The impact on the Gulf Stream and Kuroshio from Arctic sea ice loss is investigated using the Community Climate System Model version 4 (CCSM4) model for their important roles during climate change. Results show that the Gulf Stream (Kuroshio) weakens (strengthens) in response to Arctic sea ice loss via ocean (atmosphere) adjustments. More precisely, the Kuroshio acceleration is mainly due to the anomalous wind stress over the North Pacific, while the ocean gyre adjustments in the Atlantic are responsible for the weakened Gulf Stream. As positive buoyancy fluxes induced by Arctic sea ice loss trigger a slowdown of the Atlantic Meridional Overturning Circulation (AMOC), the Gulf Stream decelerates evidently and the current speed decreases by about 5–8 cm/s in the upper ocean. Resulting from less advection and horizontal diffusion in the temperature budget, less poleward warm water leads to narrow sea surface cooling sandwiched between strong warming in the subpolar and subtropical Atlantic. Furthermore, colder surface decreases the upward heat flux (mainly latent heat flux) along the Gulf Stream Extension (GE) path, which leads to a warming hole in the atmosphere.

With global warming, extreme high temperatures become more frequent and are an important factor affecting aircrafts’ takeoff performance. Using Community Earth System Model version 1 (CESM1) and Boeing Performance Software (BPS), the influence of increasing temperature on aircrafts’ maximum takeoff weight (MTOW) and takeoff distance is evaluated quantitatively in this study. The results show that the distribution of summer daily maximum temperature shifts obviously to higher temperature at all the chosen airports and the variation in temperature is larger at four airports (Jinan, Shanghai, Lhasa, and Urumqi) during 2071−2080 under the RCP8.5 scenario than that in the historical run (1991−2000). The warming air leads to the MTOW reducing and takeoff distance increasing. Taking the Boeing 737–800 aircraft as an illustration, the number of weight-restriction days increases significantly across the airports, which can influence airlines’ economic benefit and flight operations in the future. It is also found that the takeoff distance does not change linearly with temperature, but shows a stronger increase with higher temperature. The takeoff distance increases about 6.2% on average during 2071−2080 compared to 1991−2000 for the low-altitude airports, calling for an additional 113−222 m takeoff distance in future summers.