The global aircraft market is expected to grow significantly, driven by demand for fuel-efficient and environmentally friendly aircraft.

The Asia-Pacific region, led by China, Japan, and India, is expected to drive growth in sustainable aviation fuels and electric propulsion systems.

Boeing and Airbus are developing new, fuel-efficient aircraft, with Boeing aiming for 100% sustainable fuel by 2030.

The International Air Transport Association aims to replace 10% of aviation fuel with sustainable aviation fuel by 2030 to reduce carbon emissions.

The production of sustainable aviation fuels is currently limited by high costs, production methods, and scarce supply.

The demand for sustainable aviation fuels is expected to grow significantly, driven by government policies and increasing consumer demand for environmentally friendly air travel.

Electric propulsion systems, being developed by companies like magniX and Collins Aerospace, are expected to help reduce carbon emissions from air travel.

The airline industry aims for net-zero emissions by 2050, relying on sustainable aviation fuel to reduce carbon emissions.

Sustainable aviation fuel currently accounts for less than 0.05% of global jet fuel demand, but is expected to grow significantly.

Sustainable aviation fuel can reduce carbon emissions by up to 80%.

Adopting sustainable aviation fuels and electric propulsion will require infrastructure changes, technological advances, and policy updates.

By 2040, 45,000 fuel-efficient aircraft are expected to be delivered at a cost of $2.9 trillion.

The Middle East will need 3,000 commercial planes in the next 20 years, worth $765 billion.

Airbus and Boeing expect to sell 39,000 and 43,000 planes, respectively, over the next 20 years.

Airbus has won an order for 292 fuel-efficient aircraft in China, where air traffic is expected to double in 20 years.

The Southeast Asia region's commercial air fleet is expected to nearly triple in 20 years, needing 4,200 new airplanes.

The global aircraft market is expected to grow significantly, driven by demand for fuel-efficient and environmentally friendly aircraft.

Title:

Content: Friday, 08 September 2023 05:25 GMT

Global Single-Aisle Aircraft Market Is Projected To Reach The Value Of $222.20 Billion By 2030 X Herald

(MENAFN- Ameliorate Digital Consultancy) According to the latest report by Virtue Market Research, in 2022, the Global Single-Aisle Aircraft Market was valued at USD 86.6 billion and is projected to reach a market size of USD 222.20 billion by 2030. Over the forecast period of 2023-2030, the market is projected to grow at a CAGR of 12.5%.

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A prominent long-term driver for the Single-Aisle Aircraft market is the growing global demand for air travel. Even though the COVID-19 pandemic had a severe impact on the aviation industry, the long-term trend remains robust. The demand for single-aisle aircraft is fueled by several factors, including the expansion of low-cost carriers, increasing urbanization, and rising middle-class populations in emerging economies.

The COVID-19 pandemic had an unprecedented impact on the aviation sector, leading to grounded fleets, reduced passenger demand, and financial strain on airlines. This setback prompted airlines to rethink their fleet strategies, with some deferring aircraft orders and retiring older aircraft to cut costs. Additionally, the pandemic accelerated the adoption of safety and hygiene measures in aircraft cabins, leading to increased investments in cabin air filtration and touchless technologies.

A notable short-term driver for the Single-Aisle Aircraft market is the rebound in domestic and regional air travel. As countries reopen their borders and vaccination efforts progress, there is a growing preference for shorter flights, leading to increased demand for single-aisle aircraft. Airlines are reactivating grounded aircraft and placing orders for new, fuel-efficient models to meet this surge in regional travel.

An exciting opportunity in the Single-Aisle Aircraft market is the development of next-generation, fuel-efficient aircraft. With a growing emphasis on sustainability and reducing carbon emissions, aircraft manufacturers are investing in research and development to create more eco-friendly models. This includes the use of advanced materials, aerodynamic improvements, and more efficient engines. Airlines that invest in these next-gen aircraft can not only reduce their environmental footprint but also benefit from lower operating costs in the long run.

One of the prominent trends observed in the Single-Aisle Aircraft industry is the rise of digitalization and connectivity. In-flight Wi-Fi, entertainment systems, and integrated passenger services are becoming standard features in modern single-aisle aircraft. Airlines are leveraging these trends to enhance the passenger experience and gain a competitive edge. Additionally, digitalization plays a crucial role in aircraft maintenance and operations, helping airlines optimize their fleet performance and reduce downtime.

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Segmentation Analysis:

The global Single-Aisle Aircraft Market segmentation includes:

By Type of Aircraft: Narrow-Body, Wide-Body, Regional Aircraft

Among these, the Narrow-Body aircraft category stands out as the largest segment. These aircraft are designed for short to medium-haul flights and are favored by airlines for their versatility and cost-efficiency. Narrow-Body aircraft are well-suited for both domestic and international routes, making them the preferred choice for many carriers.

In terms of growth, the Narrow-Body segment takes the lead yet again. The market for Narrow-Body aircraft is witnessing significant expansion due to the increasing demand for regional and domestic travel. Airlines are looking to replace older aircraft with more fuel-efficient and environmentally friendly Narrow-Body models, driving the growth of this segment.

By Engine Type: Turbofan, Turboprop

Among these categories, Turboprop engines are the largest segment. These engines are commonly found in regional aircraft that operate shorter routes and require a different set of performance characteristics compared to their Turbofan counterparts. Turboprop engines are known for their fuel efficiency and reliability, making them a preferred choice for regional carriers.

However, when it comes to growth, Turbofan engines take the lead. The demand for Turbofan-powered Single-Aisle Aircraft is on the rise, driven by the need for higher efficiency, reduced emissions, and greater operational range. Airlines are increasingly opting for Turbofan engines in their narrow-body aircraft to meet the growing demand for longer-haul regional and international flights.

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Regional Analysis:

The Single-Aisle Aircraft market spans across variregions, including North America, Europe, Asia-Pacific, South America, and the Middle East & Africa. Each of these regions has its unique characteristics and influences on the market.

Asia-Pacific emerges as the largest region in this segment. This region encompasses numerfast-growing economies, a burgeoning middle class, and a robust travel and tourism industry. As a result, airlines in Asia-Pacific have been expanding their fleets to meet the increasing demand for air travel. With a foon domestic and regional routes, narrow-body aircraft have been particularly favored in this region, contributing to its leadership in the Single-Aisle Aircraft market.

In terms of growth, Europe takes the lead. Despite being a mature aviation market, Europe is experiencing a surge in demand for narrow-body aircraft, primarily due to the need for more fuel-efficient and environmentally friendly options. European airlines are increasingly looking to modernize their fleets with state-of-the-art single-aisle aircraft, thereby driving the growth of this segment in the region.

The Middle East & Africa region also shows promise in terms of growth, driven by the emergence of airlines in the Middle East as major global players. These airlines are expanding their networks and investing in modern, fuel-efficient narrow-body aircraft to meet the growing demand for long-haul travel.

North America, with its well-established aviation industry, continues to be a significant market for single-aisle aircraft. While it may not be the fastest-growing region, North America remains a stable and vital market for these aircraft, catering to both domestic and international routes.

South America, although a smaller market compared to the other regions, also contributes to the demand for single-aisle aircraft. Airlines in South America are focusing on modernizing their fleets to enhance operational efficiency and reduce emissions.

