The global aircraft market is expected to grow significantly, with a demand for 40,850 units over 20 years.

Passenger traffic demand is expected to grow 3.6% annually over the next 20 years, driving the need for more fuel-efficient aircraft.

The Asia-Pacific region, led by China and India, is expected to drive demand for fuel-efficient aircraft and receive the largest share of new deliveries.

The Middle East and Africa are expected to drive demand for fuel-efficient aircraft, with airlines like Qatar Airways and Etihad modernizing their fleets.

North America is expected to maintain its aircraft market share due to the presence of major OEMs like Boeing and Bombardier.

North America is expected to receive 9,310 fuel-efficient aircraft deliveries from 2022 to 2041.

China's demand for fuel-efficient aircraft is expected to decrease by 2.5%, with 8,485 deliveries predicted from 2022 to 2041.

The Asia-Pacific region is expected to exhibit the highest growth rate due to the expanding aviation industry and increasing OEMs.

Airbus and Boeing are the two major aircraft manufacturers, with Airbus facing production challenges and Boeing under regulatory scrutiny.

The COMAC C919 is a Chinese-made aircraft and potential competitor to Airbus and Boeing.

The C919 has completed its first commercial flight outside China, to Singapore, with plans to expand to other Southeast Asian countries.

China Eastern Airlines has ordered 100 C919 planes from COMAC, worth $9.9 billion.

The order from China Eastern Airlines Corp may deal a blow to Boeing Co, which hasn't had a large order from Chinese carriers in years.

The aerospace industry is shifting towards greater efficiency and sustainability.

Aircraft manufacturers like Airbus and Boeing are developing more eco-friendly models with advanced materials, improved aerodynamics, and efficient engines.

Companies are exploring the use of sustainable aviation fuels (SAF) to increase its adoption.

The aviation industry aims for net-zero emissions by 2050, requiring significant infrastructure changes.

Atkins predicts 44,000 TWh of energy will be needed annually by 2070 for sustainable aviation fuel.

The industry must be ready for the implications of utilizing alternative fuels.

A mix of SAF, eFuel, Hydrogen, and batteries is recommended to reduce carbon emissions in aviation.

Fuel production, storage, and transportation have lifecycle emissions implications for energy and airport infrastructure.

System-level planning is crucial for sustainable aviation and must consider future energy predictions.

Governments can use scenario modeling insights to inform policy, introducing measures like emissions KPIs, green subsidies, and innovation investments.

The aerospace industry faces significant challenges in achieving net-zero emissions by 2050.

Some commentators think the focus on Sustainable Aviation Fuels is too narrow for net-zero emissions.

Global SAF production currently meets only 0.03% of the annual 450 billion liter requirement.

The industry is exploring alternatives like carbon capture and credits when SAF is not available.

Sustainable aviation fuels can reduce greenhouse gas emissions by up to 80% compared to traditional fossil fuels.

The UAE aims to produce 700 million liters of sustainable aviation fuels per year by 2030.

Low-carbon fuels like hydrogen are being explored to reduce aviation emissions.

International cooperation is crucial for the aviation industry's emissions reduction goals, with organizations like ICAO, IATA, and AIA promoting sustainable practices.

Research and development is critical to reducing aviation emissions, with governments and industry investing in sustainable aviation solutions.

Several companies are developing electric and hybrid-electric aircraft to reduce aviation emissions.

Airbus and Boeing are using advanced materials to improve fuel efficiency and reduce emissions in new aircraft.

Aircraft manufacturers like Boeing are using aerodynamic design enhancements to improve fuel efficiency and reduce emissions.

Boeing and other companies are incorporating more fuel-efficient engines to reduce carbon emissions.

Boeing and NASA are developing a single-aisle aircraft to reduce fuel consumption and emissions by up to 30%.

The new aircraft design features a Transonic Truss-Braced Wing to reduce fuel consumption.

The Transonic Truss-Braced Wing design reduces fuel needs by taking advantage of laminar flow.

NASA and Boeing are collaborating on a low-emission aircraft design with a combined investment of $1.15 billion.

Airbus aims to test a hydrogen-powered engine on an A380 in 2026, targeting commercial service by 2035.

Boeing is focusing on environmentally friendly traditional fuel, with hydrogen-powered aircraft not expected until after 2050.

Airbus and Boeing are incorporating fuel-efficient technologies to reduce their aircraft's environmental footprint.

Rolls-Royce plans to re-enter the narrowbody engine market using its UltraFan technology.

The UltraFan architecture suits narrowbody or widebody applications with 25,000-110,000lb thrust needs and can retrofit into existing engines.

Sustainable aviation fuel is produced from used cooking oil through collection, refining, and conversion to meet international standards.

Airlines and manufacturers are scaling up sustainable aviation fuel production to meet net zero targets.

BNEF estimates SAFs could reach 7.5% of jet fuel demand by 2030, from less than 0.1% today.

SAF can reduce carbon emissions by up to 80% compared to traditional jet fuel.

IATA estimates that SAF could contribute 65% of the industry's needed emissions reductions to hit its 2050 net-zero goal.

Limited supply and infrastructure hinder SAF adoption.

Airbus has partnered with Neste to increase Sustainable Aviation Fuel availability.

Neste aims to produce 5.5 million tons of SAF per year starting in 2023.

The COMAC C919 and MC-21 are narrow-body twinjet airliners with distinct design and technology differences.

The C919 has a range of 4075-5555 kilometers.

The C919 is designed to meet international aviation standards with a focus on fuel efficiency and emissions.

China and Russia are emerging as major players in the global aviation industry with the development of the C919 and MC-21.

The C919 has over 1000 orders, and the MC-21 has 175 firm orders and several hundred more from Russian airlines.

The aerospace industry aims for net-zero emissions by 2050, driven by emerging electric and hybrid-electric propulsion technologies.

Air New Zealand aims to fly a zero-emissions plane by 2026 and has signed agreements to buy planes from four manufacturers.

Collins Aerospace has produced a 500 kilowatt electric motor prototype for the Airlander 10 aircraft.

The Biden Administration has released a blueprint to achieve net-zero emissions in the U.S. transportation sector by 2050.

NASA is partnering with Pratt & Whitney to develop low-emission aviation engine technology for next-generation aircraft.

Advanced materials like solid-state batteries and supercapacitors are expected to improve electric and hybrid-electric aircraft efficiency and range.

LYTE Aviation and Lange Aviation are partnering to develop sustainable aviation technologies.

Raytheon, Collins Aerospace, and Pratt & Whitney are testing a hybrid turbo-prop engine that could cut air travel emissions by 30 percent.

Airbus is developing a hybrid engine for more efficient performance and a hydrogen engine for its planes.

Technologies like high-dynamic energy and high-efficiency energy utilization are being developed to improve aircraft efficiency and sustainability.

Electric and hybrid-electric propulsion systems, along with advanced materials, are being researched to reduce carbon emissions and improve aircraft performance.

Sustainable aviation fuels (SAF) offer reduced carbon emissions and improved energy security as a potential alternative to fossil fuels.

The global aircraft market is expected to grow significantly, with a demand for 40,850 units over 20 years.

Title:

Content: The leaders of demand growth are expected to be Asian companies, mainly Chinese and Indian.
The total demand for aircraft in 2023-2042 will be 40,85 thousand units, including 32,630 thousand for narrow-body liners, 8,220 thousand for wide-body liners, Airbus predicts.
It is expected that in the next 20 years, the world ’ s airlines will replace about 17,17 thousand old aircraft with new, more energy-efficient liners.
In the future, the demand for aircraft will increasingly be determined by the need to replace the old generation, given that the aviation sector sets itself sustainable development goals, according to the Global Market Forecast 2023 review.
Demand for cargo aircraft in 2023-2042 is expected to reach 2,510 thousand units.
According to the forecast of Airbus, by 2042, the global fleet of aircraft will be 46,560 thousand, including 3,23 thousand cargo ships.
The average growth rate of passenger traffic in the world 2019-2042 will be 3.6%, freight - 3.2%, Airbus expects.
Last year, the aerospace corporation predicted total demand for aircraft in the next 20 years at 39,490 units.

Passenger traffic demand is expected to grow 3.6% annually over the next 20 years, driving the need for more fuel-efficient aircraft.

Title:

Content: Dubai: Qatar Airways and Airbus have moved on from their dispute over the A350s and undertaken a repair project to get the planes back in the skies, according to a senior official with the European aircraft maker.

Mikail Houari, President of Airbus’ Africa and Middle East operations, stressed that the settlement was not an admission of liability for either party. He also projected short-term pressures to air traffic because of a bleak global GDP outlook.

IATA, in its December report, said international traffic in 2022 climbed 152.7 per cent vs 2021 and reached 62.2 per cent of 2019 levels. How do you see the trend holding up in 2023?

Also read

Air traffic has been recovering continuously since travel restrictions were lifted, with a few notable exceptions. We expect short-term pressures from limited global GDP outlook, fluctuations in oil price and higher inflation, but these are likely to normalise within a few years. According to our latest forecast, demand for passenger traffic will grow annually by 3.6 per cent over the next 20 years.

According to your new annual report, gross commercial aircraft orders increased to 1,078 compared to 771 in 2021. Any projections for 2023?

Clearly, there is demand for Airbus products as demonstrated by the strong order book. While orders will remain strong, we can't expect every year to be a record one. The Airbus backlog stands at over 7,200 aircraft.

Assuming no additional disruptions to the world economy, air traffic and our ability to deliver products and services, our target is to achieve 720 commercial aircraft deliveries in 2023.

Airbus and Qatar Airways recently settled their dispute over the grounded A350 jets. How was this agreement reached?

Qatar Airways and Airbus are pleased to have reached an amicable and mutually agreeable settlement in relation to their legal dispute over A350 surface degradation and the grounding of A350 aircraft. A repair project is now underway and both parties look forward to getting these aircraft safely back in the air.

The details of the settlement are confidential and the parties will proceed to discontinue their legal claims. The settlement agreement is not an admission of liability for either party. This agreement will enable Qatar Airways and Airbus to move forward and work together as partners.

What kind of delays are you facing because of labour shortages affecting European countries right now?

We have moved from demand to supply pressures. The uncertainties along the supply chain are likely to continue for some time. But we also see that the overall supply chain challenges appear to be stabilising.

We maintain our assessment that the situation on the supply side will remain difficult in 2023. We have taken strong measures to deal with this additional complexity and to protect our ramp-up.

After 18 months of stability, our suppliers have transitioned from a full COVID-19 crisis mode to a ramp-up mode. This happens in a context of high prices, low stocks and re-hiring. We provided more visibility to suppliers than before - and this also gives us better visibility on their side for potential operational difficulties.

What’s next in the partnership with Etihad with respect to the A350?

Airbus’ Sustainability Engagement Program aims to investigate ways of improving aviation’s environmental performance, by providing a holistic view of short and long-term initiatives surrounding the Airbus fleet.

The Airbus A350 lies at the base of the ‘Sustainability50’ program, a partnership with Etihad, formed in 2021 to support the UAE’s road to achieving net zero emissions by 2050. The A350-1000 is setting new standards in air travel, with a 25 per cent reduction in fuel burn and emissions.

As part of our partnership with Etihad, we are working on exploring channels of cooperation in various areas such as sustainable aviation fuel, waste and weight management, and data driven analysis etc.

Are similar alliances in the works with other regional airlines such as Emirates?

Airbus is working towards the decarbonisation of aviation and is fully aligned with other industry actors. The journey to achieve Net Zero requires collaboration and investment and we are always open to opportunities and partnerships that have the potential to advance the decarbonisation of the aviation industry.

How much time do you anticipate it will take global airlines to fully transition to sustainable aviation fuel?

Over 100 million litres of SAF were produced in 2021 and according to IATA, more than 50 airlines around the world have experience with SAF. SAF can reduce emissions by up to 80 per cent on average during its full lifecycle.

