Sustainable Aviation
DLR and TUI fly collaborate to study aviation contrail climate impact
DLR and TUI fly research how Boeing 737 MAX 8 emissions influence contrail formation to reduce aviation’s climate footprint.
Investigating Aviation’s Climate Footprint: The DLR and TUI fly Collaboration
In a significant step towards understanding and mitigating the environmental impact of air travel, the German Aerospace Center (DLR) has initiated a pioneering flight campaign in partnership with TUI fly. For the first time in several years, a dedicated research aircraft is trailing scheduled passenger flights to capture real-time data on emissions. This initiative is part of the broader European research project A4CLIMATE, which aims to shed light on the complex relationship between modern engine technology and the formation of condensation trails, commonly known as contrails.
While the aviation industry has long focused on reducing carbon dioxide (COâ‚‚) emissions, scientific consensus increasingly points to non-COâ‚‚ effects as a major contributor to global warming. Specifically, contrails and the resulting cirrus clouds are believed to trap heat in the Earth’s atmosphere. We observe that this collaboration represents a critical shift from theoretical modeling to real-world validation, as researchers seek to determine how modern “lean-burn” engines influence the atmosphere compared to older technologies.
The campaign involves high-precision coordination between scientific pilots and commercial flight crews. By analyzing the exhaust plumes of aircraft in regular service, the project partners aim to develop robust strategies for climate-optimized flight planning. This effort highlights a growing industry trend where operational expertise and atmospheric science converge to address the urgent challenges of Climate change.
The Mission Profile: Chasing Data at 30,000 Feet
The core of this campaign features a DLR Dassault Falcon 20E research aircraft following a TUI fly Boeing 737 MAX 8. The operation requires the research plane to maintain a distance of approximately 10 kilometers (five nautical miles) behind the passenger jet. This specific distance allows the exhaust plume to evolve sufficiently for meaningful measurement while remaining fresh enough to analyze the immediate chemical and physical properties of the emissions.
The flights are currently being conducted on regular routes between Germany and Egypt. These corridors were selected due to their high probability of contrail formation, providing researchers with ample opportunities to gather relevant data. The focus of the study is the Boeing 737 MAX 8, which is equipped with modern CFM International LEAP-1B engines. These engines are characterized by their “lean-burn” combustion technology, which is designed to be more fuel-efficient and emit significantly less soot than previous engine generations.
Instruments onboard the Falcon 20E are tasked with measuring the evolution of soot and volatile particles within the exhaust plume for periods of up to 30 minutes. The primary scientific question driving this specific phase of the research is whether the reduction in soot emissions from these modern engines translates directly to a reduction in persistent contrails. While it is known that soot particles act as nuclei for ice crystals, the exact correlation between reduced soot mass and the number of ice crystals formed remains a complex variable that requires empirical verification.
“We want to understand how much global warming can be reduced when aircraft are more modern and smarter. It is still unclear whether less soot automatically means fewer contrails.”, Christiane Voigt, Project Manager at DLR Institute of Atmospheric Physics.
The Science of Contrails and Climate Impact
To understand the significance of this study, we must look at the mechanics of contrail formation. Contrails are created when hot, humid exhaust gases from aircraft engines mix with the cold air of the upper atmosphere. If the air is sufficiently cold and humid (ice-supersaturated), the water vapor condenses and freezes around particles, primarily soot, emitted by the engines. These ice crystals can persist and spread, forming cirrus clouds that prevent heat from escaping the Earth, a phenomenon known as radiative forcing.
Current scientific estimates suggest that these non-COâ‚‚ effects could be responsible for a substantial portion of aviation’s total climate impact. Some studies indicate that contrails and contrail-induced cirrus clouds might account for up to two-thirds of the sector’s contribution to global warming, or approximately 1% to 2% of total global warming. Unlike COâ‚‚, which remains in the atmosphere for centuries, contrails have a lifespan measured in hours. This presents a unique opportunity: if contrail formation can be prevented, the climate benefit is immediate.
However, the interaction between engine technology and atmospheric physics is not straightforward. While modern engines emit fewer soot particles, the particles that are emitted may still be sufficient to trigger contrail formation under certain conditions. Furthermore, the size and optical properties of the ice crystals formed by lean-burn engines may differ from those formed by older engines, potentially altering their warming effect. The data collected by the Falcon 20E is essential for refining climate models and verifying the accuracy of prediction tools used for flight planning.
