The project, named STRAT-NAV, forms part of ARIA’s Enduring Atmospheric Platforms Programme, a £70 million, three-and-a-half-year initiative led by Programme Director Rico Chandra. The programme has funded 18 research and development teams, all working on the same fundamental challenge: how to keep aircraft operating reliably and cost-effectively in the stratosphere for extended periods. The ambition behind the programme is considerable. Platforms capable of lingering aloft for weeks or months could provide the high-performance communications infrastructure needed for truly global connectivity, support the next generation of AI and digital services, and reduce dependence on conventional satellites, which are expensive to launch and impossible to repair once in orbit.

The aircraft at the centre of this vision are known as High-Altitude Pseudo-Satellites, or HAPS. These long-endurance vehicles fly in the stratosphere, a layer of the atmosphere that is relatively calm, above most weather, and far below orbital space. From this vantage point, a HAPS platform can deliver remote-sensing observations or communications services over a wide area, behaving in many respects like a satellite but with the crucial advantage of being recoverable, upgradable and re-deployable. Most HAPS designs are solar-powered ultralight gliders, exquisitely engineered to be as light as possible. That lightness, however, comes at a cost: the onboard battery capacity is limited, and the aircraft face acute power challenges, particularly during the long winter nights experienced at UK latitudes, when solar energy falls to its lowest levels.

This is where the Bath team sees an opportunity hiding in plain sight. Atmospheric gravity waves are created when air is forced upwards — by mountain ranges or by deep convection — and then falls back down under gravity in a wave-like motion, transferring energy through the atmosphere much as ripples transfer energy across the surface of a pond. The vertical air motions associated with these waves can be strong enough for a suitably equipped aircraft to exploit. Just as eagles ride thermals to gain altitude without flapping their wings, STRAT-NAV aims to guide HAPS platforms to soar on atmospheric gravity waves. According to the project team, the energy savings from this ‘gravity wave assist’ would be equivalent to carrying at least a 20 to 40 per cent bigger battery — at no additional cost, weight or complexity to the aircraft itself.

Dr Neil Hindley, a research fellow in the Centre for Climate Adaptation and Environment Research and the project’s lead, described the award as an exciting opportunity to translate decades of atmospheric science into a practical tool. In his words, the project could transform high-altitude aviation and unlock the stratosphere as an operating environment. He noted that atmospheric gravity waves have been studied by scientists for decades, but that until recently the community lacked the sub-kilometre-scale forecasting capability needed to predict them accurately enough to use operationally. If HAPS aircraft can be helped to navigate and exploit these naturally occurring energy sources, he argued, it could fundamentally change what is possible for long-endurance flights over the UK and beyond.

The choice of the United Kingdom as a proving ground is not accidental. The country sits beneath the undulating path of the jet stream, a fast-moving ribbon of air whose meanders are a prolific generator of gravity waves. Add the rugged mountain terrain of Wales and the Pennines, which forces air upward as weather systems pass over, and the stratospheric polar vortex that forms over the pole each winter, and the UK becomes a global hotspot for gravity wave activity. Hindley described exploiting stratospheric gravity waves as a uniquely advantageous strategy for the UK because of this geography. Crucially, the timing works in the aircraft’s favour: while available solar energy falls to a minimum during winter, gravity wave activity over the UK reaches its maximum at exactly the moment it is most needed. This seasonal complementarity between sunlight and wave energy is what could allow HAPS to operate year-round, realising the vision of an operational fleet providing services that until now have only been possible from orbit.

The technical challenge lies in the fact that gravity waves, despite containing abundant energy, are notoriously difficult to forecast and exploit. They are small in horizontal scale compared with the synoptic weather systems that drive them, often just a few kilometres across, which places them below the resolution of standard numerical weather prediction models. A HAPS aircraft therefore needs reliable, high-accuracy forecasts and intelligent routing systems to find and use these rising currents safely and efficiently. STRAT-NAV will tackle this with AI-enhanced, ultra-high-resolution, real-time atmospheric modelling, validated against observations, to forecast the gravity wave field around a HAPS platform up to 72 hours in advance. On top of the forecast layer, the project will develop platform-specific intelligent routing algorithms that maximise the energy harvested from gravity waves through soaring while maintaining the communications coverage that these aircraft exist to provide.