The main challenge remains the emergence of a market to generalise the use of SAF. SAFs would have to be massively scaled up, and this could require investment anywhere from $10 billion to as much as $40 billion and upwards.

Currently, all Airbus commercial aircraft are capable of flying with an up to 50 per cent SAF blend mixed with kerosene and are targeted to be capable for 100 per cent SAF use in flight by the end of this decade.

Are all airlines, governments and fuel suppliers prepared for this transition?

This is a journey that all industry stakeholders have to collaborate on to achieve the desired outcome. There is a rising momentum in the aviation sector as governments and airlines align sustainability goals. We are already seeing governments and private sector undertake projects and announce initiatives to enhance sustainability (and) decarbonise the sector.

Which are the key markets that are specifically buying the A350?

We currently have 925 A350s on order from 54 customers. Qatar Airways is the largest operator of the A350, but we expect there to be ongoing demand for the aircraft as regional airlines move towards fleet modernisation and undertake carbon reduction initiatives.

The A350 family is a leader in sustainability fitted with the latest innovations that are redefining the future of flying. The A350 offers 25 per cent less fuel burn and CO2 emissions and 50 per cent less noise footprint compared to previous generation aircraft. Its versatility is evident with its flying range of up to 9,700nm/18,000 km.

What steps has Airbus taken to reduce its carbon footprint? Do you think it’s justified to target the aviation industry alone for carbon dioxide emissions?

We want to take a leadership position and are accelerating our own decarbonisation journey. We aim at reducing our industrial environment footprint at sites worldwide, developing a more circular model to optimise use of materials and reduce use of critical resources, and enhancing our product and services portfolio to positively contribute to climate change mitigation and adaptation.

We have the ambition to develop the world’s first zero-emission commercial aircraft by 2035 to ensure future generations can enjoy flying as much as we do. The aviation industry represents approximately 2.5 per cent of global human-induced CO2 emissions, surpassing the emissions contribution from many other industries.

We believe that aviation is not the problem but emissions are. Aviation will remain an essential mode of travel for the world, while being a crucial sector to many economies of the world in terms of its contribution to the gross domestic production.

Air India will acquire 250 Airbus aircraft. Over what duration will these planes be delivered?

The commitment includes 140 A320neo and 70 A321neo single-aisle aircraft as well as 34 A350-1000 and six A350-900 wide-body jets that will mark a new era for the country as the all-new, long-range aircraft celebrates its debut in the Indian market. Deliveries are set to commence with the first A350-900 arriving by late-2023.

What is Airbus doing to achieve sustainable aviation?

It is making efforts to improve aircraft efficiency.

The Asia-Pacific region, led by China and India, is expected to drive demand for fuel-efficient aircraft and receive the largest share of new deliveries.

Title:

Content: The leaders of demand growth are expected to be Asian companies, mainly Chinese and Indian.
The total demand for aircraft in 2023-2042 will be 40,85 thousand units, including 32,630 thousand for narrow-body liners, 8,220 thousand for wide-body liners, Airbus predicts.
It is expected that in the next 20 years, the world ’ s airlines will replace about 17,17 thousand old aircraft with new, more energy-efficient liners.
In the future, the demand for aircraft will increasingly be determined by the need to replace the old generation, given that the aviation sector sets itself sustainable development goals, according to the Global Market Forecast 2023 review.
Demand for cargo aircraft in 2023-2042 is expected to reach 2,510 thousand units.
According to the forecast of Airbus, by 2042, the global fleet of aircraft will be 46,560 thousand, including 3,23 thousand cargo ships.
The average growth rate of passenger traffic in the world 2019-2042 will be 3.6%, freight - 3.2%, Airbus expects.
Last year, the aerospace corporation predicted total demand for aircraft in the next 20 years at 39,490 units.

The Middle East and Africa are expected to drive demand for fuel-efficient aircraft, with airlines like Qatar Airways and Etihad modernizing their fleets.

North America is expected to maintain its aircraft market share due to the presence of major OEMs like Boeing and Bombardier.

Title:

Content: Aircraft Lighting Market Expected to Achieve USD 4.41 Billion Value by 2030, Report by Fortune Business Insights™

The global Aircraft Lighting Market covered major segments By Aircraft Type (Fixed Wing and Rotary Wing), By Lighting Type (Interior Lights and Exterior Lights), By Point of Sale (OEM and Aftermarket), and Region.

Pune INDIA

Pune, India, Sept. 14, 2023 (GLOBE NEWSWIRE) -- The global aircraft lighting market size was valued at USD 2.26 billion in 2022 and is projected to grow from USD 2.50 billion in 2023 to USD 4.41 billion by 2030, exhibiting a CAGR of 8.45% during the forecast period.

The demand for luxury features in aircraft for high-end customers has created an opportunity for OEMs to produce and acquire aesthetically pleasing and luxurious lighting solutions. These lighting systems aim to enhance passenger comfort and safety during flights at high altitudes. Fortune Business Insights presents this information in their report titled "Global Aircraft Lighting Market, 2023–2030."

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Major Players Profiled in the Aircraft Lighting Market Report:

  • Astronics Corporation (U.S.)
  • Aveo Engineering Group s.r.o (Czech Republic)
  • Bruce Aerospace (U.S.)
  • Cobham plc (U.K.)
  • Collins Aerospace (U.S.)
  • Diehl Stiftung & Co. KG (Germany)
  • Honeywell International Inc. (U.S.)
  • Luminator Technology Group (U.S.)
  • Oxley Group (U.K.)
  • Safran (France)
  • Soderberg Manufacturing Company (U.S.)
  • STG Aerospace Limited (U.K.)

Report Scope & Segmentation:

Attributes Details
Forecast Period 2023-2030
Forecast CAGR 8.45%
2030Value Projection USD 4.41 billion
Market Size in 2023 USD 2.50 billion
Historical Data 2019-2021
No. of Pages 200
Report Coverage Revenue Forecast, Company Profiles, Competitive Landscape, Growth Factors and Latest Trends
Segments Covered
  • By Aircraft Type
  • By Lighting Type
  • By Point of sale
Regions Covered
  • North America
  • Europe
  • Asia Pacific
  • Latin America
  • Middle East and Africa
Aircraft Lighting Market Growth Drivers Rising Demand and Adoption of Energy-Saving Aircraft Lighting Supports Market Growth
Rising Aircraft Refurbishment Drive Market Growth by Extending Lifespan of Older Aircraft

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https://www.fortunebusinessinsights.com/aircraft-lighting-market-104658

COVID-19 Impact

Disrupted Supply Chain and Decreased Demand Deterred Growth

The aviation industry was significantly impacted by the pandemic, leading to various challenges such as decreased passenger air traffic, delays in aircraft deliveries, and cancellations of aircraft orders. Furthermore, halt in airport operations, including the procurement of new aircraft and the creation of demand, disrupted the production process and the overall supply chain in aircraft production and procurement.

Segments

Fixed-Wing Dominates the Market with Strong Global Demand

By aircraft type, the market is segmented into fixed-wing and rotary-wing. The fixed-wing segment holds the largest market share, driven by robust global demand and widespread presence. The surge in demand for both commercial and military aircraft is a key factor contributing to the growth of the fixed-wing segment in the market.

Surging Demand for Premium Lighting Solutions Drives Growth of the Interior Lights Segment

By lighting type, the market is divided into interior lights and exterior lights. Due to the increasing utilization of modern-generation mood lighting and LED lights to ensure enhanced passenger safety and comfort, the interior lights segment is projected to experience substantial growth.

Customization and Maintenance Drive Dominance of Aftermarket Segment

By point of sale, the market is classified into aftermarket and OEM.
Driven by the increasing need for customized aircraft lighting, higher aircraft flight hours, growing air passenger traffic, and manufacturer-specified detailed inspections and bulb replacements, the aftermarket segment is projected to dominate the market over the forecast period.

By region, the market is segmented into North America, Asia Pacific, Europe, the Middle East, and the rest of the world.

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Report Coverage:

The report offers:
 • Major growth drivers, restraining factors, opportunities, and potential challenges for the market.
 • Comprehensive insights into regional developments.
 • List of major industry players.
 • Key strategies adopted by the market players.
 • Latest industry developments include product launches, partnerships, mergers, and acquisitions.

Drivers and Restraints

Rise of LED Lights to Fuel Growth Driven by Energy Efficiency and Versatility

LED lights have gained preference over traditional bulbs in recent times due to their numerous advantages and versatile applications. This trend is expected to accelerate the development of energy-efficient LED lights for both exterior and interior use in aircraft. LED lights offer lower operational costs compared to other lighting options like fluorescent lamps. As a result, the adoption of LED lights and other advanced lighting systems is driving the growth of the market.

However, backlog of existing aircraft orders and delayed deliveries may stifle the aircraft lighting market growth.

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Detailed Table of Contents:

  • Introduction
    • Research Scope
    • Market Segmentation
    • Research Methodology
    • Definitions and Assumptions
  • Executive Summary
  • Market Dynamics
    • Market Drivers
    • Market Restraints
    • Market Opportunities
  • Key Insights
    • Key Industry Developments – Key Contracts & Agreements, Mergers, Acquisitions and Partnerships
    • Latest technological Advancements
    • Porters Five Forces Analysis
    • Supply Chain Analysis
    • COVID-Impact 19 Impact on Global Aircraft Lighting Market
  • Global Aircraft Lighting Market Analysis, Insights and Forecast, 2019-2030
    • Key Findings / Summary
    • Market Analysis, Insights and Forecast – By Aircraft Type
      • Fixed Wing
        • Commercial Aircraft
        • Military Aircraft
        • Regional Jets
        • Business Jets and General Aviation
      • Rotary Wing
        • Commercial Helicopter
        • Military Helicopter
    • Market Analysis, Insights and Forecast – By Lighting Type
      • Interior Lights
        • Signage lights
        • Ceiling & wall lights
        • Floor path lighting
        • Reading Light
        • Lavatory lights
      • Exterior Lights
        • Emergency lights
        • Navigation lights
        • Others
    • Market Analysis, Insights and Forecast – By Point of Sale
      • OEM
      • Aftermarket
    • Market Analysis, Insights and Forecast – By Region
      • North America
      • Europe
      • Asia Pacific
      • Middle East
      • Rest of the World

TOC Continued…!

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Regional Insights

North America's Dominance Strengthened by Leading OEMs and Technological Advancements

North America is poised to maintain its aircraft lighting market share due to the presence of major aircraft OEMs such as Boeing and Bombardier, among others. Additionally, North America's position as the largest aviation market globally drives continuous technological advancements and innovative designs for aircraft lighting, further solidifying its leadership in the market.

Asia Pacific is anticipated to exhibit the highest CAGR over the forecast period. The region's growth is attributed to the increasing number of OEMs and rapid expansion of the aviation industry.

Competitive Landscape

Key Players Diversify Services to Thrive in the Market

The global market is characterized by a high degree of fragmentation, with numerous key players operating in the industry. These players are dedicated to offering a diverse range of energy-efficient solutions specifically tailored for both fixed-wing and rotary-wing aircraft.

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Key Industry Development

  • October 2022- Jet Aviation launched a latest addition to its aircraft lighting, a 55-inches curved OLED screen. The three OLED screens are strategically placed each side above the window line.

Read Related Insights:

Reusable Launch Vehicle Market to Be Worth USD 5.41 Billion By 2030; Increased Usage of High Payload Rockets to Drive Market Forward

LiDAR Drone Market is projected to grow USD 455.0 million by 2028, at a CAGR of 17.98%

Aero Wing Market Size to grow USD 20.35 billion in 2028 with exhibiting a CAGR of 8.98%

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Attachment

North America is expected to receive 9,310 fuel-efficient aircraft deliveries from 2022 to 2041.