The A4CLIMATE Project: A European Initiative
This flight campaign is a central component of the A4CLIMATE project, a major research initiative funded by the European Union. The project brings together a consortium of 17 partners from nine countries, including leading research institutions like the Max Planck Society, ETH Zurich, and Imperial College London, as well as industry heavyweights such as Airbus, Rolls-Royce, and Lufthansa Systems. The goal is to develop practical, science-based solutions to minimize the climate impact of aviation beyond simple fuel efficiency.
The A4CLIMATE strategy explores three primary avenues for mitigation. First, as demonstrated by the current TUI fly campaign, is the assessment of advanced engine technologies and their combustion characteristics. Second, the project is investigating the potential of SAF, which naturally contain fewer aromatics and therefore produce less soot, potentially reducing contrail formation further. Third, the project focuses on climate-optimized routing, or “contrail avoidance.”
Climate-optimized routing involves adjusting flight paths, often by small changes in altitude, to avoid regions of the atmosphere that are supersaturated with ice. If aircraft can fly around or above these “cold and humid” pockets, contrails can be avoided entirely. TUI fly has already been active in this area; since early 2025, the Airlines has routed several hundred flights specifically to avoid long-lasting contrails, providing operational data to researchers. The current measurement campaign serves to validate the predictions that guide these routing decisions.
“As a partner to science, we are providing our flights and our operational expertise. We want to help ensure that research results are quickly incorporated into everyday aviation practice, in order to reduce the climate impact of our flights.”, Christoph Todt, Head of Environmental Sustainability at TUI Airline.
Conclusion and Future Implications
The collaboration between DLR and TUI fly under the A4CLIMATE project marks a pivotal moment in aviation Sustainability research. By directly measuring the emissions of modern aircraft in real-world conditions, the industry is moving closer to understanding the full scope of its environmental footprint. The data gathered from these flights will be instrumental in calibrating the next generation of climate models and validating the effectiveness of new engine technologies.
Looking ahead, the implications of this research extend into regulatory and operational domains. As the European Union moves toward monitoring and reporting non-COâ‚‚ effects, accurate data becomes a prerequisite for compliance. Furthermore, if the hypothesis regarding flight path optimization is validated, we may see a fundamental shift in air traffic management, where climate impact is weighed alongside safety and efficiency in flight planning. This offers a potential “quick win” for the climate, allowing the aviation sector to reduce its warming impact significantly even before zero-emission propulsion technologies become widely available.
FAQ
What is the main goal of the DLR and TUI fly collaboration?
The primary goal is to investigate the climate impact of contrails generated by modern “lean-burn” aircraft engines and to validate flight path optimization strategies that could reduce aviation’s global warming footprint.
How is the data being collected?
A DLR Falcon 20E research aircraft follows TUI fly passenger flights (Boeing 737 MAX 8) at a distance of approximately 10 kilometers to measure the composition and evolution of the exhaust plume in real-time.
Why are contrails considered a climate problem?
Contrails can form cirrus clouds that trap heat in the Earth’s atmosphere. Scientific estimates suggest they may contribute as much or more to global warming than the COâ‚‚ emissions from aviation.
What is the A4CLIMATE project?
A4CLIMATE is an EU-funded research initiative involving 17 partners from 9 countries. It aims to develop solutions to minimize aviation’s climate impact through advanced engines, sustainable fuels, and climate-optimized flight routing.
Sources: TUI Group
Photo Credit: TUI
Sustainable Aviation
Nova Pangaea Completes 72-Hour SAF Endurance Trial at Teesside
Nova Pangaea Technologies validates its REFNOVA waste biomass to bioethanol process with a 72-hour continuous trial at its UK plant.
Nova Pangaea Technologies (NPT) has completed a 72-hour continuous endurance trial of its REFNOVA technology at its Teesside demonstration plant in the United Kingdom, validating a process that converts waste biomass into bioethanol for Sustainable Aviation Fuel (SAF) production.
Announced in a press release on August 24, 2026, the milestone demonstrates a scalable alternative to hydroprocessed esters and fatty acids (HEFA) derived from used cooking oil. The HEFA pathway currently dominates the SAF market but faces supply constraints and escalating costs as competition intensifies across biofuel sectors.
Scaling waste-to-fuel technology
During the trials, the Teesside facility processed up to three tonnes of softwood residues per day, maintaining stable operation for up to 72 hours. The successful run follows initial smaller-scale tests conducted in early 2025 that proved the viability of the REFNOVA process outside laboratory conditions.