The programme is structured to move from simulation to the real sky. Work begins in September 2026 with model development, followed by observational campaigns in late 2026 and 2027 designed to validate the gravity-wave forecasts against direct measurements of the atmosphere. Only once the forecasts have been proven will the project progress to flight trials with HAPS industry partners later in the programme. This staged approach reflects a broader lesson from aviation history: exploiting natural atmospheric energy is not a new idea — glider pilots have ridden mountain waves and thermals for a century — but doing so autonomously, at 20 kilometres altitude, guided by machine-learned forecasts, is something genuinely novel.

One of the most commercially significant aspects of the design is its platform-agnostic nature. The gravity wave assist capability is intended to work with any HAPS platform, whether a lightweight fixed-wing aircraft or even a rotary-wing vehicle, and requires no modifications to the aircraft and no expensive ground infrastructure. That could lower the barrier to adoption across an industry in which every gram of payload and every watt-hour of battery counts. For operators, the prospect of effectively free energy harvested from the sky — savings equivalent to a battery a fifth to two-fifths larger — could be the difference between a seasonal demonstrator and a viable year-round service.

If STRAT-NAV succeeds, the implications extend well beyond the UK. A demonstrated ability to forecast and exploit stratospheric gravity waves would give long-endurance aircraft a renewable energy source that no battery chemistry or solar array can match in cost, and it would arrive precisely when solar power is weakest at high latitudes. The wider Enduring Atmospheric Platforms Programme, with its 18 funded teams and £70 million budget, is betting that the stratosphere can become a routine operating environment — a physical backbone for next-generation communications and a path to connectivity for underserved regions. The energy to make that happen, the Bath team argues, is already there, rippling invisibly through the sky, waiting to be navigated.

Subject of Research: Exploiting atmospheric gravity waves to extend the endurance of stratospheric high-altitude pseudo-satellite aircraft

Article Title: Bath receives £1.9 million funding to unlock energy hidden in the sky

Article References: Bath receives £1.9 million funding to unlock energy hidden in the sky. (n.d.). Original publication

Image Credits: AI Generated

DOI: Not provided

Keywords: atmospheric gravity waves, stratosphere, HAPS, high-altitude pseudo-satellites, University of Bath, ARIA, STRAT-NAV, long-endurance flight, atmospheric modelling, soaring, renewable energy, connectivity

The jet stream is a narrow, meandering current of air near the tropopause, the boundary between the troposphere and the stratosphere, typically located several kilometres above the surface and flowing from west to east at speeds that can exceed 50 metres per second in winter. Over the Atlantic–European sector, this current is maintained by the temperature contrast between the warm subtropical ocean and the cold polar region, a contrast that generates pressure gradients at upper levels of the atmosphere. Because the jet acts as a kind of atmospheric conveyor belt, guiding storm systems from the ocean toward the continent, even modest shifts in its strength or position can reshape winter weather across Britain, Scandinavia, central Europe and the Mediterranean.

Understanding how the jet responds to greenhouse warming has been one of the more contested questions in climate dynamics. One influential line of argument holds that rapid Arctic amplification—the fact that the high northern latitudes are warming several times faster than the globe as a whole—reduces the equator-to-pole temperature gradient near the surface. A weaker gradient, in this view, should sap the energy available to the jet, producing weaker winds, larger meanders and a greater tendency toward persistent blocking patterns that lock cold air over Europe for weeks at a time. Another line of argument emphasizes that the upper troposphere warms more strongly than the surface in the tropics and mid-latitudes, which increases the vertical shear of the winds and can actually strengthen the jet aloft while shifting it poleward.

The new analysis addresses this debate by looking not only at the average behaviour of the Atlantic–European jet in winter but at the full distribution of its variability, including the extreme tail. Using observational and reanalysis datasets—long records of atmospheric conditions reconstructed from weather observations and satellite data—the researchers tracked jet strength over recent decades and examined how frequently the jet reached its most intense values. The central result is a nuanced one: the typical winter jet has become stronger, consistent with the expectation that upper-level warming and changes in the temperature gradient enhance the mean flow, but the extremes of jet strength have not kept pace. In relative terms, the jet is becoming a steadier current rather than a more violent one.

This distinction between the mean and the extremes matters for how scientists and society interpret jet stream change. A stronger mean jet is generally associated with a more vigorous storm track, which can bring more frequent passages of Atlantic low-pressure systems and the mild, wet, windy weather they deliver to northwestern Europe. Extreme jet episodes, by contrast, are often linked to exceptional weather: an unusually intense jet can coincide with explosive cyclogenesis, in which storms deepen rapidly and cause damaging windstorms, while an unusually weak or displaced jet can coincide with prolonged cold spells or drought. If the mean strengthens while the extremes moderate, the net effect on hazardous winter weather may be less dramatic than either a simple strengthening or a simple weakening story would suggest.