Title:

Content: Aircraft manufacturing giant Boeing recently released the 2022 "Civil Aviation Market Outlook" on the 18th local time.
In terms of the latest market demand forecast for the next 20 years, except for the increase in demand in North America compared to 2021, China, Europe, Latin America and other regions have decreased.
Among them, the report predicts that 9,310 will be delivered in North America from 2022 to 2041, an increase of 150 compared to the previous year.
China saw a decrease of 215 aircraft, or 2.5%, from 8,485 aircraft; Europe saw a decrease of 155 aircraft, or 1.78%, from 8,550 aircraft; and Latin America saw a decrease of 290 aircraft, or 11.46%, from 2,240 aircraft.
According to the report, the South Asian fleet continues to lead global growth at an average annual rate of 6.2%.
Led by India, the region ’ s fleet size is expected to reach more than 2,600 by 2041, nearly four times the 700 in 2019.
Southeast Asia is expected to experience the second fastest growth in the world, with its fleet expected to nearly double to 4,500 aircraft.
# South Asia # Global # Europe # Fleet # China

China's demand for fuel-efficient aircraft is expected to decrease by 2.5%, with 8,485 deliveries predicted from 2022 to 2041.

Title:

Content: Aircraft manufacturing giant Boeing recently released the 2022 "Civil Aviation Market Outlook" on the 18th local time.
In terms of the latest market demand forecast for the next 20 years, except for the increase in demand in North America compared to 2021, China, Europe, Latin America and other regions have decreased.
Among them, the report predicts that 9,310 will be delivered in North America from 2022 to 2041, an increase of 150 compared to the previous year.
China saw a decrease of 215 aircraft, or 2.5%, from 8,485 aircraft; Europe saw a decrease of 155 aircraft, or 1.78%, from 8,550 aircraft; and Latin America saw a decrease of 290 aircraft, or 11.46%, from 2,240 aircraft.
According to the report, the South Asian fleet continues to lead global growth at an average annual rate of 6.2%.
Led by India, the region ’ s fleet size is expected to reach more than 2,600 by 2041, nearly four times the 700 in 2019.
Southeast Asia is expected to experience the second fastest growth in the world, with its fleet expected to nearly double to 4,500 aircraft.
# South Asia # Global # Europe # Fleet # China

The Asia-Pacific region is expected to exhibit the highest growth rate due to the expanding aviation industry and increasing OEMs.

Airbus and Boeing are the two major aircraft manufacturers, with Airbus facing production challenges and Boeing under regulatory scrutiny.

Title:

Content: Friday 15 Dhu al-Hijjah 1445 AH - 21 June 2024 |
Programs
Watch our latest episodes online
Can China ’ s COMAC break Airbus and Boeing ’ s monopoly in the passenger jet market?
DAE Chairman Fairuz Tarapur told Reuters China ’ s state-owned COMAC has the opportunity to break Airbus and Boeing ’ s monopoly on the passenger jet production market over the next decade.
Airbus and Boeing are major aircraft suppliers to airlines, but Airbus is struggling to boost production amid record orders and Boeing is under regulatory scrutiny after a new body plate exploded in flight in January.
In a recent interview, Tarapur described the narrow-body C919, made by China Commercial Aircraft Corporation (COMAC) and compared to the Airbus A320 and Boeing 737 Max, as a “very good aircraft. ”
“Over the next decade, Comac will have a unique opportunity to break this duopoly, ” he said in Dubai this month.
"Because on the one hand Airbus has sold everything it has while Boeing is having production problems."
The Comac aircraft fly almost exclusively within China and with an Indonesian airline.
The aircraft manufacturer is seeking certification from the European Aviation Authority for its C919 while also looking for international customers.
However, aviation industry sources warn that Comac is still a long way from achieving successes at the international level especially without US or EU certifications or without more efficient aircraft.
Tarapur said demand for the plane from China and neighboring countries was "very strong" and COMAC had "a very good chance of making solid progress".
“In 30 years from now, I think we ’ re not going to talk about a binary monopoly, we ’ re definitely going to be an industry in which Comac plays a more important role. ”
Source:
• Reuters

The COMAC C919 is a Chinese-made aircraft and potential competitor to Airbus and Boeing.

Title:

Content: China's COMAC rivals Boeing and Airbus target Asia
T + T - normal size
On the first test flight of the C919 out of China, state-backed aircraft maker Comac flew to Singapore, a clear sign that potential Boeing and Airbus competitors see Southeast Asia as the best selling opportunity for overseas markets.
Comac said in a statement on Chinese social media: “This could be the cornerstone of our emerging market in Southeast Asia. ”
After Singapore, the company went to Vietnam, Laos, Cambodia, Malaysia and Indonesia.
With government support of up to $72 billion over the past 15 years, the single-aisle development is seen as a major step forward in implementing President Xi Jinping ’ s vision of China leading the technology value chain and further challenging its Western rivals, especially as Boeing ’ s safety record is being scrutinized after a door-panel exploded in January.
“The C919 has a strong opportunity to gain market share, particularly in the domestic market, ” said Mike Yumans, director of assessments and consulting at IAA Aviation Consulting, noting that rival aircraft from Airbus and Boeing are sold until around the end of this decade, but added:“ The immediate challenges for COMAC are in terms of production, meeting domestic demand, and obtaining certification to penetrate international markets. ”
Since the C919 ’ s inaugural commercial flight in May, only five aircraft have entered service domestically, all delivered to state-owned China Eastern Airlines, and Yiomans sees the Chinese market as the biggest near-term opportunity for the C919.
Although the C919 has not yet been approved by air authorities in Europe and the United States and can only operate commercially within China, aviation analysts say regulators in some Southeast Asian, African and Latin American countries could approve it faster.
Indonesia ’ s Transnusa, which is partly owned by China Aircraft Leasing Group, already operates two of the ARG21, the smaller version of the Comac.
Shakur Yusuf, founder of aviation consultancy Indow Analytics, said: “If an airline flies COMAC to countries where regulatory authorities have approved the aircraft, there is no reason for potential buyers to worry about what the US or EU are saying.
The timeline for obtaining license certificates from the EU and the US remains unclear, meaning that despite the scrutiny Boeing is under, Airbus is likely to benefit more than COMAC, according to Xiao Wenfu, a professor of transport economics at the Hong Kong Polytechnic University.
Fu also noted that the production rate of the C919 is still growing slowly, while Comac said it had received 1,061 orders as of last year from Chinese domestic airlines and air charter companies, and would likely only deliver nine aircraft this year, according to IBA.
The rate is expected to rise to 70 aircraft per year by the end of the decade, but despite this increase, the volume of production remains less than one month from Airbus ’ s capacity to produce single-aisle aircraft.
The aircraft could have an approximate 8% share of the single-aisle market in China and only 1.2% share globally by 2030, if COMAC can successfully increase production.
Willie Walsh, president of the International Air Transport Association (IATA), said: “It will probably take 20 years for COMAC to compete with Airbus or Boeing on a global scale.
Comac will be a major player in the market, but it will take some time for real international interest to emerge. ”
Two aircraft leasing companies based in Asia told the Financial Times they were reluctant to buy the C919 in bulk due to a lack of international certifications and uncertainty about customer orders.
Max Zinglin, chief economist at Mercator Institute for Chinese Studies, said Comac, which did not respond to requests for comment, appeared to be taking a cautious approach to ramping up production because “any major safety issue would be a huge setback ”; however, others said Comac, with its massive government support, would be able to ramp up production in time.
Yousef, from Indow Analytics, said: “We never underestimate China ’ s ability to increase production, as China is not understaffed, unlike Airbus and Boeing, and more importantly, it has money. ”
But for Comac, it must produce planes “consistently and safely, ” he added,“ it won ’ t be as easy as making electric cars or mobile phones, ” especially as the C919 still relies heavily on foreign suppliers.
Comac relies heavily on Western suppliers of key components, including engines supplied by France ’ s CFM and auxiliary power units supplied by Honeywell, making it vulnerable to geopolitical tensions.
While Chinese manufacturers want to replace some Western components with homemade alternatives, it will take years to do so in a way that is in line with international commercial aviation safety standards.
Richard Aboulafia, director of Aerodynamic Advisor, said the US and UK still dominate the production of commercial aircraft engines, while Yusuf said: “Realistically, COMAC is not in a position to threaten Airbus and Boeing, but time is on its side. ”
Key words:
• FT
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The C919 has completed its first commercial flight outside China, to Singapore, with plans to expand to other Southeast Asian countries.

China Eastern Airlines has ordered 100 C919 planes from COMAC, worth $9.9 billion.

Title:

Content: Spokane, Washington  Est. May 19, 1883

China’s planemaker gets $9.9 billion order for 100 C919 jets

By Danny Lee Bloomberg

China Eastern Airlines Corp. ordered 100 C919 single-aisle planes from Commercial Aircraft Corp of China Ltd., dealing a potential blow to Boeing Co., which hasn’t had a large order from Chinese carriers in years.

The order is worth $9.9 billion at list prices, but a significant discount has been applied, Shanghai-based China Eastern said in a statement Thursday.

Airlines typically get reductions from the listed prices when making bulk orders. The planes will be delivered from 2024 to 2031.

Commercial Aircraft Corp of China, or Comac, produces the C919, seen as a possible rival to best-selling jets from Airbus SE and Boeing.

Thursday’s deal elevates the Chinese-made aircraft in terms of competitiveness, given it only made its first commercial flight in May, also operated by China Eastern.

China Eastern already operates two C919s, part of a previous order for five of the planes.

Comac, which also makes the smaller regional ARJ21 jet, has received more than 1,000 orders in total for the C919, primarily from China.

The order was determined according to the needs of the company “in respect of fleet structure, development strategy and route network, as well as the supply capacity of Comac,” China Eastern said.

The carrier will finance the purchase with its own funds, bank loans and proceeds from bond issues and other financing, it said.

Five C919 aircraft will be delivered in 2024 and then 10 a year from 2025 to 2027, rising to 15 in the next three years and 20 in 2031, China Eastern said.

The airline operates 782 aircraft and last year ordered 100 Airbus short-haul jets in a deal it said was worth $12.8 billion, prior to discounts.

That was part of a wider $37 billion deal from Chinese airlines for almost 300 Airbus planes.

Meanwhile, Boeing’s orders have dried up in China, its most important export market, partly due to simmering tensions between Washington and Beijing.China also took longer than other places to lift a ban on the U.S. manufacturer’s 737 Max, which was grounded in the wake of crashes in 2018 and 2019.

While China declared the Max airworthy again in December 2021, it took more than a year for the country’s airlines to start using the model.

China Southern Airlines Co. operated the first passenger flight in about four years in January.

In its latest commercial market outlook, Boeing said China will account for a fifth of the world’s new aircraft deliveries over the next 20 years, amounting to 8,560 planes.

Of those, 6,470 will be narrowbodies, such as the Max, it said.

The order from China Eastern Airlines Corp may deal a blow to Boeing Co, which hasn't had a large order from Chinese carriers in years.

Title:

Content: Spokane, Washington  Est. May 19, 1883

China’s planemaker gets $9.9 billion order for 100 C919 jets

By Danny Lee Bloomberg

China Eastern Airlines Corp. ordered 100 C919 single-aisle planes from Commercial Aircraft Corp of China Ltd., dealing a potential blow to Boeing Co., which hasn’t had a large order from Chinese carriers in years.

The order is worth $9.9 billion at list prices, but a significant discount has been applied, Shanghai-based China Eastern said in a statement Thursday.

Airlines typically get reductions from the listed prices when making bulk orders. The planes will be delivered from 2024 to 2031.

Commercial Aircraft Corp of China, or Comac, produces the C919, seen as a possible rival to best-selling jets from Airbus SE and Boeing.

Thursday’s deal elevates the Chinese-made aircraft in terms of competitiveness, given it only made its first commercial flight in May, also operated by China Eastern.

China Eastern already operates two C919s, part of a previous order for five of the planes.

Comac, which also makes the smaller regional ARJ21 jet, has received more than 1,000 orders in total for the C919, primarily from China.

The order was determined according to the needs of the company “in respect of fleet structure, development strategy and route network, as well as the supply capacity of Comac,” China Eastern said.