NPT Chief Executive Officer Stewart Stewart stated in the press release that the trials validate the technology and will support investor confidence as the company moves toward constructing its first commercial plant.
To date, NPT has raised over £21 million from investors including International Airlines Group (IAG), Mercia Ventures, and UK government grants. The company plans to conduct further trials in 2027 to refine the design of its commercial-scale facilities.
Project Speedbird and UK SAF mandates
The technological validation directly supports Project Speedbird, a joint initiative between NPT, LanzaJet, and British Airways. Backed by the UK government’s Advanced Fuels Fund, the project aims to develop domestic SAF production capabilities using agricultural and wood waste. Under this initiative, NPT plans to construct four UK facilities to produce bioethanol.
The push for domestic production aligns with the UK SAF Mandate, which requires 3.6% of jet fuel supplied in 2026 to come from sustainable sources. This requirement scales to 10% by 2030 and 22% by 2040.
Speaking to SAF Investor, Stewart emphasized the urgency of diversifying feedstocks amid rising demand and geopolitical supply chain shocks.
“Nova Pangaea’s tried and tested technology offers a genuine alternative. By tapping into the plentiful supplies of waste biomass, we can boost SAF production, enhancing our energy security, and building a new domestic industry that generates jobs and revenues while reducing fossil fuel emissions,” Stewart told the publication.
AirPro News analysis
We view the successful endurance trials at Teesside as a necessary step toward breaking the aviation industry’s reliance on used cooking oil and waste animal fats. While HEFA-based SAF has proven the viability of drop-in replacement fuels, the limited global supply of waste oils creates a hard ceiling on production capacity.
Unlocking agricultural and forestry waste as a feedstock opens a significantly larger volume of raw material. The International Air Transport Association (IATA) estimates that available waste biomass in Europe and the UK could yield 30 million tonnes of SAF by 2030. Beyond volume, the REFNOVA process generates biochar as a byproduct. This creates a carbon-negative fuel lifecycle, which will become increasingly valuable to airlines as regulatory frameworks tighten around lifecycle emissions accounting.
Sources: Nova Pangaea Technologies
Photo Credit: Nova Pangaea Technologies
Sustainable Aviation
KBR PureSAF Technology Selected for Kazakhstan First SAF Plant
KBR licenses PureSAF technology for Kazakhstan’s first SAF facility, using an alcohol-to-jet process with domestic feedstocks.
Global engineering firm KBR announced on August 24, 2026, that it secured a contracts to license its proprietary PureSAF technology and provide engineering design for Kazakhstan’s inaugural Sustainable Aviation Fuel (SAF) production facility. The project, developed in partnership with KazMunayGas-Aero LLP (KMG-Aero) and KazFoodProducts (KFP), will utilize domestic agricultural feedstocks to produce low-carbon aviation fuel via an alcohol-to-jet (AtJ) process.
In a press release detailing the contract award, KBR confirmed the agreement supports Kazakhstan’s strategic objective to establish itself as an international aviation hub while advancing aviation decarbonization. The planned facility will leverage technology developed in collaboration with Swedish Biofuels AB to convert ethanol into drop-in aviation fuel.
Technology and Project Scope
The facility will utilize KBR’s PureSAF technology, an alcohol-to-jet pathway designed to process agricultural feedstocks into sustainable aviation fuel. The foundational trilateral agreement covering the Process Design Package (PDP) and technology licensing was signed by KBR, KMG-Aero, and KFP in Astana on July 23, 2026. KBR, which employs approximately 37,000 people and operates in 28 countries, will provide the engineering framework required to scale the AtJ process for commercial output.
KBR Sustainable Technology Solutions President Jay Ibrahim stated the company is honored to support the national commitment to reduce greenhouse gas emissions.
“KBR’s PureSAF is a feed-flexible, bankable technology that is designed to deliver high SAF yields and supports the project across the full lifecycle. We look forward to closely collaborating and supporting the successful execution of this landmark SAF project,” Ibrahim said.
Kazakhstan’s Aviation Decarbonization Strategy
The KBR contract follows a series of government initiatives aimed at building a domestic SAF supply chain. On August 4, 2026, Kazakh Prime Minister Olzhas Bektenov and Dr. Peter Lee of Hong Kong-based Full Vision Capital signed a memorandum of understanding to explore creating a green aviation fuel ecosystem in the city of Alatau. This proposed ecosystem would cover the full production cycle, from cultivating agricultural feedstock to manufacturing the finished product.