Latest Industry Developments:

  • One of the key strategies adopted by companies is a strong emphasis on fuel-efficient and environmentally friendly aircraft. With the aviation industry facing increasing pressure to reduce carbon emissions, manufacturers are investing in the development of next-generation single-aisle aircraft with improved fuel efficiency. This includes the use of advanced materials, aerodynamic design enhancements, and the incorporation of more fuel-efficient engines. Furthermore, there is a growing trend towards the electrification of aircraft systems, including electric taxiing systems and more electric aircraft architectures. These innovations aim to reduce the overall carbon footprint of single-aisle aircraft, aligning with global sustainability goals.
  • To enhance their market share, aircraft manufacturers are expanding their global reach and customer base. They are targeting emerging markets with fast-growing air travel demand, such as Asia-Pacific and the Middle East. These regions represent significant opportunities for fleet expansion, especially with narrow-body aircraft designed for short- to medium-haul routes. Another trend is fleet modernization. Airlines, particularly in mature markets like North America and Europe, are retiring older aircraft and replacing them with state-of-the-art single-aisle aircraft. This trend is driven by the need to improve operational efficiency, reduce maintenance costs, and enhance passenger comfort. Manufacturers that offer the latest technology and fuel-efficient options have a competitive advantage in this regard.
  • Connectivity and digital solutions are becoming increasingly important in the aviation industry. Airlines are seeking aircraft equipped with advanced connectivity options to enhance the passenger experience, provide in-flight entertainment, and enable seamless inteaccess. Manufacturers are responding by integrating cutting-edge connectivity solutions into their single-aisle aircraft offerings. Additionally, the use of data analytics and predictive maintenance has gained prominence. Airlines are leveraging data from their aircraft to optimize operations, reduce downtime, and lower maintenance costs. Aircraft manufacturers are incorporating these features into their products to meet the demand for data-driven solutions.

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Virtue Market Research stands at the forefront of strategic analysis, empowering businesses to navigate complex market landscapes with precision and confidence. Specializing in both syndicated and bespoke consulting services, we offer in-depth insights into the ever-evolving interplay between global demand and supply dynamics. Leveraging our expertise, businesses can identify emerging opportunities, discern critical trends, and make decisions that pave the way for future success.

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What impact shall the carbon tax to be imposed by EU in 2026 have on aircraft market?

It is conducive to the sales of new aircraft with better fuel efficiency.

What impact shall the carbon tax to be imposed by EU in 2026 have on airlines?

They will accelerate the demand for aircraft replacement.

What is Airbus doing to achieve sustainable aviation?

It is making efforts to improve aircraft efficiency.

The Asia-Pacific region, led by China, Japan, and India, is expected to drive growth in sustainable aviation fuels and electric propulsion systems.

Boeing and Airbus are developing new, fuel-efficient aircraft, with Boeing aiming for 100% sustainable fuel by 2030.

Title:

Content: India's goal to clean up transport with sustainable aviation fuel

Around the world, more than 360,000 flights have already been powered by SAF

S Dinakar Amritsar

6 min read Last Updated : Dec 06 2023 | 10:48 PM IST

Last month, a Virgin Atlantic flight running solely on sustainable aviation fuel (SAF), a non-polluting variant, completed its journey from London to New York, making it the first trans-Atlantic flight by a commercial airline to use a 100 per cent blend of jet fuel, although it must be mentioned that the flight had no paying passenger or cargo.

The aircraft was a Boeing 787 Dreamliner, using Rolls-Royce Trent 1000 engines. It carried around 60 tonnes of SAF and consumed three-fourths of it. Existing standards allow for a 50 per cent SAF blend in commercial jet engines, though this voyage demonstrated that in-production Rolls Royce engines for long-haul aircraft are compatible with 100 per cent.

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Closer home, SpiceJet operated India’s first domestic biofuel test flight on a 25 per cent blend of SAF in 2018, followed by Indigo last year. In March this year, Vistara operated a wide-body aircraft on a long-haul international route using sustainable aviation fuel. A blend of 30 per cent SAF and 70 per cent conventional jet fuel was used on a ferry flight between Charleston International Airport, South Carolina, to Indira Gandhi International Airport, New Delhi, which resulted in the reduction of approximately 150,000 pounds of carbon-dioxide emission over the fuel’s life cycle. Later, Vistara also operated a Boeing 787-9 Dreamliner, flying from Delhi to Mumbai, on a blend of 17 per cent SAF and 83 per cent conventional jet fuel, resulting in reduction of approximately 10,000 pounds of CO2 emission, says a Vistara spokesperson.

However, the government diluted plans for a blanket SAF blending mandate from 2025, announced by Oil Minister Hardeep Singh Puri earlier this year, and, instead, introduced a 1 per cent SAF blending target for international flights starting in 2027. The SAF target rises to 2 per cent from 2028. The target was essential for India to comply with the mandatory phase of the International Civil Aviation Organization’s Corsia, or Carbon Offsetting and Reduction Scheme for International Aviation, which excludes emissions from domestic flights.

“The SAF opportunity is validation of the long-term road map to introduce ‘biomass-based’ fuel variants in all segments of the economy,’’ says Suhas Baxi, chief executive officer (CEO), BiofuelCircle.

Around the world, more than 360,000 flights have already been powered by SAF.

India’s tryst with SAF

India’s SAF requirements for international aviation would total 100 metric tonnes per day at a 1 per cent blending ratio, and for domestic aviation, 300 metric tonnes per day, according to the government’s recently released Energy Transition Report. India consumed 7.4 million tonnes of jet fuel, which is derived from processing crude oil, in financial year 2022-23. Earlier this year, Puri talked of a 1 per cent SAF blending mandate from 2025, covering domestic and international flights, rising to 2 per cent by 2026 and 5 per cent by 2030.

Though the aviation industry contributes less than 1 per cent of India’s total emissions today, it is among the fastest growing sectors of a country on track to becoming the world’s third-largest aviation market by 2024. Curbing emissions from air transport is important for New Delhi to meet its 2070 net-zero goal.

The International Energy Agency said SAF will need to make up 10 per cent of the global jet market by 2030 to be in line with the agency’s net-zero pathway. Europe has imposed mandates to scale up usage of SAF across the European Union, while the United States is offering incentives in the Inflation Reduction Act to promote SAF. China has not released a SAF policy yet.

The oil ministry attributed the calibration of SAF commitments to feedback from stakeholders, the capacities of upcoming SAF plants, and projected jet fuel sales. Indian carriers point out that SAF is at least two to seven times the price of conventional jet fuel, making it harder to be profitable in India’s cut-throat airline market. Go First and Jet Airways have already been forced into bankruptcy, and Spice Jet is facing extreme financial pressures.

Globally, Boeing has set an ambitious target to address the long-term sustainability of commercial aviation by committing that its commercial airplanes will be capable and certified to fly on 100 per cent SAF by 2030, says Salil Gupte, president, Boeing International Corporation India. “In India, we view SAF as an opportunity for growth.”

Cost factor

Fuel is 40 per cent of an Indian carrier’s operational cost, compared to 25 per cent for overseas carriers. Air France/KLM CEO Anne Rigail said at an International Air Traffic Association event in Spain in October that a tiny 1 per cent share of SAF in their aircraft cost $100 million last year and the 10 per cent SAF target by 2030 would add $1 billion to their fuel costs.
For instance, jet fuel for December sells at Rs 1,06,000/Kl. SAF, if available, can cost anywhere from Rs 2,00,000/Kl to Rs 7,00,000/Kl, according to oil ministry data. Carriers already pay high taxes on jet fuel: 25 per cent higher for fuel for domestic routes compared to international operations.

“Since fossil jet fuel is relatively cheaper, shifting to SAF will require the support of the government, industry, and consumers, particularly as growth in the Indian aviation market accelerates,’’ according to India’s Energy Transition Report, overseen by Tarun Kapoor, an advisor in the Prime Minister’s Office, and chairman, Energy Transition Advisory Committee.