The carrier will finance the purchase with its own funds, bank loans and proceeds from bond issues and other financing, it said.

Five C919 aircraft will be delivered in 2024 and then 10 a year from 2025 to 2027, rising to 15 in the next three years and 20 in 2031, China Eastern said.

The airline operates 782 aircraft and last year ordered 100 Airbus short-haul jets in a deal it said was worth $12.8 billion, prior to discounts.

That was part of a wider $37 billion deal from Chinese airlines for almost 300 Airbus planes.

Meanwhile, Boeing’s orders have dried up in China, its most important export market, partly due to simmering tensions between Washington and Beijing.China also took longer than other places to lift a ban on the U.S. manufacturer’s 737 Max, which was grounded in the wake of crashes in 2018 and 2019.

While China declared the Max airworthy again in December 2021, it took more than a year for the country’s airlines to start using the model.

China Southern Airlines Co. operated the first passenger flight in about four years in January.

In its latest commercial market outlook, Boeing said China will account for a fifth of the world’s new aircraft deliveries over the next 20 years, amounting to 8,560 planes.

Of those, 6,470 will be narrowbodies, such as the Max, it said.

The aerospace industry is shifting towards greater efficiency and sustainability.

Title:

Content: Science and Technology
NASA is working to design new, more fuel-efficient aircraft with Boeing
Thank you for reading the news about technology: NASA is working on designing new fuel-efficient aircraft with Boeing and now with details
CAIRO (Reuters) - NASA has announced that it will work with Boeing on a new type of fuel-efficient single-aisle aircraft for commercial use, with the aim of reducing fuel emissions and reducing the climate impact of aviation, according to theverge ’ s report.
“It ’ s also a climate agency, ” NASA Administrator Bill Nelson said at a press conference,“ NASA is monitoring the Earth from space — using tools like satellites to monitor global weather and water systems — and developing technologies to reduce carbon emissions.
But NASA is also developing aircraft, such as its X-57 Maxwell electric plane and Super Guppy transport plane, and that includes developing flight technologies that eventually make their way into the types of commercial aircraft that most of us use today.
"When you fly in any type of aircraft, you're surrounded by NASA technology," Nelson said, and advances in aircraft design such as winglets, small vertical extensions of wings, were created by NASA in the 1970s and are now ubiquitous on passenger planes.
The agency hopes its sustainable aviation project will deliver a similar kind of innovation in the form of a new wing structure called the voice-assisted wing, and will work with Boeing to design and build the new aircraft, which should be more fuel-efficient and can use up to 30% less fuel than current aircraft designs.
The concept is an aircraft with more efficient engines and wings that sit high on the fuselage and are longer and less wide, supported by a brace that comes from the bottom of the body, this creates less resistance, while both the wing and the brace provide lift power.
Bob Pierce, associate director of NASA's Flight Research Mission Directorate, said: "The aerodynamics of this type of configuration have already been known for a long time.
“If you increase the aspect ratio of a wing, it ’ s normal to lower that aircraft ’ s induced drag — drag from lifting, and we know that if we do that, you ’ ll get better aerodynamics, you ’ ll get less drag, and you ’ ll burn less fuel. ”
The challenge, in this case, is to create the desired structure for this wing shape without adding too much weight to the aircraft.
Boeing unveiled the first version of the concept in 2019, but it will take several years to integrate other technologies and move from demonstration to practically usable.
The idea is that unlike NASA ’ s supersonic X-59 QueSST, which is also currently under development but will never carry passengers, this will not only be an experimental aircraft.
NASA wants to develop a technology that can be used commercially, Nelson said, “This project aims to revolutionize the type of aircraft that the public frequently uses when flying in the sky. ”
NASA aims to launch its first prototype in 2028 and to be commercially used by 2030.
You may also read.

What does NASA want to do with Boeing in aviation industy?

It wants to build, test, and fly a single-aisle aircraft to reduce emissions before the end of the decade.

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 investing in sustainable aviation fuel production projects.

It is making efforts to improve aircraft efficiency.

What is the main objective of the ReFuelEU Aviation initiative?

To increase demand and supply for sustainable aviation fuel

Aircraft manufacturers like Airbus and Boeing are developing more eco-friendly models with advanced materials, improved aerodynamics, and efficient engines.

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 is Airbus doing to achieve sustainable aviation?

It is making efforts to improve aircraft efficiency.

It is working on adopting innovative strategies.

Companies are exploring the use of sustainable aviation fuels (SAF) to increase its adoption.

Title:

Content: Dubai: While the global aviation industry continues to battle capacity issues, business jets have a slightly better outlook and seeing steady demand from individuals and corporate fliers. This interest is likely to feature prominently at the MEBAA Show taking place in Dubai next week.

As many as 8,500 visitors are expected to attend the show being organised at the Dubai Airshow site in Dubai World Central from December 6 to 8. Participants from 95 countries have already registered interest – the largest ever pre-event registration, says Ali Ahmed Alnaqbi, Executive Chairman of Middle East & North Africa Business Aviation Association.

“The tremendous rise of business aviation is a trend we are not only witnessing in the Middle East, but in key international markets, and we are committed to supporting this growth and taking the industry to new heights.”

There is a 10 per cent increase in exhibitors, and 42 of the exhibitors will be coming to the show for the first timeSustainability at the forefront

Sustainability, adoption of new technologies, and affordable Sustainable Aviation Fuel (SAF) will be the key talking points even as buyers and sellers sign millions of dollars in business deals. “Many companies involved in SAF development will be attending,” said Tim Hawes, Managing Director of Tarsus Group, the organizer. “They will have talks with local fuel companies to see the best way from the business aviation perspective to increase the use of SAF.

“We are also discussing with UAE’s GCAA (General Civil Aviation Authority) to start discussions with local fuel producers in respective countries in order to see the best way to increase the use of SAF,” added Alnaqbi.

The aviation industry on the whole contributes less than 4 per cent to global carbon dioxide emissions, and business jets make up a miniscule proportion of that. Even then, the industry has been at the forefront of developing new technologies to reduce emissions.

“The industry has been in talks with aircraft and engine manufacturers to speed up electric and hydrogen technologies, and the government to roll out legislation to the effect,” Alnaqbi added

Future of business aviation

“Business flying is no longer as expensive as it used to be,” added Alnaqbi. “There has been a tremendous surge in demand during the pandemic, and then Expo 2020 Dubai and now the World Cup in Qatar. There are many first-time flyers, who have converted from business class and first class commercial flying,”

While most of the global aviation industry had come to a standstill during the pandemic, business jets kept operating to some extent. “Whether it was repatriation flights or medical emergency operations, we kept things going.”

Recession impact

While commercial operators are facing a shortage of new aircraft delivery and also timely servicing of planes because of manpower shortages, business jets in a slightly better space. Reason? There is plenty of inventory in the secondhand market.

“Delivery shortages have affected the market in many ways, but that’s for new planes,” said Alnaqbi. “The secondhand aircraft market has peaked significantly. So the net effect is not so much. “That’s why we are here. Despite all market situations, we need to bring manufacturers and buyers together. This will pave the road for future growth.

What is Airbus doing to achieve sustainable aviation?

It is working on adopting innovative strategies.

What is the main objective of the ReFuelEU Aviation initiative?

To increase demand and supply for sustainable aviation fuel

The aviation industry aims for net-zero emissions by 2050, requiring significant infrastructure changes.

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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Atkins predicts 44,000 TWh of energy will be needed annually by 2070 for sustainable aviation fuel.

The industry must be ready for the implications of utilizing alternative fuels.

A mix of SAF, eFuel, Hydrogen, and batteries is recommended to reduce carbon emissions in aviation.

Fuel production, storage, and transportation have lifecycle emissions implications for energy and airport infrastructure.

System-level planning is crucial for sustainable aviation and must consider future energy predictions.

Governments can use scenario modeling insights to inform policy, introducing measures like emissions KPIs, green subsidies, and innovation investments.

The aerospace industry faces significant challenges in achieving net-zero emissions by 2050.

Title:

Content: © Wirestock

Tiaca director general Glyn Hughes has weighed into the SAF debate and aviation’s route to net-zero, urging the industry to recognise the multiple paths it can take to greener flights.

Concerns have been raised over airfreight’s capacity to maintain its present growth rate, cater to rising demand for e-commerce and hit 2050 net-zero targets. However, some commentators are suggesting the focus on SAF as the route has become myopic.

Change Horizon MD Celine Hourcade told The Loadstar reaching net-zero while still doubling traffic each year was “wishful thinking”, and that e-commerce presented a hurdle to aviation becoming sustainable.

But Mr Hughes said e-commerce was just a way of purchasing goods and its issues reflected those seen across supply chains. He “was not sure” he saw the correlation between e-commerce and spiking demand for SAF, noting that capacity would operate regardless of SAF availability and carriers had other routes to net-zero.

“While the path to the 2025 net zero target calls for SAF use to increase, where it’s not available the industry will look at carbon capture or carbon credits,” he told The Loadstar.

SAF is considered by most in the aviation sector as the surest route to net zero by 2050, but just 0.03% of the required 450bn litres a year that would be needed to fuel the sector was produced globally last year.

One air cargo source said the industry’s environmental, social and governance (ESG) focus had been “narrowed” to SAF, and what was needed was greater awareness of a company’s total ESG impact.

“SAF is certainly an important part, but it currently has a limited impact, since refineries cannot produce the amount that would be needed to have a lasting impact – which renders it predominantly a marketing exercise from my perspective,” the source told The Loadstar.

“What’s important is the capacity to monitor a company’s total ESG impact and activities in a manner that fulfils audit requirements and has a direct impact on investment decisions by equity firms and banks.”

Mr Hughes suggested supply chain officials needed to ask themselves six questions when it came to ensuring they had sustainable practices in place: “Am I being as environmentally responsible as I can? Am I using recyclable materials? Am I optimising transport? Am I using sustainable energy or compensating for emissions? Am I supporting global prosperity and economic growth? And how can I, my partners and supply chain stakeholders continually improve?”

Some commentators think the focus on Sustainable Aviation Fuels is too narrow for net-zero emissions.

Title:

Content: © Wirestock

Tiaca director general Glyn Hughes has weighed into the SAF debate and aviation’s route to net-zero, urging the industry to recognise the multiple paths it can take to greener flights.

Concerns have been raised over airfreight’s capacity to maintain its present growth rate, cater to rising demand for e-commerce and hit 2050 net-zero targets. However, some commentators are suggesting the focus on SAF as the route has become myopic.

Change Horizon MD Celine Hourcade told The Loadstar reaching net-zero while still doubling traffic each year was “wishful thinking”, and that e-commerce presented a hurdle to aviation becoming sustainable.

But Mr Hughes said e-commerce was just a way of purchasing goods and its issues reflected those seen across supply chains. He “was not sure” he saw the correlation between e-commerce and spiking demand for SAF, noting that capacity would operate regardless of SAF availability and carriers had other routes to net-zero.

“While the path to the 2025 net zero target calls for SAF use to increase, where it’s not available the industry will look at carbon capture or carbon credits,” he told The Loadstar.

SAF is considered by most in the aviation sector as the surest route to net zero by 2050, but just 0.03% of the required 450bn litres a year that would be needed to fuel the sector was produced globally last year.

One air cargo source said the industry’s environmental, social and governance (ESG) focus had been “narrowed” to SAF, and what was needed was greater awareness of a company’s total ESG impact.

“SAF is certainly an important part, but it currently has a limited impact, since refineries cannot produce the amount that would be needed to have a lasting impact – which renders it predominantly a marketing exercise from my perspective,” the source told The Loadstar.

“What’s important is the capacity to monitor a company’s total ESG impact and activities in a manner that fulfils audit requirements and has a direct impact on investment decisions by equity firms and banks.”

Mr Hughes suggested supply chain officials needed to ask themselves six questions when it came to ensuring they had sustainable practices in place: “Am I being as environmentally responsible as I can? Am I using recyclable materials? Am I optimising transport? Am I using sustainable energy or compensating for emissions? Am I supporting global prosperity and economic growth? And how can I, my partners and supply chain stakeholders continually improve?”