These infrastructure investments align with recommendations from global aviation regulators and industry groups. In April 2026, the International Air Transport Association (IATA) emphasized that continued investment in SAF, alongside new airport infrastructure, is critical for Kazakhstan to capitalize on global passenger and cargo traffic and strengthen its domestic aviation sector.
AirPro News analysis
The KBR contract award represents a concrete technical step in Kazakhstan’s ambition to localize SAF production, but several commercial variables remain undefined. The August 24 announcement did not disclose the financial value of the engineering contract, the projected production capacity of the facility, or a target completion date. We note that while the alcohol-to-jet pathway is a proven method for SAF production, scaling agricultural feedstock supply-chain domestically will be critical to the plant’s long-term viability. The parallel involvement of Full Vision Capital suggests the government is actively working to finance and structure this agricultural supply chain in the Alatau region to ensure the KBR-designed facility has the necessary inputs to operate at scale.
Sources: KBR
Photo Credit: Montage
Sustainable Aviation
Syzygy Plasmonics and IFC Partner on SAF Projects in Latin America
Syzygy Plasmonics and IFC sign a framework to develop SAF projects in Latin America, starting with a 350,000-gallon facility in Uruguay.
Syzygy Plasmonics and the International Finance Corporation (IFC) announced a framework agreement on August 18, 2026, to develop a pipeline of SAF projects across Latin America, beginning with a commercial-scale facility in Uruguay.
The partnership, detailed in a press release issued by Syzygy Plasmonics, pairs the company’s proprietary light-driven reactor technology with the IFC’s technical and commercial advisory services. The initiative targets emerging markets by utilizing regional renewable energy and biogas feedstocks to produce lower-carbon alternatives to conventional jet fuel.
The NovaSAF-1 project in Uruguay
The first project under this framework is NovaSAF-1, located in Durazno, Uruguay. The facility is projected to produce an estimated 350,000 gallons of SAF annually. Syzygy Plasmonics has set a target year of 2028 for the commencement of commercial-scale operations and initial fuel deliveries from the site.
NovaSAF-1 will utilize biogas sourced from the nearby Estancias Del Lago powdered milk plant. This biogas will be combined with Uruguayan renewable electricity to produce synthetic paraffinic kerosene. The production process integrates Syzygy’s light-driven technology with Fischer-Tropsch technology licensed from Velocys to maximize fuel output. According to Syzygy Plasmonics, this process yields an estimated reduction in lifecycle greenhouse gas emissions of up to 90 percent compared with conventional jet fuel.
Commercial backing and offtake agreements
The IFC framework agreement follows established commercial commitments for the NovaSAF-1 facility. On January 20, 2026, global commodities group Trafigura signed a binding six-year offtake agreement to purchase the entire production volume from the Uruguayan plant. The agreement also includes an option for Trafigura to purchase additional volumes from future Syzygy projects.
Syzygy Plasmonics CEO Trevor Best described the commercial arrangements as a critical step toward commercial-scale impact and disrupting the SAF market. The IFC, a member of the World Bank Group, will provide advisory support to help scale these operations across the region.
“The transition to lower-carbon aviation will depend on technologies that are not only innovative, but commercially viable and scalable,” said Raphaël Eskinazi, IFC Regional Investment Manager for Manufacturing and Forests in Latin America and the Caribbean. “IFC’s role is to help bridge that transition: supporting pioneering projects that can mobilize private capital, demonstrate new business models and create pathways for broader market adoption across emerging economies.”
AirPro News analysis
We view the alignment of IFC advisory services, Trafigura’s guaranteed offtake, and Velocys’ established Fischer-Tropsch technology as a significant de-risking mechanism for Syzygy Plasmonics. Scaling novel SAF production methods, particularly those categorized as Renewable Fuels of Non-Biological Origin (RFNBO), typically faces steep financing hurdles. By securing a guaranteed buyer for 100 percent of the initial plant’s output before finalizing the IFC framework, Syzygy has demonstrated a clear path to revenue.
Latin America presents a highly favorable environment for RFNBO production. The region offers abundant agricultural waste for biogas and a growing grid of renewable electricity. If NovaSAF-1 meets its 2028 production targets, the framework agreement with the IFC positions Syzygy to replicate this model rapidly across other agricultural and renewable energy hubs in the Southern Hemisphere.
Photo Credit: Syzygy Plasmonics
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