India may have a huge potential for alcohol-to-jet SAF, given its huge sugar industry, with potential production capacity estimated at 24-30 billion litres a year. But lack of takers has put off investors in SAF facilities. India’s ethanol business surged only after state oil companies committed offtake at state-set rates, but that commitment will be harder to come from airlines, which are privately owned.

The alcohol-to-jet (ATJ) fuel process to make synthetic kerosene is best suited to India's domestic feedstock profile because of the existing facilities, said US trade publication Jet Fuel Intelligence. Though the HEFA method, which yields synthesised paraffinic kerosene from hydro-processed esters and fatty acids, used in the Virgin flight, to make SAF may be cheaper than ATJ, limited access to used cooking oil feedstock in India poses a problem.

“Critical end-use applications such as aviation will demand a more stringent quality management process for the fledgling biofuels industry and the feedstock supply chain will have to quickly come around to meet these expectations,” says Baxi of BiofuelCircle.

IndianOil is working with US ATJ specialist LanzaJet to build a joint-venture plant converting ethanol made from refinery off-gases into SAF at its Panipat refinery in northern India. That 37.9 million litre-a-year facility could be up and running by 2025. But that is still a fraction of the more than 9 billion litres of jet fuel India consumes annually.

“Flight100 proves that SAF can be used as a safe drop-in replacement for fossil-derived jet fuel, but there is simply not enough SAF and, in order to reach production at scale, we need to see significantly more investment,’’ said Virgin Atlantic CEO Shai Weiss. “But that investment will come “only when regulatory certainty and price-support mechanisms, backed by the government, are in place”.

Topics :Aviation fuelsustainable firmsClean fuelAviation sector

First Published: Dec 06 2023 | 10:48 PM IST

Next Story

What impact shall the carbon tax to be imposed by EU in 2026 have on aircraft market?

It is conducive to the sales of new aircraft with better fuel efficiency.

What is Airbus doing to achieve sustainable aviation?

It is working on adopting innovative strategies.

It is making efforts to improve aircraft efficiency.

The International Air Transport Association aims to replace 10% of aviation fuel with sustainable aviation fuel by 2030 to reduce carbon emissions.

Title:

Content: Global aviation industry to move to carbon neutral trench oil by 2050 is the savior? ｜ TECH
Author: Sze Heng
Published: Updated:
Are traditional cars energy-intensive and carbon-intensive?
Switching to electric vehicles can greatly reduce emissions, and major cities and regions such as Seoul and Singapore have begun to gradually electrify.
As one of the key industries facing the task of reducing emissions, how to achieve carbon neutrality in the long term is uncertain.
But with the recent agreement by the International Air Transport Association on carbon neutrality goals, the path to reducing emissions for an industry that accounts for 2% to 3% of the world ’ s carbon emissions seems to be starting to clear, but there are still multiple breakthroughs to be made in aviation fuel.
On Monday (October 4), the International Air Transport Association (IATA), the world ’ s largest aviation industry association, announced an ambitious plan to become carbon neutral by 2050.
More than 50 airlines and energy companies, including Boeing, BP and Shell, have announced that they will replace 10% of aviation fuel with sustainable aviation fuel (SAF) by 2030.
This fuel is mainly made of recycled food oil, various types of animal and plant waste oil (commonly known as gutter oil), in addition, waste wood chips and some common solid waste are also the source of waste oil production.
According to IATA data, this fuel can be 80% lower than the carbon emissions of ordinary aviation kerosene, but still ensure sufficient power during the flight.
This puts the future of SAF in the aviation industry on track, but there is debate in the industry as to whether SAF is the best solution to the aviation industry ’ s emissions reduction.
Aviation industry cut emissions without "golden oil"
According to a report released by the World Economic Forum in November last year, in 2019, the world's SAF production was less than 220,000 tons, and commercial routes used more than 300 million tons of aviation kerosene, SAF probably only supply less than 0.1% of aviation kerosene.
According to the same report, even if all known SAF development projects are implemented, their supply will only reach about 1% of projected global aviation coal demand by 2030.
Meanwhile, hydrogen aircraft start-ups ZeroAvia, Boeing and Airbus, which are pushing for zero-carbon emissions, have included hydrogen or electric aircraft in their emissions reduction plans – both popular alternatives to SAF that could reduce emissions for the aviation industry, but their prospects are even more muted.
In the case of hydrogen energy, because of its high energy density (that is, the energy produced at the same weight is extremely high), it is called "energy for aviation".
However, due to the low density of hydrogen per unit volume, it is only possible to be loaded on aircraft after cooling and liquefaction. Even so, hydrogen storage tanks are still three times larger than fossil fuel tanks that provide the same energy, aircraft passenger load is reduced, and storage conditions as low as minus 253 degrees are required.
Airbus, which is betting on hydrogen-powered aircraft, is also working on a metal hydrogen storage tank and hopes to make its first test flight using the technology in 2025.
At present, the successful test flight of hydrogen or electric aircraft - such as the start-up MagniX, ZeroAvia, etc., are basically small short-range aircraft, the real commercial long-distance flight of the aircraft, but also need to make a revolutionary breakthrough in the above technical difficulties can be achieved.
Gutter oil expansion or can it be expected?
Compared to the technical difficulties that have not been solved for many years, biofuels are a more realistic and feasible solution.
In fact, many airlines have already started using biofuels, but most of them are mixed with standard aviation kerosene.
The main obstacles to the large-scale promotion of bio-aviation fuel are the production and cost issues.
Airbus has established R & D bases in France and Germany to develop metal hydrogen storage tanks. (Airbus)
According to McKinsey ’ s “Sustainable Aviation Fuels as a Pathway to Net-Zero Aviation ” report, SAF is 2.5 times more expensive than conventional aviation coal through current most affordable production methods (HEFA).
However, the UK government ’ s advisory body, the Climate Change Commission, estimates that in the long run, once these fuels are deployed on a large scale, the cost of a round-trip ticket from London to New York will increase by around £80 (about HK $850) – an acceptable price increase.
In addition, in recent years, governments have many supportive policies for SAF, and even forced coal suppliers to set a minimum SAF supply ratio to promote its growth.
In particular, the Norwegian government requires all suppliers to participate in at least 0.5% of SAF in all aviation coal starting in 2020, and aims to achieve an overall share of 30% by 2030.
In addition, the European Union has proposed to achieve the 2% target by 2025 and increase it to 5% by 2030, and the United Kingdom and the United States are also studying related measures or launching them in the near future.
IATA official Chris Goater said that in 2016, only two countries in the world implemented SAF-related policies, but now it has grown to 36 countries.
Although both hydrogen, electric and SAF are facing practical or technical difficulties, which makes aviation one of the most difficult industries to reduce emissions, IATA's carbon neutrality blueprint has to be multi-pronged, but in this, SAF is responsible for nearly 70% of the emission reduction tasks, the industry's confidence in SAF can be seen.
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The production of sustainable aviation fuels is currently limited by high costs, production methods, and scarce supply.

Title:

Content: BNEF: SAFs could make up 7.5 per cent of jet fuel demand by 2030

• 3 min read

But analyst warns of 'significant hurdles' in scaling nascent sustainable aviation fuel market, including scarcity of supply and competition for feedstock with renewable diesel market

Aviation biofuels could account for up to five per cent of global jet fuel demand before the end of the decade, up from less than 0.1 per cent today, according to Bloomberg New Energy Finance (BNEF).