Global SAF production currently meets only 0.03% of the annual 450 billion liter requirement.

Title:

Content: © Wirestock

Tiaca director general Glyn Hughes has weighed into the SAF debate and aviation’s route to net-zero, urging the industry to recognise the multiple paths it can take to greener flights.

Concerns have been raised over airfreight’s capacity to maintain its present growth rate, cater to rising demand for e-commerce and hit 2050 net-zero targets. However, some commentators are suggesting the focus on SAF as the route has become myopic.

Change Horizon MD Celine Hourcade told The Loadstar reaching net-zero while still doubling traffic each year was “wishful thinking”, and that e-commerce presented a hurdle to aviation becoming sustainable.

But Mr Hughes said e-commerce was just a way of purchasing goods and its issues reflected those seen across supply chains. He “was not sure” he saw the correlation between e-commerce and spiking demand for SAF, noting that capacity would operate regardless of SAF availability and carriers had other routes to net-zero.

“While the path to the 2025 net zero target calls for SAF use to increase, where it’s not available the industry will look at carbon capture or carbon credits,” he told The Loadstar.

SAF is considered by most in the aviation sector as the surest route to net zero by 2050, but just 0.03% of the required 450bn litres a year that would be needed to fuel the sector was produced globally last year.

One air cargo source said the industry’s environmental, social and governance (ESG) focus had been “narrowed” to SAF, and what was needed was greater awareness of a company’s total ESG impact.

“SAF is certainly an important part, but it currently has a limited impact, since refineries cannot produce the amount that would be needed to have a lasting impact – which renders it predominantly a marketing exercise from my perspective,” the source told The Loadstar.

“What’s important is the capacity to monitor a company’s total ESG impact and activities in a manner that fulfils audit requirements and has a direct impact on investment decisions by equity firms and banks.”

Mr Hughes suggested supply chain officials needed to ask themselves six questions when it came to ensuring they had sustainable practices in place: “Am I being as environmentally responsible as I can? Am I using recyclable materials? Am I optimising transport? Am I using sustainable energy or compensating for emissions? Am I supporting global prosperity and economic growth? And how can I, my partners and supply chain stakeholders continually improve?”

The industry is exploring alternatives like carbon capture and credits when SAF is not available.

Title:

Content: © Wirestock

Tiaca director general Glyn Hughes has weighed into the SAF debate and aviation’s route to net-zero, urging the industry to recognise the multiple paths it can take to greener flights.

Concerns have been raised over airfreight’s capacity to maintain its present growth rate, cater to rising demand for e-commerce and hit 2050 net-zero targets. However, some commentators are suggesting the focus on SAF as the route has become myopic.

Change Horizon MD Celine Hourcade told The Loadstar reaching net-zero while still doubling traffic each year was “wishful thinking”, and that e-commerce presented a hurdle to aviation becoming sustainable.

But Mr Hughes said e-commerce was just a way of purchasing goods and its issues reflected those seen across supply chains. He “was not sure” he saw the correlation between e-commerce and spiking demand for SAF, noting that capacity would operate regardless of SAF availability and carriers had other routes to net-zero.

“While the path to the 2025 net zero target calls for SAF use to increase, where it’s not available the industry will look at carbon capture or carbon credits,” he told The Loadstar.

SAF is considered by most in the aviation sector as the surest route to net zero by 2050, but just 0.03% of the required 450bn litres a year that would be needed to fuel the sector was produced globally last year.

One air cargo source said the industry’s environmental, social and governance (ESG) focus had been “narrowed” to SAF, and what was needed was greater awareness of a company’s total ESG impact.

“SAF is certainly an important part, but it currently has a limited impact, since refineries cannot produce the amount that would be needed to have a lasting impact – which renders it predominantly a marketing exercise from my perspective,” the source told The Loadstar.

“What’s important is the capacity to monitor a company’s total ESG impact and activities in a manner that fulfils audit requirements and has a direct impact on investment decisions by equity firms and banks.”

Mr Hughes suggested supply chain officials needed to ask themselves six questions when it came to ensuring they had sustainable practices in place: “Am I being as environmentally responsible as I can? Am I using recyclable materials? Am I optimising transport? Am I using sustainable energy or compensating for emissions? Am I supporting global prosperity and economic growth? And how can I, my partners and supply chain stakeholders continually improve?”

What is Airbus doing to achieve sustainable aviation?

It is working on adopting innovative strategies.

Sustainable aviation fuels can reduce greenhouse gas emissions by up to 80% compared to traditional fossil fuels.

Title:

Content: Sustainable aviation fuel costs must be lower, Exxon VP says

By Rajesh Kumar Singh

CHICAGO, March 22 (Reuters) - Costs are the main obstacle to increasing the use of sustainable aviation fuel (SAF), Exxon Mobil Senior Vice President Jack Williams said on Friday.

SAF, a biofuel made from plant or animal materials including used cooking oil or agricultural waste, can reduce carbon emissions by up to 80% compared with traditional jet fuel. But it is up to five times more expensive than regular fuel.

"There's one big negative and that's the cost," Williams said at a conference near Chicago. "As we think about how we want to grow SAF ... we have got to focus on how do we minimize the costs."

Williams described the Biden administration's Inflation Reduction Act as the catalyzing action for biofuel production as well as carbon capture and storage and low carbon hydrogen. (Reporting by Rajesh Kumar Singh in Chicago Editing by Matthew Lewis)

Title:

Content: Want climate-friendly flights? It could take a while

Sustainable aviation fuel is the industry’s best hope to hit its 2050 net-zero goal. Producers say SAF reduces greenhouse gas emissions by up to 80%, compared to regular jet fuel, over its life cycle. Made from sources like used cooking oil and plant waste, it can be blended with conventional jet fuel but costs much more and will eventually trickle down to the passenger.

  • Updated On Jul 5, 2023 at 09:10 AM IST
When it comes to flying, going green will not only cost more, it will also involve a long wait before the strategy can take off.

At the recently concluded Paris Air Show, the world’s largest aviation event, airlines and manufacturers said new planes will be more fuel efficient than the ones they will replace. But most of those planes will burn conventional, kerosene-based jet fuel. While work on electric-powered aircraft is going on, these won’t catch on as quickly as electric vehicles. “It’s a lot easier to pack a heavy battery into a vehicle if you don’t have to lift it off the ground,” said Gernot Wagner, a climate economist at New York University, US.

Advt
That means sustainable aviation fuel (SAF) has become the industry’s best hope. Producers say SAF reduces greenhouse gas emissions by up to 80%, compared to regular jet fuel, over its life cycle. Made from sources like used cooking oil and plant waste, it can be blended with conventional jet fuel but costs much more. As of today, SAF still accounts for just 0.1% of all jet fuel.

continued below
But suppliers are “going to be able to kind of set the price”, said Molly Wilkinson, American Airlines vice-president. “And we fear that at that point, that price eventually is going to trickle down to the passenger.”

Critics speak

Which is why critics call airlines’ promises about ramping up the use of SAF overly ambitious, while also doubting if the industry can hit its net-zero goal by 2050.

Advt
Delta Air Lines is being sued by critics who say the carrier falsely bills itself as the world’s first carbon-neutral airline, and that Delta’s claim rests on carbon offsets that are largely bogus.

And in the European Union, a consumer group filed a complaint accusing 17 airlines of greenwashing. The group says airlines are misleading consumers and violating rules on unfair commercial practices by encouraging customers to pay extra to help finance development of SAF and offset future carbon emissions created by flying. In one case, the group’s researchers found Air France charging up to 138 euros for the green option.

“Sustainable aviation fuels are the biggest technological potential, but the main problem...is that they are not available,” said Dimitri Vergne, a senior policy officer at BEUC. “We know that before the end of the next decade — at least — they won’t be available in massive quantities” and won’t be the main source of fuel for planes, he added.

The International Air Transport Association, an airline trade group, estimates that SAF could contribute 65% of the emissions reductions needed for the industry to hit its 2050 net-zero goal. But very few flights are powered by SAF because of the limited supply and infrastructure.

McCann Worldgroup checks-in with the Air India ad biz

The selection process for this partnership entailed a rigorous evaluation as part of an exhaustive multi-agency pitch. The appointment comes as Air India has embarked on a five-year turnaround plan to become a world-class global airline by investing in customer service, technology, and products, the company stated in the press release.

Is Air India retiring its Maharaja? The aging mascot hits a crossroads

Air India's iconic mascot, the Maharaja, is facing an uncertain future as the airline undergoes a makeover under its new owner, the Tata Group. The Tatas have enlisted advertising agency McCann Worldgroup India to revive Air India's advertising and branding, creating a new brand platform and multi-channel marketing communication. While last year there were discussions about creating a new mascot, the CEO of Air India has stated that the Maharaja will remain a part of the brand.

