growing traffic volume and simultaneous decline of the energy resources raise the question about the most efficient system for a dedicated transportation task. In this study an approach is presented to analyze and assess the transportation efficiency using examples of motor vehicles, railway systems and aeroplanes. For this purpose the transportation systems in Germany are used as representative examples to describe the methodology. Moreover the transportation flows and railway networks are analyzed for the different transportation systems on the bases of a 5-phases model to examine the influence of time. A comparison of the different technical characteristics of the various systems is given to highlight the potential and limitations for future developments. A graphical criterion developed in this study allows the assessment of the transportation efficiency of various systems considering the energy investment and time need in dedicated transportation missions.

Impacts of commercial aircraft operation upon the environment, which are caused primarily from emissions of carbon-dioxide, nitrogen-oxides and the formation of contrails, are matter of growing concern, as aviation is one of the fastest growing industrial sectors worldwide and the awareness of its effects is expending. To reduce the impact of air traffic emissions on global warming, different technological, operational as well as regulative approaches are conceivable. Two of the most promising mitigation strategies are tactical and strategic concepts of air traffic operations, which optimise flight trajectories with respect to climate and economy. Here we present a methodology to assess and to compare the cost-benefit potential of both of them, including aircraft and engine design, route planning, calculation of emissions, climate temperature response and operating costs, as well as ATM compatibility checks. As the introduction of new strategies may impact the air transport system as a whole and provoke benefits and drawbacks in different fields, the assessment is based on a holistic systems design approach, including systems analysis and concept design.

Im Flightpath 2050, in der Hightech-Strategie der Bundesregierung und der Strategie des Hamburger Luftfahrtclusters werden Ziele für die Effizienz des Lufttransports hinsichtlich Nachhaltigkeit, Komfort, Reisezeit und Intermodalität benannt. Im Verbundprojekt Airport2030 werden am Beispiel des Flughafen Hamburg ausgewählte Technologien und Maßnahmen zu Flughafenanbindung, Terminalbetrieb, Flughafenprozesssteuerung, Flugzeugkonfigurationen und Bodeninfrastrukturen untersucht und bewertet. Es werden hier ein Überblick über das Verbundprojekt gegeben und ausgewählte Ergebnisse der bisherigen Projektlaufzeit vorgestellt. Das Verbundprojekt Airport2030 bildet den Leuchtturm III innerhalb der Spitzencluster-Förderung des Luftfahrtclusters Metropolregion Hamburg durch das Bundesministerium für Bildung und Forschung.

I Kurzdarstellung I - 1 Aufgabenstellung I - 2 Voraussetzungen zur Durchführung des Vorhabens I - 3 Planung und Ablauf des Vorhabens I - 4 Wissenschaftlich/technischer Stand - Anknüpfungspunkt I - 5 Zusammenarbeit mit anderen Stellen II Eingehende Darstellung II - 1 Erzielte Ergebnisse II - 1.1 Analyse, Integration und Bewertung – Problemfeldmatrix, Szenarien und Anforderungen II - 1.2 Effiziente Passagierflussteuerung – Beschreibung des Flughafen Hamburg und Prozessmodell 2015 II - 1.3 Effiziente Passagierflusssteuerung – Digitale Boarding-Assistenz (DigiBA) II - 1.4 Hochautomatisierte Prozesssteuerung – Leitstand II - 1.5 Hochautomatisierte Prozesssteuerung – Groundhandling II - 1.6 Hochautomatisierte Prozesssteuerung – Vorfeld II - 1.7 Flugzeugkonfigurationen für effiziente Bodenoperationen – Flugzeugkonfiguration 2030 II - 1.8 Analyse, Integration und Bewertung – Gesamtsystembewertung II - 2 Verwertbarkeit der Ergebnisse II - 3 Fortschritte anderer Stellen während des Vorhabens II - 4 Erfolgte/geplante Veröffentlichungen der Ergebnisse