Released yesterday, the influential analyst firm's latest projections on the burgeoning market for so-called sustainable aviation fuels (SAF) estimate that, under current policies, planes could be using up to seven billion gallons of SAF worldwide by 2030.

But that figure could rise to 10.6 billion gallons - or 7.5 per cent of jet fuel used globally - if more supportive policies designed to boost adoption of SAF are introduced by governments worldwide, BNEF said.

However, at present significant hurdles still stand in the way of scaling the emerging market for SAFs, despite airlines claims the fuel will provide a key lever for cutting emissions from flights in the short to medium term. The report warns that supplies of alternative jet fuels remain scarce and "highly concentrated" among a few producers, despite the aviation sector's growing enthusiasm for greener fuels.

In the short term, SAF production capacity could exceed 2.5 billion gallons by 2026 if a "multitude" of new SAF plants come online as planned over the next five years, BNEF estimates. But production could reach four billion gallons by the same year if plants maximise their SAF yields, with output potentially rising to 7.6 billion gallons if all renewable diesel projects are adapted to maximise SAF production instead, according to the research.

Major airline operators have made fuel blending a critical plank of their net zero strategies, with BNEF's outlook noting that 30 of the world's top airlines have set some form of SAF adoption target by 2030 in support of their climate goals.

Moreover, a growing number of national governments are beginning to set out policies, roadmaps, and targets to support domestic SAF adoption, with Canada, China, and Japan now joining a market that has to date been largely driven by Europe and the US.

SAFs are seen as one of few low-carbon technologies with the potential to help decarbonise the aviation sector in the near-term. Other technologies such as electric and hydrogen-powered flight are still in their relative infancy, and are not expected to play a major role in decarbonising aviation for a decade or more.

But campaigners have raised concerns that the aviation sector's decarbonisation plans remain overly reliant on fuel blending with SAFs. They have noted that demand for SAF is on track to significantly outstrip production and have pointed to the significant biodiversity, climate, and food security implications of the mass production of biofuels from energy crops. There have been growing calls for aviation firms to meet their SAF commitments by moving away from biofuels and to instead focus their attention on ramping up investments in e-fuels - otherwise known power-to-liquid-fuels - which can be produced with zero emissions and without land use impacts by combining green hydrogen, captured carbon, and water.

Meanwhile, analysts have warned that the aviation industry's long-term SAF targets are overly-optimistic, arguing that limitations to current technology and feedstocks mean airline decarbonisation plans that are heavily reliant on biofuels are unrealistic.

BNEF repeated such warnings in its SAF market projections yesterday, pointing to scarcity of supply, competition with renewable diesel for resources, and a lack of technological diversification as the main challenges for the nascent SAF market. "If unaddressed, these will lead to substantial bottlenecks and could cause the aviation industry to fall short of its ambitious goals," the research firm warned.

Want to find out more about the net zero transition and how businesses are seizing the opportunities on offer? Sign up now for the Net Zero Festival, which will take place in London on September 28th and 29th.

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The demand for sustainable aviation fuels is expected to grow significantly, driven by government policies and increasing consumer demand for environmentally friendly air travel.

Title:

Content: Skift Take

President Biden backs incentives for sustainable aviation fuel as the airline industry looks to cut emissions. But legislation remains stuck on Capitol Hill with little clarity on how it will become law.

President Joseph Biden renewed calls this week for a Sustainable Aviation Fuel, or SAF, tax credit, in a strong endorsement for the airline industry’s goal to slash carbon emissions.

“We’re on the cusp of so many significant things that are going to happen in this country — not just in the fuel side, but in the next 10 years,” said Biden. “Your children are going to see more change in the next 10 years than we’ve seen in the last 40 years. That’s how rapidly technology is changing.”

The question, at least for aviation, is whether SAF will takeoff in the next decade as the president hopes. The sector has a disappointing history of big promises and missed targets. For example, United Airlines first invested in Fulcrum Bioenergy in 2015 with a 10-year SAF supply commitment that was due to begin in 2017. Fulcrum completed its first plant in 2021 but has yet to begin supplying the airline.

A SAF demonstration flight that United flew to Washington’s Reagan National Airport in December used fuels produced by World Energy, another SAF supplier.

Industry trade group the International Air Transport Association (IATA) has estimated that global SAF production was 26 million gallons in 2021. A seemingly sizable number but a fraction of 1 percent of pre-pandemic global jet fuel demand.

European airlines are also mounting pressure on their governments to back SAF production. Luis Gallego, CEO of British Airways and Iberia-parent International Airlines Group (IAG), said at the end of March that 30 SAF plants could be built across Europe by the end of the decade with “the right policy in place.” SAF could make up as much as 5 percent of global aviation fuel supplies by 2030 with support, he added.

And in South America, Latam Airlines Group CEO Roberto Alvo recently called on government and private industry to “collaborate, play their role and lead the energy transition” to make the continent a leader in SAF production.

Savanthi Syth, an aviation analyst at Raymond James, estimated last June that — barring additional government support — the globe was only on track to produce just 1 billion gallons of SAF annually by the second half of the decade. A big increase from current levels but still just 1 percent of aviation fuel use.

“You are seeing some encouraging changes in the UK, and a change in U.S. policy in terms of production incentives [that] will go a long way,” she said Thursday. A federal tax credit or other incentives could boost SAF production above the 1 billion gallons forecast, Syth added.

The airline industry has coalesced around SAF to cut emissions. The fuels are seen as the quickest and most effective near-term solution to significantly reduce the use of fossil fuels. The technology exists to create sustainable fuels, which can be derived from a number of feedstocks including wood chips, switchgrass, and municipal solid waste, but significant capital is needed to scale up production. These fuels must meet full-lifecycle sustainability metrics, for example they cannot be overly water intensive or use feedstocks that compete with food production.

Other methods of decarbonizing aviation, including renewing airline fleets with more gas-sipping jets and buying carbon offsets, are viewed as limited. Offsets, for example, face criticism over whether they actually result in the carbon savings promised. And electric aircraft, which have a big backing in Silicon Valley, are not expected to reach a level of technology maturation to materially reduce aviation emissions for at least a decade if not more.

How President Biden’s call for a SAF tax credit becomes law is the question du jure in Washington, D.C. Last year, Representative Brad Schneider (D-Ill.) introduced the Sustainable Skies Act that provide an up to $2 per gallon tax credit for sustainable fuels. The legislation remains pending despite bipartisan support from at least 70 other representatives. Though, in typical Capitol Hill fashion, the proposal could be tacked onto a larger budget or other bill.

“If the U.S. is serious about this shift for airlines from fossil fuels to net zero carbon emissions by 2050, this is a must have not a nice to have,” Cowen & Co. analyst Helane Becker said.

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Tags: carbon emissions, International Airlines Group, latam, sustainability, united airlines

Photo credit: United Airlines is one of the largest users of sustainable aviation fuel in the U.S. Edward Russell / Flickr

What impact shall the carbon tax to be imposed by EU in 2026 have on aircraft market?

It is conducive to the sales of new aircraft with better fuel efficiency.

What is the main objective of the ReFuelEU Aviation initiative?

To increase demand and supply for sustainable aviation fuel

Electric propulsion systems, being developed by companies like magniX and Collins Aerospace, are expected to help reduce carbon emissions from air travel.

Title:

Content: magniX Names Nuno Taborda as CEO

Published: May. 23, 2022 at 12:00 AM CDT|Updated: 1 hour ago

Experienced Aerospace Executive to Helm Leading Electric Propulsion Company

GENEVA, May 23, 2022 /PRNewswire/ -- magniX today named Nuno Taborda as Chief Executive Officer. Taborda is an accomplished aerospace executive with two decades of experience driving business performance and delivering pioneering technology programs from proof-of-concept, through certification, entry-into-service and scaled production.