  • Published On Jul 5, 2023 at 09:10 AM IST

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Content: 260 companies specialized in sector services
19,000 private jet flights in Dubai by 2022
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His Highness Sheikh Ahmed bin Saeed Al Maktoum, President of Dubai Civil Aviation Authority, Chairman of Dubai Airports, Chairman and Chief Executive Officer of Emirates and Group, inaugurated the ninth and most prominent edition of MIBA 2022, at the Dubai Airshow site of Al Maktoum International Airport, in the presence of prominent leaders of business aviation and private aviation.
Reinforcing its position as a leading global platform, the show saw the participation of elite leaders in the business aviation and private aviation sector from more than 95 countries in the course, which runs until December 8.
Private Flights in Dubai
Saud Abdulaziz Kankazar, Executive Director of the Air Transport and International Affairs Sector at the Dubai Civil Aviation Authority, predicted that the number of private flights in Dubai by the end of this year will reach nearly 19,000 flights.
In statements to reporters on the sidelines of the MIBA 2022 show for business jets and private jets, Kankazar said that the number of private flights in Dubai since the beginning of this year has reached 15,600 flights, pointing out that Dubai hosts 260 companies specialized in private aviation services, including operations, ground handling, maintenance and others....
Kankzar stressed that the performance of the private aviation sector in Dubai has achieved strong growth levels thanks to the prestigious position enjoyed by Dubai in addition to events hosted by the country and the region such as Expo 2020 Dubai and the World Cup in Qatar, pointing out that Dubai has become one of the most important centers of private aviation in the year. The number of private flights in 2020 increased by 350% compared to 2019.
In light of the increasing number of private flights, Dubai Aviation Authority has initiated the provision of instant approval to 4 reliable private airlines, in order to facilitate the movement of passengers, Kenczar explained that these procedures are in accordance with the regulations and requirements set, and work to increase the number of these companies after the audit.
He stressed that the Dubai Civil Aviation Authority is the first authority in the world to provide immediate approval to private airlines, pointing out that the Authority is working to provide solutions to the current challenges, to keep pace with the strong increase in private aviation, and to facilitate the work of companies, operators and workers in the sector.
He pointed out that India is an important market for private aviation in Dubai, along with Gulf countries such as Saudi Arabia, and some regional destinations, while witnessing seasonal traffic from Europe, pointing out that the private air traffic at Al Maktoum Airport is more than Dubai Airport, thanks to the facilities it provides, pointing out that some companies prefer Dubai International Airport for their operations.
Redefining the future of the industry
Ali Ahmed Al Naqbi, Chairman and Chief Executive Officer of the Middle East and North Africa Business and Private Aviation Association (MIBA), said: “The business aviation and private aviation sector continues to grow at increasing rates, along with the launch of several new initiatives highlighted at MIBA 2022.
The first day also saw several networking sessions that brought together visitors and exhibitors, along with the launch of market-leading new technologies and sustainable solutions that will play a vital role in the future of the industry.
We are delighted to be working with industry leaders and global professionals to deliver the flagship edition of the exhibition. ”
Biz F Conference
The Biz F conference kicked off for the first time, and the theme of the first day of the exhibition was sustainability.
Roland Vincent, Director at JETNET iQ, Alexander Jihshan, Commercial and General Manager Middle East Commercial at Air BP, and Tren Brathen, Senior Sustainability Manager, Carbon Markets at World Kinect Energy, moderated by Douglas Carr, Senior Vice President, Safety, Security, Sustainability and International Affairs, National Aviation Association Business.
The session focused on sustainable aviation fuels and approaches to reducing the sector ’ s carbon footprint.
Douglas Carr said: “The aviation industry faces an unprecedented set of challenges to sustainability, especially business aviation and private aviation, and the efforts of the industry as a whole to achieve carbon neutrality, as fuel is the single biggest opportunity to make aviation more sustainable. ”
Alexander Jihshan said: “Much of the focus is on sustainable aviation fuel (SAF), which shares a lot of chemical formulations with jet fuel, making it a promising source for the industry as a solution that can be used without any changes to existing aircraft.
“Sustainable fuels can reduce emissions by 80% over the life of an aircraft. ”
A large number of exhibitors showcased the latest aircraft, technologies and solutions in light of the remarkable growth achieved by the business aviation sector over the past few years.
While the global private jet market is expected to reach nearly $40 billion in 2025, up from about $26 billion in 2021, exhibitors have introduced a series of innovative new aircraft, all equipped with specialist features.
Aircraft markets
The list of aircraft on offer included Boeing 737, Boeing Sky Lady 767-200ER, Dassault Aviation Falcon 8X, Bombardier Aerospace Global 7500, Embraer Pretor 600, Gulfstream Aerospace G700, G650ER, Airbus ACJ22, Phenom 300E, and Learjet 60XR, among others.
Speaking about Airbus ’ participation at MIBA, Benoit DeForge, President of Airbus Business Aircraft, said: “The Middle East is one of Airbus ’ most prominent markets for business jets and we are proud to be at this year ’ s show showcasing our latest innovations in the business aviation industry.
Today, there are many promising opportunities in the region for further growth and renewal, especially with more than 100 large private jets over 15 years old, representing more than 40% of the fleet. ”
Boeing Performance
Alex Fecto, Marketing Director at Boeing Business Aviation, said the UAE is home to two of the largest Boeing business jet operators in the Middle East.
He pointed out that the region accounts for 50% of Boeing wide-body business jets, while the UAE and Saudi Arabia account for the largest fleet of Boeing business jets, pointing out that private aviation has performed well since the outbreak of the pandemic, with the sector performing 10% more than before the pandemic in terms of departure traffic and working hours, which is significantly higher than commercial aviation.
Air traffic in the Middle East is up 19% higher than last year ’ s levels, but still up 62% from 2019 levels, so this market is very strong.
Royal Jet
Mohammed Hussain, CEO of Royal Jet, said: “MIBA is a global platform for industry professionals, experts, entrepreneurs, decision makers and customers around the world to meet. It is a unique platform for networking and interaction to shape the industry, as well as the opportunity to participate in a series of inspiring panel discussions and launch the latest technology and digital transformation solutions, among others. ”
Agreements
On the first day of the show, a series of agreements were announced, with Lufthansa Technik awarded a contract to complete the VIP cabin of the ACJ320neo aircraft.
Meanwhile, Empire Aviation Group celebrated its 15th anniversary at the show and announced the introduction of a Boeing private jet into its regional fleet of business jets, as well as signing a memorandum of understanding with the Mohammed bin Rashid Aviation Centre in Dubai South to develop a new multi-purpose business aviation facility on a plot adjacent to the VIP building.
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The UAE aims to produce 700 million liters of sustainable aviation fuels per year by 2030.

Title:

Content: Under the patronage of Mohammed bin Rashid..
ICAO Conference kicks off in Dubai with government delegations from 90 countries
UAE looks to the future of aviation globally with low carbon fuel
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Under the patronage of His Highness Sheikh Mohammed bin Rashid Al Maktoum, Vice President and Prime Minister of the UAE and Ruler of Dubai, Dubai witnessed yesterday the launch of the third International Civil Aviation Organization (ICAO) Conference on Aviation and Alternative Fuels, with a large international presence of more than 1,000 participants from around the world, including more than 40 ministers, government delegations from more than 90 countries, more than 30 relevant international and regional organizations. Aviation, fuel production companies and aircraft manufacturers.
Sessions
The conference will run from 20 to 24 November and will include a high-level ministerial session followed by several sessions of government delegations from ICAO member states, with representatives from airlines, fuel production companies and related organizations participating as observers, to discuss 5 key items over 17 sessions, focusing on clean energy production and policies to support the transition to low-carbon, sustainable fuels and other types of fuels. Clean fuels (such as hydrogen), as well as ways to support countries to build their capacity to produce clean energy for aviation, financing mechanisms, and a review of ICAO ’ s ambitious long-term goal of zero carbon emissions by 2050.
Climate Neutrality
The first edition of the conference was launched in 2009 in Brazil, followed by the second in Mexico in 2017, and the world is looking forward to the third special and sensitive edition, as it comes immediately after the ICAO General Assembly resolution 41 of 2022 on the goal of climate neutrality 2050, and aims to achieve an international consensus on the need to invest in the development and production of low-carbon alternative fuels for aircraft. Low carbon in the aviation sector.
A crucial role
His Excellency Suhail bin Mohammed Al Mazrouei, Minister of Energy and Infrastructure, said: “The aviation industry plays a crucial role in supporting international efforts to reduce carbon emissions, and the UAE is exerting intensive efforts to develop the national regulatory environment for the production of sustainable aviation fuel in line with our national ambitions to promote a clean energy transition and serve our efforts to achieve climate neutrality by 2050.
He added that the UAE is taking a balanced approach to exploring future opportunities for sustainable jet fuel and improving the carbon intensity of hydrocarbon-based jet fuel, which is one of the axes of the rapid energy transition towards clean energy.
The conference is an ideal platform to catalyse international efforts to shift towards clean energy in the aviation sector, serving the ambitious goal of achieving net zero carbon emissions in the aviation sector by 2050.
Challenges
His Excellency Abdullah bin Tawq Al Marri, Minister of Economy and Chairman of the General Authority of Civil Aviation, said that the unprecedented development challenges facing the world today as a result of the repercussions of climate change left us no other option to shift towards a low-carbon economic model, pointing out that in light of the international efforts to find a realistic approach to this transformation capable of keeping pace with development and economic needs. Pillars of inclusive and sustainable economic growth globally.
In his opening speech, he stressed that the issue of climate change is now on the list of priorities of the wise leadership in the UAE, and the country is making serious efforts to accelerate the transition towards a new low-carbon economic model, and the aviation sector is one of the most important axes of this model.
He explained that the UAE was one of the first countries to adopt sustainability and environmental impact in the aviation sector, and participated in all negotiations led by the International Civil Aviation Organization, and ratified all international resolutions that serve this direction, and was one of the first countries to announce its commitment in 2016 to implement the « Corsia » plan for carbon compensation in international air transport.
The UAE has also launched a national road map for sustainable aviation fuel, setting an ambitious target to achieve an annual production of 700 million litres of sustainable aviation fuel by 2030, which will reduce up to 4.8 million tonnes of CO2 emissions, and the industry has committed to reaching zero carbon emissions by 2050.
He added that the government commitment has been accompanied by parallel efforts by the private sector in the country, where our national companies invest heavily in research and development activities, strengthening infrastructure, and developing international partnerships to support sustainable fuel production and uses.
He pointed out that this large international gathering of senior officials and representatives of the global aviation community at the third ICAO Aviation and Alternative Fuels Conference will be a turning point in the future of the aviation and travel industry, and will take us to a new stage in the production of aviation fuel, more sustainable and low emissions, and contribute significantly to achieving climate neutrality and achieving our commitment in the General Assembly resolution 41 of 2022 to reach zero carbon emissions by 2050.
An opportunity.
Salvatore Shaketano, Chairman of the ICAO Council, said: “The conference represents a crucial opportunity for countries to show a strong and leading position in addressing international aviation emissions solutions, which is being held just days before the United Nations Climate Change Conference (COP28), also here in the UAE.
Developing a strong and ambitious global framework will serve our joint efforts and commitment to decarbonize the sector.
Ambitious goal
In a recorded speech to the conference, UN Secretary-General António Guterres said: “Let me begin by saluting last year ’ s resolution of the ICAO General Assembly on adopting the ambitious global goal of zero carbon emissions by 2050. Achieving this ambitious goal will be a huge task for the aviation sector, which contributes 2% of total carbon emissions.
He added: “A zero-emission aviation sector requires a global shift towards clean energy, which requires new economic policies and laws that support this shift and are capable of creating economic opportunities and attracting investments, and we look forward to the global framework that will emerge from this conference to support the shift towards alternative fuels for aviation, which will be a decisive step towards a more prosperous and sustainable future for this vital sector. ”
Holding this conference just days before COP28 makes it the right time to turn this global ambition into realistic and actionable plans, find the path to zero carbon emissions by 2050 and build a better and more sustainable future for all of us.
Ban Ki-moon, former Secretary-General of the United Nations, also participated in the conference through a recorded speech in which he stressed that the civil aviation sector has made significant progress in the field of environmental protection, especially after the Paris climate agreement in 2015.
ICAO ’ s landmark decision in 2016 on Corsia, a plan to offset and reduce carbon emissions in the aviation sector, is the only global market-based action to reduce carbon emissions that has seen a broad international response.
In addition, the ICAO General Assembly ’ s decision last year to commit to the ambitious long-term global goal of zero carbon emissions in aviation by 2050 highlights the shared aspiration of ICAO member states to make real progress in this area and heralds the beginning of a new chapter in aviation sustainability.
The time had come to turn that ambition into reality.
“There is significant progress in developing solutions to produce low carbon and sustainable fuels, ” he said, calling for enhanced cooperation between governments, airlines, fuel companies, manufacturers and financing institutions to continue this progress towards ambitious targets.
Correct course.
In a keynote speech, Ambassador Majid Al Suwaidi, Director General and Special Representative of the UAE Presidency of COP28, stressed that the current indicators confirm that the world is not on track to achieve the climate goals of the Paris Agreement, but we still have time to change course, if we consider this challenge as a common opportunity for cooperation.
He explained that the presidency of COP28 has developed an action plan consisting of four main axes: accelerating the achievement of an orderly, just and responsible transition in the energy sector, developing climate finance mechanisms, focusing on the preservation of human beings and life and improving livelihoods, and supporting all these pillars of full inclusion.
He stressed that the transformation in energy has become a vital requirement for all sectors and economic industries, and the current transformation of the aviation sector towards low-carbon and sustainable fuels is a development necessity to support the objectives of climate action.
No country, company or individual can meet the challenge of this magnitude alone, and no one should be left behind.
He pointed out that coordination, cooperation and partnerships among countries is the basis, pointing to the existing partnership between the UAE and the United States to accelerate clean energy, which provides an example of the type of partnerships required, and transport is one of the main axes in this partnership.
The conference was attended by Saif Mohammed Al Suwaidi, Director General of the General Authority of Civil Aviation (GACA), Juan Carlos Salazar, Secretary General of the International Civil Aviation Organization (ICAO) and a number of senior officials and important figures in the aviation, energy and investment sectors.
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Low-carbon fuels like hydrogen are being explored to reduce aviation emissions.

What is Airbus doing to achieve sustainable aviation?

It is investing in sustainable aviation fuel production projects.

It is working on adopting innovative strategies.

What is the main objective of the ReFuelEU Aviation initiative?

To increase demand and supply for sustainable aviation fuel

International cooperation is crucial for the aviation industry's emissions reduction goals, with organizations like ICAO, IATA, and AIA promoting sustainable practices.

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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

Research and development is critical to reducing aviation emissions, with governments and industry investing in sustainable aviation solutions.

What is United Airlines doing for the development of sustainable aviation fuel?

It has launched a $100 million venture capital fund to invest in startups working on the research and development.