The physical reasoning behind such a divergence can be traced to how different components of the climate system respond to warming. The mean jet strength is governed largely by broad-scale temperature gradients and by the vertical structure of tropospheric warming, both of which evolve smoothly and predictably with rising greenhouse gas concentrations. Extreme jet episodes, however, often depend on transient processes: the phasing of planetary-scale Rossby waves, the life cycles of individual baroclinic storms, and episodic coupling with the stratospheric polar vortex. Some of these transient drivers may weaken or become less variable under warming, damping the upper tail of the jet distribution even as the background flow intensifies. The study’s results are consistent with such a mechanism, in which variability about the mean contracts even as the mean itself rises.

The findings also speak to a long-running scientific controversy about Arctic influence on mid-latitude weather. Over the past decade, a vigorous debate has played out in the journals over whether sea-ice loss and Arctic warming make European winters more prone to blocking and severe cold. Proponents of this view point to episodes such as the cold winters of recent decades and to modelling experiments in which reduced sea ice favours a wavier jet. Critics counter that the observational record is short, that internal variability is large, and that model projections more often show a strengthened, poleward-shifted jet with reduced waviness in winter. By documenting a strengthening yet less extreme jet, the new work lends weight to the second camp, while underscoring that the answer may differ by season, by region and by which aspect of the jet is measured.

Methodologically, the study illustrates the value of going beyond simple averages when assessing climate change signals. Jet stream behaviour is notoriously noisy: individual winters can differ enormously, and the Atlantic–European sector in particular is influenced by modes of variability such as the North Atlantic Oscillation, which swings between phases that strengthen or weaken the westerlies on timescales from weeks to decades. Separating a forced climate signal from this internal noise requires careful statistical treatment, long datasets and, in many cases, large ensembles of climate model simulations in which many parallel realizations of the same warming scenario are run to isolate the common response. The researchers’ focus on the distribution of jet strength, rather than a single metric of average speed, allows a more complete picture of how the flow is evolving and reduces the risk of drawing conclusions from a few memorable extreme winters.

The implications extend to practical forecasting and adaptation. Winter storm risk assessment for Europe depends on assumptions about how often severe windstorms strike, and those assumptions are typically based on historical statistics. If the character of the jet is changing—stronger on average but with moderated extremes—then the historical record may be an imperfect guide to the coming decades. Insurers, infrastructure planners and emergency services all have an interest in knowing whether the tail risks of winter weather are growing or shrinking. The new results suggest that for jet-driven wind extremes, at least, the most catastrophic outcomes may not intensify as rapidly as the mean conditions do, although the researchers caution that other hazards, such as precipitation extremes associated with a moister, warmer atmosphere, continue to worsen independently of the wind field.

There remain open questions. The observational record of the upper atmosphere is only a few decades long, and reanalysis products carry uncertainties, particularly in the earlier satellite era and in the data-sparse regions of the North Atlantic. Disentangling the roles of tropical upper-tropospheric warming, Arctic amplification, stratospheric variability and ocean circulation in shaping the jet will require further modelling work. Nevertheless, the study offers a clear and somewhat reassuring refinement of the picture: the Atlantic–European winter jet is not collapsing into weakness and chaos, nor is it becoming uniformly more ferocious. Instead, it is strengthening as a background current while its wildest excursions become relatively less extreme—a reminder that climate change rarely moves every aspect of a system in the same direction, and that the most useful science is often found in the details between the averages and the extremes.

Subject of Research: Winter strengthening and reduced extremity of the Atlantic–European jet stream

Article Title: A strengthening yet less extreme Atlantic–European jet during winter

Article References: Brönnimann, S., Brugnara, Y., & Kallabis, P. (2026). A strengthening yet less extreme Atlantic–European jet during winter. Nature Geoscience. https://doi.org/10.1038/s41561-026-02069-z

Image Credits: AI Generated

DOI: 10.1038/s41561-026-02069-z

Keywords: jet stream, Atlantic–European jet, winter climate, North Atlantic Oscillation, Arctic amplification, storm track, climate variability, reanalysis, stratosphere, extreme weather, climate change, geoscience