"Nuno is a leader with deep experience in all aspects of the aviation industry," said Dominique Spragg, Chairman of magniX. "His entrepreneurial mindset is highly valuable as magniX continues to pioneer electric solutions for the future of flight. The expertise and background Nuno brings to the team comes at a crucial point for magniX as the company moves its electrical propulsion systems towards certification and into production at scale."

Taborda joins magniX on June 1 from Rolls-Royce Plc with more than 20 years of experience, most recently as Senior Vice President of Production Programs, where he was accountable for all engine production programs in the multi-billion dollar business aviation unit at the renowned engineering company. He was previously the executive responsible for the entry-into-service of the Rolls-Royce Pearl® 15 engine – the first member of a new engine family for the next generation of Rolls-Royce powered business jets. He has also held senior roles in engineering, operations and strategy in Germany, Brazil, Canada and the UK.

"I am extremely proud and excited to have the opportunity to lead the incredibly talented magniX team," said Nuno Taborda. "We are on the cusp of the biggest technological leap aviation has seen since the development of the gas turbine by Sir Frank Whittle. It is exciting to see magniX leading the way with its advanced technology and innovation."

Advancing the Future of Flight

Taborda joins magniX at a time of significant growth.

The company recently announced the key industry partners for its NASA Electrified Powertrain Flight Demonstration (EPFD) project to accelerate the introduction of electrification technology for use in commercial applications by partnering with AeroTEC, an industry leader in integrating electric propulsion on airplanes, and Air Tindi, operator of De Havilland Canada Dash 7 aircraft to demonstrate a hybrid airplane configuration with planned first flight by 2025.

magniX last week agreed to develop the propulsion for a pure electric and hybrid-electric version of the Cessna Caravan in an agreement with Surf Air, a Los Angeles-based electric aviation and air travel company, converting more than 150 aircraft.

About magniX

Headquartered in Everett WA, magniX is dedicated to enabling an era of clean and affordable commercial air travel with all-electric propulsion. magniX offers a range of revolutionary solutions including all-electric motors – which produce zero emissions and increased efficiency for various aviation applications. For more information, please visit www.magnix.aero

Contact
FINN Partners for magniX
magniX@finnpartners.com

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SOURCE magniX

The above press release was provided courtesy of PRNewswire. The views, opinions and statements in the press release are not endorsed by Gray Media Group nor do they necessarily state or reflect those of Gray Media Group, Inc.

Title:

Content: Raytheon Technologies’ ambitions to advance hybrid-electric flight have taken a significant step forward with the completion of a rated power test of a 1MW electric motor-generator developed by its Collins Aereospace subsidiary.

The motor will subsequently be combined with a Pratt & Whitney Canada thermal engine to form the core of a new hybrid-electric propulsion system which will next year be flight tested aboard a modified De Havilland Canada Dash 8-100.

Source: Pratt & Whitney Canada

Flights will take place aboard modified Dash 8-100

Collins says the new electric motor will deliver four times the power and twice the voltage, with half the heat loss and half the weight than its current highest-performing units.

Development of the motor is taking place at Collins’ facilities in Solihull, UK, with tests taking place at the University of Nottingham’s Institute for Aerospace Technology.

Eric Cunningham, vice-president electric power systems at Collins, says although the test motor is sized at 1MW, its design is scalable to cover a broad range of applications.

“It’s much easier to scale down than it is to scale up: it’s a lot easier to convince the world that you can make a 200kW motor after you have already demonstrated a 1MW motor.”

Completion of the rated power test means the motor has delivered the stated 1MW output in laboratory conditions.

In December last year it was combined and run with the gas turbine engine in P&WC’s facility in Longueuil, Quebec, but the latest test was “really an opportunity to put it back on the test stand and really push this thing to one megawatt.

“We actually pushed it a little bit over but we made sure we could hit those power levels, verify those.”

Source: Collins Aerospace

1MW-class motor is based on scalable design

Todd Spierling, senior technical fellow – electrification at Collins, says the tests went to plan: “It met predictions and did what it needed to do.” Although there were minor issues with the test equipment that meant it was “not a walk in the park”, he says, “we were able to step our way up and meet the numbers.”

Cunningham says the motor uses a radial-flux architecture, which was selected due to the “speed ranges we are dealing with, as well as the power levels”.

The propulsion system and batteries will later be integrated on the Dash 8-100 aircraft, replacing one of its two PW120 turboprop engines, with flight testing targeted to begin in 2024. P&WC has yet to disclose details of the new thermal engine, however.

The project is supported by the governments of Canada and Quebec.

The airline industry aims for net-zero emissions by 2050, relying on sustainable aviation fuel to reduce carbon emissions.

Title:

Content: Science·What on Earth?

The airline industry is working on cleaner fuel — but how quickly can it decarbonize flying?

In this week's issue of our environment newsletter, we look at how the airline industry is trying to decarbonize and hear about climate "heroes" across Canada.

Also: 2022 was a hot year for heat pumps

Our planet is changing. So is our journalism. This weekly newsletter is part of a CBC News initiative entitled "Our Changing Planet" to show and explain the effects of climate change. Keep up with the latest news on our Climate and Environment page.

Sign up here to get this newsletter in your inbox every Thursday.

April 22 is Earth Day. But as a What on Earth? reader, you know we celebrate Earth Day all year long.

This week:

  • The airline industry is working on cleaner fuel — but how quickly can it decarbonize flying?
  • 2022 was a hot year for heat pumps
  • Across Canada, 'climate champions' are taking action in their own communities

The airline industry is working on cleaner fuel — but how quickly can it decarbonize flying?

Canadians love to travel, but we know that every flight produces CO2 emissions that contribute to climate change.

While the airline industry currently contributes only 2.5 per cent of CO2 emissions, there's fear that it could increase significantly by the end of the century. The industry is looking at ways to achieve net zero emissions by 2050, and one major pathway is to explore the use of greener fuel. Here's a look at what that means, and what the challenges are.

What is sustainable aviation fuel?

Sustainable aviation fuel (SAF) is fuel derived from agricultural or synthetic materials (such as plants or animal fats) and recycled waste products (such as cooking oils) that can produce kerosene in jet engines. Simply put, it's cleaner fuel.

It is used as a "drop-in" additive to traditional fuels in order to cut CO2 emissions.

While there have been experiments with electrifying smaller planes, the batteries are too large for commercial planes, where every ounce of weight matters. This is why SAF is seen as vital in reducing aviation CO2 emissions.

Since SAF was first used in commercial aviation in 2011, more and more airports and airlines around the world have been integrating the cleaner fuel. The Trudeau International Airport in Montreal began providing SAF in 2016, while Pearson International Airport in Toronto began providing it in 2021. To date, globally, there have been more than 450,000 flights that have used this type of fuel.

Even so, according to a 2021 working paper by the International Council on Clean Transportation, SAF production accounts for less than 0.05 per cent of global jet fuel demand.

What are some challenges?

"The biggest criteria [for SAFs] … is something called freeze point, which is the temperature at which molecules start to solidify," said David Bressler, a professor at the University of Alberta's faculty of agricultural, life and environmental sciences.

Typically, gas-turbine airplanes use fuels called Jet-A or Jet-A1, which are special types developed for the colder temperatures found at higher altitudes. Jet-A fuel has a freeze point of –40 C, while Jet-A1 has a freeze point of –47 C. Jet-B fuel has a much colder freeze point of –60 C. (There are other types of fuel, but these are the most common.)