What is the main objective of the ReFuelEU Aviation initiative?

To increase demand and supply for sustainable aviation fuel

Several companies are developing electric and hybrid-electric aircraft to reduce aviation emissions.

Title:

Content: Fusion Energy Breakthrough FTX Co-Founder's Fraud Charges 'Avatar 2' Review Amazon Sale 58 Gift Ideas Geminid Meteor Shower Golden Globe Nominations Coyote Attack

Air New Zealand Wants to Fly a Zero Emissions Plane by 2026. Here Are Its Options

The airline has signed an agreement with four different aircraft makers to buy three planes from each.

Air New Zealand wants to put a zero-emissions aircraft in the sky by 2026, and it has a plan for making it happen. On Tuesday, the airline announced partnerships with four companies working on aircraft that could help it meet its target.

Air New Zealand has signed an agreement expressing its intent to order three aircraft from each company at first, with the option to order an additional 20 from one of more of the partners at a later date.

It's no secret that the aviation industry, which is completely dependent on fossil fuels, has a negative impact on the environment by emitting CO2 into the atmosphere, among other factors. With people all over the world suffering the consequences of the climate crisis in the form of more frequent and severe weather events, it's crucial that the industry finds a way to reduce, and ideally eliminate, its greenhouse gas emissions.

Air New Zealand is calling its own effort "Mission NextGen Aircraft," which is part of a long-term strategy to help it decarbonize its entire network before 2050. It will see the airline work with the partners to develop the technology and infrastructure to ensure the aircraft, which rely on a combination of electric, green hydrogen and hybrid energy, are able to fly within New Zealand in four years time.

"Mission NextGen Aircraft is not about backing one innovator," said Air New Zealand CEO Greg Foran in a statement. "It's about working with a range of leaders in zero emissions aircraft technology to help move the whole ecosystem along."

The hope is that at least one of the aircraft will be able to complete a flight by 2026, and then go on to replace the Q300 in the airline's fleet -- a prop plane currently used to make short hops with the country. "Getting a zero emissions aircraft off the ground by 2026 is going to be challenging," said Foran. "But we're incredibly ambitious -- because we need to be."

Meet the aircraft

Eviation Alice

Eviation, based in Washington State, makes a 9-seater, all-electric commuter aircraft called Alice. Alice is a "flight-proven" plane powered by two electric propulsion units designed for short-range flights.

Beta ALIA-250

Beta's ALIA-250 aircraft is inspired by an Arctic tern, and can take off and land vertically. It comes in cargo and passenger versions, and is able to carry up to five passengers in addition to the pilot.

VoltAero Cassio

VoltAero claims the Cassio 1, its testbed aircraft, is safe, quiet, flexible and efficient in addition to being eco-friendly. The aircraft will be built in France, and its propulsion system relies on a dual source of electric-hybrid energy.

Cranfield Aerospace's Project Fresson

An established aviation business, UK-based Cranfield Aerospace is currently working on "Project Fresson." This is its attempt to transform a fossil fuel-powered Britten-Norman Islander 9-seat aircraft into a green passenger-carrying aircraft using hydrogen fuel cell technology.

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Content: Collins Aerospace produces prototype electric motor for Airlander 10 aircraft

Collins Aerospace has produced the first working prototype of its 500 kilowatt electric motor suitable for the Airlander 10 aircraft under a partnership with Hybrid Air Vehicles and the University of Nottingham in England.

Collins has begun basic characterization testing of the motor at the University of Nottingham.

For the 2,000 RPM permanent magnet electric motor, Collins is targeting specific power density levels of 9 kilowatts per kilogram and 98 percent efficiency through the use of a novel motor topology and composite construction. Collins is designing the motor at its Electronic Controls and Motor Systems Center of Excellence in Solihull, England, where it’s also developing its 1 megawatt electric motor and motor controller for the Pratt & Whitney Canada (P&WC) regional hybrid-electric flight demonstrator. The two motors are part of Collins’ technology roadmap for the development of a family of electric motors that can be scaled up or down to meet the needs of various hybrid-electric and all-electric applications across multiple aircraft segments.

Airlander 10 is scheduled to begin hybrid-electric operation in 2026, followed by all-electric, zero-emission operation in 2030. To achieve this, the aircraft’s four fuel-burning engines will be replaced by Collins’ 500 kilowatt electric motors—beginning with the two forward engines in 2026 and the two rear engines in 2030.

“With a goal of becoming the world’s first zero-emission aircraft, Airlander 10 is blazing a trail in the development of sustainable electric propulsion systems,” said Marc Holme, senior director, Electronic Controls and Motor Systems for Collins Aerospace. “Collins is working closely with Hybrid Air Vehicles and the University of Nottingham to turn this goal into a reality, while at the same time developing new technologies that will advance the aviation industry’s efforts to reach net-zero carbon emissions by 2050.”

“The development of electric motors for Airlander 10, with Collins Aerospace and the University of Nottingham, is a crucial part of our pathway towards a future of passenger and freight transport that produces zero emissions,” said Tom Grundy, CEO of Hybrid Air Vehicles. “It is great to see the program develop with the different organizations working in unison to deliver the right electric motor for the job.”

E-HAV1 is co-funded by the ATI Program, a joint UK government and industry investment to maintain and grow the UK’s competitive position in civil aerospace design and manufacture. It is delivered through a partnership between the Aerospace Technology Institute, Department for Business, Energy & Industrial Strategy, and Innovate UK to address technology, capability, and supply chain challenges.

“This important project milestone demonstrates innovative technology from the UK that will deliver critical capability for the electrification of aviation,” said Mark Scully, Head of Technology for Advanced Systems & Propulsion at the Aerospace Technology Institute. “It aligns with the zero-carbon focus in the ATI’s Destination Zero strategy, and positions Collins in the UK for the scaling of high-performance electric motors for future commercial aircraft platforms.”

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Title:

Content: LYTE Aviation and Lange Aviation have joined forces to support Cranfield University ’ s recently approved EPSRC Net-Zero Aviation Doctoral Training Centre.
Cranfield University has won more than £25 million to establish two new Doctoral Training Centres (CDTs) with a focus on advancing water security and net-zero aviation.
More than 120 students will develop high-level skills and technology with strong links to industry through these centres.
Cranfield is also part of a third new center led by Loughborough University, which focuses on advancing hydrogen technology.
The funding is part of the UK ’ s largest ever investment in engineering and physical science PhD skills, totalling more than £1bn, and the creation of 65 new PhD training centres, announced today by the Secretary of State for Science, Innovation and Science, Michelle Donelan.
Freshta Farzam, Founder and CEO of LYTE Aviation, said: “The innovative approach to our 40-seat electric vertical takeoff and landing hybrid hydrogen approach requires great pioneering ideas and experts to work with us to achieve a fast and certifiable prototype.
We believe that Lange Aviation and its CEO, Axel Lange, bring tremendous added value to our technology.
“Our partnership focuses on the mixing and certification of the hybrid hydrogen-powered output of our prototypes.
At the same time, we are supporting Cranfield University ’ s successful approval of the EPSRC Net-Zero Aviation Doctoral Training Center program. ”
Panos Laskaridis, a professor of hybrid electric propulsion at the Center for Propulsion and Thermal Engineering, will lead the new center.
He said: “Innovative solutions are urgently needed in the next decade to decarbonise the aviation industry.
The knowledge, methods and tools developed by graduates of this new center will
It helps to develop the technology needed to drive real change in the aviation industry. ”
Lange Aviation Ltd. describes itself as an expert in sustainable aircraft technology.
For the past 30 years, the company has been developing power installations for other aircraft.
It has partnered with the German Aerospace Center (DLR) to produce a flight test bed for fuel cell technology called “Antares DLR-H2. ”
The aircraft is still equipped with a full range of lithium-ion batteries and can fly in fuel-cell-powered, battery-powered and hybrid modes alone.
This makes it easier to test new fuel cell systems.
The aircraft was launched at Stuttgart Airport in September 2008 and made its first flight using only fuel cell power in April 2009.
The first public demonstration flight took place in Hamburg in July 2009.
The company has also developed the next generation experimental aircraft, the Antares E2.
The Antares E2 is a higher-performance successor to the Antares DLR-H2, with the first flight expected in 2024.
Like H2, it is based on Antares 20E and also uses hydrogen fuel cells.
“We are very much looking forward to working together on this exciting project, ” adds Axel Lange.
LYTE Aviation is the pioneer of the industry ’ s first 40-seat eVTOL, a heavyweight passenger public transport VTOL aircraft branded SkyBus LA-44.
The company is also designing the cargo model SkyTruck LA-44C, with a payload capacity of 4.5 tons, and recently launched a 19-seat X-Prime version. With its tandem tilt wing technology, power will come from hybrid hydrogen electric turboprop engines and electric engines.
Farzam added, “SkyBus / SkyTruck is an ideal solution to expand existing ferry transport solutions on waterways such as the Asia-Pacific region or the US, or to expand regional aviation through new passenger and cargo routes without the need for runways to stop. ”
Deliver more people and more goods from one point with greater speed, frequency and flexibility, "he said.
LYTE Aviation is expected to enter the market within five to six years due to the use of today ’ s mature, existing technologies.

Title:

Content: Raytheon Tests Hybrid Engine That Could Cut Air Travel Emissions by 30 Percent

The hybrid turbo-prop engine could help reduce emissions from regional air travel if it enters service.

We may earn a commission from links on this page.

Air travel emits roughly 100 times more carbon dioxide per hour than taking a train or bus. Yet, while hybrid and electric buses are common sight on the road and you might sometimes see a train if you’re lucky, more eco-friendly planes still seem a long way off.

But, after Airbus announced that it was working on a hydrogen engine for its planes late last year, the tides appear to be changing. And now, American aerospace company Raytheon is getting in on the hybrid act with a new engine that could one day power regional aircraft around the world.

First reported by Aviation Today, the hybrid engine underwent its first ground test ahead of a development program that could see it take to the skies in 2024.

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The new hybrid powerplant comprises an electric motor developed by Collins Aerospace coupled with a fuel-burning engine from Pratt & Whitney. According to Raytheon, this setup could enable more efficient engine performance during take-off, climbing and cruising. This, it says, could cut CO2 emissions by up to 30 percent compared to today’s regional aircraft.

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“Hybrid-electric propulsion technology offers significant potential to optimize efficiency across a range of different aircraft applications, helping our industry meet its ambitious goal for achieving net zero CO2 emissions,” said Jean Thomassin, executive director new products and services at Pratt & Whitney Canada.

“With our ground test program now well underway, planned flight testing will enable us to accelerate the demonstration of this next generation sustainable propulsion technology as we continue to expand our collaboration within Canada’s aerospace ecosystem and beyond.”

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Ground testing of the new engine is just the first step. Next, Raytheon will look to the skies and begin testing the powerplant onboard a plane.

To do this, the company will modify and operate the De Havilland Canada Dash 8-100 aircraft. This plane will be operated north of the border and will put the hybrid engine through its paces to uncover its performance and efficiency.

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Hybrid power is just one facet being investigated to cut airline emissions. Raytheon says that while testing the new engine it will also investigate hydrogen power and synthetic fuels.

Title:

Content: autoevolution
Car video reviews:

Airbus Partners With the Biggest SAF Producer to Ramp Up Sustainable Fuel Availability

Although they’re working on pioneering electric and hydrogen-based propulsion solutions, the biggest players in the aviation industry, such as Airbus and Rolls-Royce, are perfectly aware that that’s going to take a long time. Aviation is one of the most difficult transportation sectors to decarbonize. In the meantime, SAF (Sustainable Aviation Fuel) can effectively act as the best temporary solution, as long as its production is scaled up all over the world.
7 photos
Neste is turning out to be one of the most important names when it comes to SAF. It claims to be the world’s largest producer, gearing up to increase its capacity even more, aiming for 5.5 million tons per year, starting 2023.