Replacing traditional kerosene fuel with SAFs means ensuring that the fuel can have similar freeze points. But there are other wide-ranging challenges, says Jim Harris, a partner at the consultancy Bain & Company who specializes in aerospace.

One is getting SAF up to an industrial scale, which Harris says requires a "real learning curve." He noted that historically, ramping up similar chemical processes has taken several generations to get it right.

Then there's the concern over inconsistencies in waste products — such as corn stover — which Harris said makes it more difficult to run at an industrial scale. Another consideration is using agricultural land for jet fuel rather than food. And finally, will the consumer be willing to pay for it?

Harris said that at the moment, the cost of SAF isn't prohibitive, but that's because the amount dropped into regular fuel is just a small fraction.

"But when you start to talk about 40 per cent, 50 per cent, 60 per cent of fuel replacement, that becomes a big deal very quickly," Harris said. "Passengers are very price elastic, and small changes in price equal big changes of demand. And so we are worried that the industry can't simply absorb significantly higher fuel costs and still make travel affordable."

Will the airline industry reach net zero?

Last year, the Montreal-based International Civil Aviation Organization agreed to a "long-term global aspirational goal" of net-zero carbon emissions by 2050. Transitioning to SAF is a big part of that.

Harris says that while the commitment is shared by the International Air Transport Association, and even companies like Boeing and Airbus, he feels the 2050 target is unlikely to be met.

"The pace of technology evolution … just makes that really hard in this timeframe. Even if you could introduce fully green propulsion in the early 2040s, it won't make up a significant portion of the fleet by 2050 to really matter."

He believes reducing the frequency of air travel, in combination with the development of SAF, may be a better way to hit the target sooner.

"We think a more realistic approach here is that aviation needs to show they're making real progress, they need to show that there's a path."

Nicole Mortillaro

Reader feedback

Richard Killey:

"Great article about how restoring wetlands can save money. For years, I have been noticing construction in certain areas and commenting to my friends that it's a bad idea. Nature does not forget. Especially water tables, etc. I hope studies like the one mentioned in the article will help communities all over the country deal differently with nature when we humans want something more convenient."

Write us at whatonearth@cbc.ca.

Old issues of What on Earth? are right here

CBC News has a dedicated climate page, which can be found here.

Also, check out our radio show and podcast. This week, we head to Prince Edward Island, where a wall is separating more than land and sea. It's creating a gulf between residents and the government that promised to protect the shorelines in the face of climate change. What On Earth airs on Sundays at 11 a.m. ET, 11:30 a.m. in Newfoundland and Labrador. Subscribe on your favourite podcast app or hear it ondemand at CBC Listen.

***And watch the CBC video series Planet Wonder featuring our colleague Johanna Wagstaffe here

The Big Picture: 2022 was a hot year for heat pumps

In many ways, it seems like 2022 was the year that heat pumps reached critical mass, at least in the popular imagination. As the graphic below shows, heat pump sales grew by more than 10 per cent worldwide — and nearly 50 per cent in Europe — according to the International Energy Agency

Heat pumps use electricity to transfer heat in and out of buildings, effectively fulfilling the role of both a furnace and an air conditioner. Increased interest in the technology is largely down to a growing desire to reduce fossil fuel use in residential and business heating. The large jump in heat pump deployment in Europe can be explained by generous government subsidies (particularly in France, Germany and Italy), but Russia's invasion of Ukraine in February 2022 is also a major factor. It forced many countries to reconsider their reliance on Russian natural gas, and in March 2022, the European Commission said it would super-charge the heat pump rollout, aiming to double annual installations in the EU over the next five years.

The numbers in Canada aren't as impressive — heat pumps only comprise six per cent of residential heating in this country. But the numbers are higher in the Maritimes (in New Brunswick, it's 32 per cent), and the federal government now provides subsidy programs to help people make the switch.

Hot and bothered: Provocative ideas from around the web

Across Canada, 'climate champions' are taking action in their own communities

Climate change can feel like an impossible problem, with complex solutions out of reach for most of us. But when the What On Earth radio show asked listeners to nominate climate champions in their communities, there was a flood of responses.

From coast to coast, people are striving to make the world a better place with on-the-ground work in their communities. Listeners nominated their partners, family members, colleagues and neighbours for an astonishing variety of climate action.

Here are a few people finding ways to make a difference.

Sunil Singal (photo above) in Vancouver is president of the grassroots, volunteer-led advocacy group Force of Nature Alliance, which was part of the campaign that saved Burnaby's Fraser Foreshore Park from city council's plan to build an organic waste facility on the wetland. Singal spends his evenings on behind-the-scenes work, organizing meetings and campaigns and reaching out to elected officials.

"We're in a climate emergency, so every chance I have, I try to spend as much time as I can working on these things," he told What On Earth host Laura Lynch. "Most elected officials are happy to chat about what your concerns are and how they can address them."

A Williams Lake, B.C.-based team, including songwriter and facilitator Shannon O'Donovan and the young singers and songwriters in the Williams Lake Climate Change Youth Group, were nominated for their song We Can Think It Out, which gives voice to the complex emotions young people feel about climate change.

"I really thought that our song was quite inspiring and I really wanted to be part of something that would help people and keep climate change from destroying our lands," said 11-year-old singer Raven Shepherd.

Justice Morningstar in Ottawa is the manager of the 20/20 Catalysts program at Indigenous Clean Energy, a training program that helps participants move clean energy projects forward in their home communities.

"'It's life-changing' is one of the main things I've heard from all our alumni — that going through the 20/20 Catalysts program has changed their lives completely," she said. "It shifted their mindset and they are able to drive their projects forward in ways that they couldn't even imagine before the program."

Nina Newington, from Mount Hanley, N.S., is an activist who's been arrested for her peaceful efforts to protect old-growth forests from logging.

"I think if there's a way through the climate and biodiversity crisis, it's actually going to take us to a better society," she said. "It's going to take us to a better way of being with each other and a less colonial mindset."

Chris Taggart in Ottawa created the Slack group Electrify 613 and the new website electrific.co to help people share information about how to make their homes more climate-friendly.

"Having kids and then seeing them grow and then seeing the future they're set up to inherit and knowing that we have choices and changes that we can make now to alter that future really inspired me to take some initiative and … try to do something to move things forward," he said.

Claire Kraatz in Calgary is the co-lead of Alberta's chapter of the climate advocacy group For Our Kids and was nominated as a champion for her work on the Alberta campaign to electrify school buses.

"I see myself as a very concerned parent who really just wants to make a small difference and try and push the needle or push that ball up the hill so that once it gets to the top, maybe we can start to see that momentum down the hill," she said.

Bruno Hoffman splits his time between his South Surrey home and his boat in Pender Harbour, B.C., and was inspired by his love of the ocean to create The Green Boater, an online resource for seafarers that includes information about how to reduce emissions at sea — from electric boats to cleaner-burning engines.

"My little part of the world is talking to boaters and seeing if we can just help them do one thing, just change one little thing times a million, and maybe we can have an impact on the ocean," he said.

Andrew Mills from Calgary is the president of the Eco-Solar Home Tour Society of Alberta, which offers free tours of energy-efficient homes around the province.

"It's about changing perceptions," he said. "Even in a province like Alberta, where everybody says, 'Oh, gas is the only way to heat,' you can actually get people looking at renewables, get people looking at their carbon footprint and … going down a path that is a little bit more sustainable."

Rachel Sanders

Do you know a climate champion in your community? You can send a nomination anytime to earth@cbc.ca.

Stay in touch!

Are there issues you'd like us to cover? Questions you want answered? Do you just want to share a kind word? We'd love to hear from you. Email us at whatonearth@cbc.ca.

Sign up here to get What on Earth? in your inbox every Thursday.

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now

What is the main objective of the ReFuelEU Aviation initiative?

To increase demand and supply for sustainable aviation fuel

Sustainable aviation fuel currently accounts for less than 0.05% of global jet fuel demand, but is expected to grow significantly.

Sustainable aviation fuel can reduce carbon emissions by up to 80%.

Title:

Content: We have completed maintenance on DiscoverMagazine.com and action may be required on your account. Learn More

Sustainable Air Travel Could Happen, Although the Options are Challenging

Could we ever fly sustainably? Learn why that answer is yes and what types of fuel could help the environment.

By Miranda Lipton
May 23, 2024 1:00 PM
(Credit: Ivan Marc/Shutterstock)

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The airline industry spews about 800 megatons of CO2 into the atmosphere each year, roughly 2 percent of total greenhouse gas emissions. There is an increasingly need to decarbonize air travel, but that doesn’t mean that we’ll be cutting the cord on it anytime soon.

Air travel is imperative for global connectivity, with roughly 100,000 flights in transit every day carrying people and goods around the world. Aircrafts come with a lengthy list of qualifications, like the need to be lightweight, fuel efficient, reliable, cost effective, quickly refuelable, and able to fly long distances – it’s not so easy to change them.

The looming question that emerges is: Can flying ever truly be sustainable? Maybe it can, though biofuels are likely a near-term bridge to a future in which aircrafts are powered by hydrogen or even electricity. But none of these options come without their set of challenges.

Sustainable Aviation Fuel

November 2024 marked a milestone in the field of aviation. Virgin Atlantic's Flight100, a Boeing 787, embarked on the world's first transatlantic flight from London to New York powered entirely by biofuel – fuel derived from organic matter rather than fossil fuels.

The fuel, known in the industry as Sustainable Aviation fuel (SAF), is derived from renewable or recycled waste such as corn grain, oil seeds, algae, other fats, oils, and greases, agricultural residues and more. It boasts substantially fewer carbon emissions — up to 70 percent less than traditional jet fuel.

Parallel to the advancements in SAF, H2Fly’s hydrogen-powered four-seater aircraft took to the skies in Slovenia late last year.

“Alternatives for liquid fuels in aviation are largely hydrogen or electrical, but those technologies are nowhere near where we are with SAF,” says Andrew Chen, principal of aviation decarbonization at RMI. “The beauty of SAF is it’s a drop-in fuel,” so it can go into existing aircrafts, says Chen.

Read More: Airlines Prepare for Greener Future

What Does SAF Come From?

Flight100 set a record as the longest flight to use 100 percent SAF, challenging the current 50 percent SAF blending limit for commercial flights. Flight100's liquid blend consists predominantly of material from waste fats, and a small portion of synthetic kerosene, a type of jet fuel made from plant sugars.

Although some SAF can be created through the utilization of already-available waste materials, a much larger portion will have to be manufactured. This can be done through growing feedstocks, the organic materials used to produce biodiesel – which can be environmentally taxing in itself.

“You need a lot of land to grow all those crops, there’s only so much waste material that you can make liquid fuels from. You don’t even have enough waste oils from all the world’s restaurants to power one airport,” says Lewis Fulton, director of the Energy Futures Program at the University of California Davis.

Aamir Shams, senior associate of climate aligned industries/aviation at RMI called out the steep competition for feedstocks among industries, and the necessity to explore new feedstocks that do not require land usage – such as algae and camelina.

SAF can also be created using electricity and carbon waste, which Fulton points to as the most feasible long-term option – as they don’t require nearly the land that biofuels do. That is, if they can be accessed at a reasonable price point.

“Then it becomes a question of whether you can get enough CO2 to support the volume that you need. CO2 is expensive,” says Fulton.

Read More: The Other Solar Power: How Scientists Are Making Fuel From Sunlight and Air

Shifting to Sustainable Travel

Biofuels are cheaper to produce, and the manufacturing infrastructure is already in place to do so, making them the near-term alternative that airlines are looking to. As of 2022, over 30 airlines have announced their plans to shift to SAF.

To use hydrogen in an aircraft, it needs to be stored as either a liquid or a gas.

Storing liquid hydrogen requires extremely low temperatures, which complicates its use, but by opting for liquid over pressurized gaseous hydrogen, H2Fly could double its fuel capacity and flying range.

Electric air travel struggles with the same limitations as it relates to flying range. Electric aircrafts already exist and are flying short-distance commercial routes, but Chen says the battery technology won’t be able to sustain medium to long haul flights until at least 2030.

Yet the energy efficiency of battery-powered aircrafts is distinctly advantageous – about 70 percent of the energy used to charge the battery can actually be utilized by the aircraft, whereas hydrogen and synthetic fuel hover at an efficiency of around 20 to 30 percent.

Read More: How the U.S. Could Have an All-Renewable Energy Grid

The Costs of Sustainable Flights

With SAF as the leading short-term prospect for an alternative jet fuel, governments, corporations, and airlines are scrambling to create an economic outcome that makes it feasible for the typical consumer.

Traditional kerosene jet fuel in the U.S. retails around $2.85 a gallon, while SAF hovers around $6.69 per gallon. The premium price stems from the scant availability of SAF, paired with the high costs of producing and blending the sustainable fuel.

Even with a prioritization on the cheaper fuels, projections indicate that by 2030, the shift to SAF could translate into an increase in ticket prices ranging from $3 to $14.

However, unlike the technological hurdles that come with hydrogen, “the challenge with SAF is not the technology, it’s the mandates,” says Orlando O. Spencer from OOS Group.

Government policies and shifts in carbon pricing and subsidies could play pivotal roles in narrowing this cost disparity. President Biden created tax credits for farmers using land to create biodiesel, and a target through the U.S. SAF Grand Challenge for the U.S. to produce 35 billion tons of SAF per year by 2050, with a near-term goal of 3 billion by 2030.

And while governments can stimulate production, corporations will need to contribute the bulk of the initial capital to support it. Governments worldwide have begun to recognize the importance of SAF, with mandates in the U.S., U.K., and EU aiming for a 10 percent SAF usage by 2030.

Read More: How to Save Planet Earth

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Adopting sustainable aviation fuels and electric propulsion will require infrastructure changes, technological advances, and policy updates.

Title:

Content: Powering the sustainable aviation revolution

Atkins aerospace experts predict 44,000TWh of energy will be needed annually by 2070 to produce new, sustainable aviation fuell

A recent report released by sustainable aviation experts at Atkins, a member of the SNC-Lavalin Group, has cautioned that meeting the net zero targets set for 2050 in the aviation industry will necessitate significant changes in sustainable energy and fuel production infrastructure, particularly if commercial air transport continues to expand as expected.

The white paper, titled "Alternative Fuels for Sustainable Aviation," highlights that reducing carbon emissions in the aviation sector is not solely dependent on aircraft emissions. The report recommends the use of a mixture of alternative fuel options such as SAF, eFuel, Hydrogen, and batteries to achieve the most effective solution.

However, it also warns that the industry must be ready for the significant implications of utilising these alternative fuels and batteries to achieve the most effective solution. However, it also warns that the industry must be ready for the significant implications of using these alternative fuels and emphasises the significant impact on future energy demand that will be required to produce them.

Will we be generating enough aircraft fuel?

Based on estimated energy efficiencies and the predicted fuel mix, Atkins predicts that generating the necessary global aircraft fuel demand will require 44,000 TWh of energy per year by 2070. This represents a 5700% increase from current aviation energy generation requirements and is almost double the world’s current electricity demand.

It's not just energy generation that is now a concern, other considerations, such as fuel transportation and storage requirements, will also have to be taken into account.

Andrew Caughey, Sustainable Aviation Lead – Aerospace, Atkins says: “Aviation emissions are hard to abate, but not impossible. The sector is making huge strides in its efforts to accelerate the development of new fuels and aircraft that will help deliver zero emission flight. These advances have a wider impact beyond the aerospace industry. Whilst the future mix of low carbon alternative fuel is yet to be determined, the production, storage and transportation of fuels has implications for energy and airport infrastructure and their emissions need to be considered across the whole lifecycle, from ‘source to force’.

“Regions, governments, airports and the wider industry must adopt a holistic approach to scenario modelling when creating masterplans for the infrastructure and ecosystems that will drive the future of sustainable aviation. By understanding the full fuel mix and energy demands for sustainable aviation, governments can use the insight to inform their policy makers and actions – whether that be introducing emissions KPIs, green fuel subsidies, demand management or investing in innovation and development. Integrated system-level planning is vitally important in achieving the transition and must take into account future energy predictions.”

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What is Airbus doing to achieve sustainable aviation?

It is working on adopting innovative strategies.

By 2040, 45,000 fuel-efficient aircraft are expected to be delivered at a cost of $2.9 trillion.

The Middle East will need 3,000 commercial planes in the next 20 years, worth $765 billion.

Airbus and Boeing expect to sell 39,000 and 43,000 planes, respectively, over the next 20 years.

Airbus has won an order for 292 fuel-efficient aircraft in China, where air traffic is expected to double in 20 years.

Title:

Content: While the aviation industry attempts to clear our skies with zero-emission flights, there are some challenges electric planes need to overcome to transition to a carbon-free future.

As our planet’s skies continue to get clogged by air traffic, many aviation companies have turned to a cleaner, quieter and more sustainable way to travel: all-electric planes.

Global aviation, one of the largest polluters of our atmosphere, produces roughly 915 million tonnes of carbon dioxide a year.

George E Bye, CEO of Bye Aerospace, began “to visualise the possibilities and understand the potential benefits of ‘green’ aviation about 20 years ago.”

“Electric aviation is significantly more efficient — an electric aeroplane could potentially reduce operating costs by 80 percent as compared to traditional, conventional and general aviation aircraft,” Bye told TRT World.

Bye, who has been an aviator his entire life, views the transition to electric aviation as “a slowly maturing change in technology” that the “industry needs and is, thankfully, embracing.”

The airline industry alone makes up around 2.1 percent of human-induced carbon dioxide emissions, transporting 4.5 billion passengers across the world in 2019, according to research from the non-governmental organisation Air Transport Action Group (ATAG).

Aviation, which makes up 12 percent of emissions from transportation sources, is striving to achieve net-zero carbon emissions by 2050, and yet flights globally are expected to double in the next 20 years.

READ MORE: 'Now or never': UN urges action to avoid climate catastrophe

Change in technology

While other parts of the transportation industry have been pursuing cleaner forms of travel for decades, electric planes have lagged behind due to challenges with technology and governmental certification.

The most common tech struggle companies have faced is designing a light battery that produced enough power for a large plane’s electric motor over long distances — as batteries are less energy-dense than jet fuel.

In fact, powering a 737-size jet with electricity would require a battery the size of the plane itself, NASA’s Glenn Research Center told The Guardian

“That’s just not feasible, it would be too heavy to take off, let alone fly,” said the centre’s manager of advanced air transport technology, Jim Heidmann. “Weight is quite a bit more important for planes than cars.”

But that hasn’t stopped big players from investing in electric flight alongside NASA, who created an experimental two-seater electric plane (the X-57) with an electric propulsion system.

Airline manufacturer Boeing estimates smaller electric or hybrid planes might be available sometime in the 2030s, Forbes reports.

But jumbo-jets, like its 777-sized planes, are still several decades away from flying with just electricity.

Meanwhile, Uber announced Uber Elevate, a flying taxi service that partners with electric aerospace company Joby Aviation, in 2020. Forbes reports that the service could be ready by 2023.

And to tackle the issue of batteries, Elon Musk claims batteries by his company Tesla “could achieve the needed power density for electric planes by 2023.”

In addition, companies are tackling the challenges behind battery-powered planes with hybrid models that use both jet fuel and batteries, such as LA-based start-up Ampaire.

Ampaire’s Electric EEL replaced the engine of a Cessna 337 Skymaster, saving 50-70 percent on fuel costs and 25-50 percent on maintenance, which could mean cheaper plane tickets for us all.

However, aside from tech issues, “the first and greatest limitation” for electric aircraft seems to be “bureaucracy,” Slovenian aircraft manufacturer Pipistrel told TRT World.

READ MORE: 99 percent of world's population breathes poor-quality air: WHO

Aircraft certification

Pipistrel created one of the first all-electric aeroplanes in 2017 that has since become the first electric plane certified for use by the European Union Aviation Safety Agency (EASA).

The company’s Velis Electro aircraft is “type-certified in normal categories and it is already used for VIP commercial flights” the company’s public relations manager Taja Boscarol told TRT World.

“Before we opened the ‘Pandora’s box’ with the certification of the first electric motor and emission-free aircraft, which allows commercial use of clean aviation – this was not possible at all,” said Boscarol.

“EASA solved the issue of certification and operation for the electric aircraft as the first rule-maker in the world,” said Boscarol, but other authorities have yet to follow.

In the US, electric aircraft companies apply for certification from the Federal Aviation Administration (FAA), which carries out certain checks before allowing electric aircrafts to operate, such as ensuring battery cells won't catch fire.

In 2017, the FAA amended its rules to allow electric propulsion systems in “aeroplanes weighing 19,000 pounds or less and with 19 or fewer passenger seats.”

“With these performance-based standards, the FAA delivers on its promise to implement forward-looking, flexible rules that encourage innovation,” the FAA said in a statement, highlighting the new part 23 certificate.

The certification allows companies to prepare their products for the global market, creating “regulatory harmonisation" among some of FAA’s foreign partners: the EASA, Transport Canada Civil Aviation, and Brazil’s National Civil Aviation Authority.

Bye Aerospace is among the many companies vying for global certification for its first electric aeroplane, the 2-seat “eFlyer 2.”

“We are in the early stages of a complete transformation in air travel that will take place over many decades,” Bye told TRT World. “Part of that early transformation is addressing the regulatory changes that must be approved and implemented.”

“These changes will take time, but they will absolutely be revolutionary. It is challenging but critically important for us to remain patient and vigilant,” he added.

They are anticipating the certification for the aircraft in approximately two years, with larger aircraft models to follow.

According to the company, the certification will pave the way for the aircraft to eliminate the release of millions of metric tons of carbon dioxide each year for flight training alone.

Around 170 electric aeroplane projects are currently in the works, with most designed for private, corporate and commuter travel,  according to Scientific American

Alongside Bye Aerospace and Pipistrel, Airbus, MagniX, Zunum Aero and Eviation — which designed the world's first all-electric commuter aircraft Alice — are among other big names in the industry.

The world is eagerly gearing up for a greener aviation industry as companies continue to push for a commercial breakthrough – with hints of 100-passenger electric planes by Airbus on the rise.

“Every day, more civil aviation authorities all over the world are beginning to work on changing the rules and making emission-free flight legal. This is very optimistic,” said Pipistrel’s Boscarol.

READ MORE: Airbus gets multi-billion order at Dubai Airshow

Source: TRT World

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