It will do so by extending its presence. New facilities will start operating in Singapore and California, in addition the ones in Europe. This will also make Neste one of the few SAF producers with operations on three continents.

In addition to that, it has recently partnered with two aviation giants, Rolls-Royce and Airbus. Last month, Rolls-Royce announced that it will start working with Neste on the implementation of SAF for diesel engines. This collaboration isn’t limited to aviation, but extends to rail and construction work as well.

Following that, Airbus recently made a similar announcement, confirming that it has also partnered with the Finnish company.

That’s because low availability is still one of the main challenges in the wide-scale adoption of this alternative fuel, according to Airbus. Plus, current aircraft are only certified to operate on 50% SAF, so there’s work to be done in order to reach a full 100%. Airbus hopes to achieve this by the end of this decade.

Neste was also linked to one of the most important milestones for the use of SAF. Earlier this year, a Malaysia Airlines Boeing 737-800 completed the world’s first passenger flight powered by SAF, which was provided by Neste.

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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 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 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 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 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 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 aircraft market?

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

Airbus and Boeing are using advanced materials to improve fuel efficiency and reduce emissions in new aircraft.

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 making efforts to improve aircraft efficiency.

It is working on adopting innovative strategies.

Aircraft manufacturers like Boeing are using aerodynamic design enhancements to improve fuel efficiency and reduce emissions.

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.

Boeing and other companies are incorporating more fuel-efficient engines to reduce carbon emissions.

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.

Boeing and NASA are developing a single-aisle aircraft to reduce fuel consumption and emissions by up to 30%.

What does NASA want to do with Boeing in aviation industy?

It wants to build, test, and fly a single-aisle aircraft to reduce emissions before the end of the decade.

The new aircraft design features a Transonic Truss-Braced Wing to reduce fuel consumption.

Title:

Content: Science and Technology
NASA unveils plans for 'environmentally friendly' commercial jet to cut emissions by 30%
NASA unveils plans for ‘ green ’ commercial jet to cut emissions by 30%
Single-aisle passenger planes are the primary aircraft for commercial aviation, producing nearly half of the industry ’ s greenhouse gas emissions, but a new wing design developed by NASA and Boeing promises to make them more agile and efficient, reducing emissions by 30 percent.
NASA ’ s collaboration will see a commitment of $425 million from the space agency as well as $725 million invested by Boeing and its industry partners to build, test, and fly the full, which will carry the name of the US Air Force ’ s X-66A test.
A longer and thinner wing design powered by trusses is the Transonic Truss-Braced Wing, which makes better use of sliding capabilities, requiring less fuel to push it forward.
The U.S. Air Force has just awarded its project X-plane pilot status, meaning NASA ’ s new X66-A will join the ranks of other revolutionary X-planes such as the North American X-15 test vehicle.
Perhaps the goal for NASA and Boeing for the X66-A is to stimulate "decarbonization of space" to save the planet.
NASA Administrator Bill Nelson said, “The X-66A will help shape the future of aviation, a new era in which aircraft are greener, cleaner and quieter, and create new possibilities for the public and American industries alike. ”
When combined with the partnership ’ s other advanced propulsion plans, new space materials and electronic systems engineering, the supported wings promise a 30% reduction in fuel consumption.
NASA officials said the X66-A is the first X-plane built with the specific goal of helping the United States reach its goal of a zero-carbon aviation industry, as outlined by the White House Aviation Climate Action Plan.
You can follow the news of Egypt and the world from a site through Google News

Title:

Content: 22.07.2024 09:00:38

Boeing Selects Woodward to Design Innovative Rotary Actuator for the NASA Sustainable Flight Demonstrator X-66A Aircraft

As a key element in pursuit of the aviation industry’s net-zero emission initiative by 2050, this breakthrough concept has potential to substantially reduce commercial flight emissions

FORT COLLINS, Colo., July 22, 2024 (GLOBE NEWSWIRE) -- Woodward, Inc. (NASDAQ:WWD), a global leader in energy control solutions for aerospace and industrial applications, announced it has been selected to provide rotary actuation solutions for the NASA and Boeing Transonic Truss-braced Wing (TTBW) X-66A aircraft demonstrator.

The pioneering aircraft concept incorporates very long and thin strut-braced wings to add lift and reduce drag, with potential to dramatically increase fuel efficiency. The rotary actuators will be fitted to the X-66A ailerons, one of the flight control surfaces on the aircraft’s special wings.

"We’re quite honored to be selected by Boeing for this breakthrough project, because it provides us with another chance to continue our work with industry leaders and bring our engineering expertise to the future of flight,” said Chip Blankenship, Chair and CEO of Woodward. "It is a natural next step for us to develop the next generation of rotary actuation, as it aligns to our passion for innovation and our purpose to design and deliver energy control solutions our partners count on to power a clean future.”

Woodward has been a long-time provider of propulsion, actuation, and aircraft control solutions to Boeing and also works with NASA on several projects. The Transonic Truss-Braced Wing program contributes to the aviation industry’s efforts to reach net-zero emissions by 2050.

Woodward has begun work with Boeing and plans to produce the actuators by 2026. Test flights are scheduled to begin in 2028.

About Woodward, Inc.

Woodward is the global leader in the design, manufacture, and service of energy conversion and control solutions for the aerospace and industrial equipment markets. Together with our customers, we are enabling the path to a cleaner, decarbonized world. Our innovative fluid, combustion, electrical, propulsion and motion control systems perform in some of the world’s harshest environments. Woodward is a global company headquartered in Fort Collins, Colorado, USA. Visit our website at www.woodward.com.

CONTACT:
Jennifer Regina
970-559-8840
jennifer.regina@woodward.com

A photo accompanying this announcement is available at https://www.globenewswire.com/NewsRoom/AttachmentNg/d57ef2f4-3ee1-4c73-8235-528fb71855ed

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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 is Airbus doing to achieve sustainable aviation?

It is making efforts to improve aircraft efficiency.

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 making efforts to improve aircraft efficiency.

The Transonic Truss-Braced Wing design reduces fuel needs by taking advantage of laminar flow.

Title:

Content: Science and Technology
NASA unveils plans for 'environmentally friendly' commercial jet to cut emissions by 30%
NASA unveils plans for ‘ green ’ commercial jet to cut emissions by 30%
Single-aisle passenger planes are the primary aircraft for commercial aviation, producing nearly half of the industry ’ s greenhouse gas emissions, but a new wing design developed by NASA and Boeing promises to make them more agile and efficient, reducing emissions by 30 percent.
NASA ’ s collaboration will see a commitment of $425 million from the space agency as well as $725 million invested by Boeing and its industry partners to build, test, and fly the full, which will carry the name of the US Air Force ’ s X-66A test.
A longer and thinner wing design powered by trusses is the Transonic Truss-Braced Wing, which makes better use of sliding capabilities, requiring less fuel to push it forward.
The U.S. Air Force has just awarded its project X-plane pilot status, meaning NASA ’ s new X66-A will join the ranks of other revolutionary X-planes such as the North American X-15 test vehicle.
Perhaps the goal for NASA and Boeing for the X66-A is to stimulate "decarbonization of space" to save the planet.
NASA Administrator Bill Nelson said, “The X-66A will help shape the future of aviation, a new era in which aircraft are greener, cleaner and quieter, and create new possibilities for the public and American industries alike. ”
When combined with the partnership ’ s other advanced propulsion plans, new space materials and electronic systems engineering, the supported wings promise a 30% reduction in fuel consumption.
NASA officials said the X66-A is the first X-plane built with the specific goal of helping the United States reach its goal of a zero-carbon aviation industry, as outlined by the White House Aviation Climate Action Plan.
You can follow the news of Egypt and the world from a site through Google News

NASA and Boeing are collaborating on a low-emission aircraft design with a combined investment of $1.15 billion.

Title:

Content: Science and Technology
NASA unveils plans for 'environmentally friendly' commercial jet to cut emissions by 30%
NASA unveils plans for ‘ green ’ commercial jet to cut emissions by 30%
Single-aisle passenger planes are the primary aircraft for commercial aviation, producing nearly half of the industry ’ s greenhouse gas emissions, but a new wing design developed by NASA and Boeing promises to make them more agile and efficient, reducing emissions by 30 percent.
NASA ’ s collaboration will see a commitment of $425 million from the space agency as well as $725 million invested by Boeing and its industry partners to build, test, and fly the full, which will carry the name of the US Air Force ’ s X-66A test.
A longer and thinner wing design powered by trusses is the Transonic Truss-Braced Wing, which makes better use of sliding capabilities, requiring less fuel to push it forward.
The U.S. Air Force has just awarded its project X-plane pilot status, meaning NASA ’ s new X66-A will join the ranks of other revolutionary X-planes such as the North American X-15 test vehicle.
Perhaps the goal for NASA and Boeing for the X66-A is to stimulate "decarbonization of space" to save the planet.
NASA Administrator Bill Nelson said, “The X-66A will help shape the future of aviation, a new era in which aircraft are greener, cleaner and quieter, and create new possibilities for the public and American industries alike. ”
When combined with the partnership ’ s other advanced propulsion plans, new space materials and electronic systems engineering, the supported wings promise a 30% reduction in fuel consumption.
NASA officials said the X66-A is the first X-plane built with the specific goal of helping the United States reach its goal of a zero-carbon aviation industry, as outlined by the White House Aviation Climate Action Plan.
You can follow the news of Egypt and the world from a site through Google News

What does NASA want to do with Boeing in aviation industy?

It wants to build, test, and fly a single-aisle aircraft to reduce emissions before the end of the decade.

Airbus aims to test a hydrogen-powered engine on an A380 in 2026, targeting commercial service by 2035.

Title:

Content: Airline Airbus is preparing to test an environmentally friendly passenger aircraft with a hydrogen engine
European aviation giant Airbus plans to test a hydrogen engine in a modified A380 aircraft in 2026.
The company is considering the prospect of using low-emission fuel for commercial air travel, CNBC reports.
Airbus is partnering with engine manufacturer CFM International, a joint venture between General Electric ’ s aviation division and French company Safran.
Work is underway on a test aircraft that will include a modified version of the engine already in use.
It will have to withstand higher loads.
Airbus says test flights could begin in 2026.
The aviation industry accounts for more than 2% of the world ’ s total carbon emissions.
Airbus says it is working on a hydrogen-powered passenger plane scheduled to enter service in 2035.
The American corporation Boeing competes with the European aviation giant, which focused on the use of a relatively environmentally friendly type of traditional aviation fuel.
The company ’ s CEO, Dave Calhoun, has said he does not expect a hydrogen-powered aircraft to arrive on a significant scale before 2050.
Airbus has chosen its A380, the world ’ s largest passenger aircraft, to be equipped with a hydrogen engine because it has room for storing liquid hydrogen tanks and other equipment.
At the end of 2021, the concept of a hydrogen aircraft was presented in the UK.
It will be able to carry 279 passengers at the same time and fly with the same speed and comfort as modern aircraft.
The project is being developed as part of the government-supported FlyZero project.
Hydrogen technologies are also being developed in the automotive industry.
Hyundai Motor Group said it plans to offer hydrogen fuel cell versions for all of its commercial vehicles by 2028, and two years later will lower the prices of these cars to the level of electric car prices.

What does Airbus plan to do to bring the low-emission fuel to commercial air travel?

It plans to test hydrogen-powered engines on a modified A380 by 2026.

What is Airbus doing to achieve sustainable aviation?

It is making efforts to improve aircraft efficiency.

It is working on adopting innovative strategies.

Which manufacturer is going to test hydrogen engine for aircraft?

Boeing is focusing on environmentally friendly traditional fuel, with hydrogen-powered aircraft not expected until after 2050.

Title:

Content: Airline Airbus is preparing to test an environmentally friendly passenger aircraft with a hydrogen engine
European aviation giant Airbus plans to test a hydrogen engine in a modified A380 aircraft in 2026.
The company is considering the prospect of using low-emission fuel for commercial air travel, CNBC reports.
Airbus is partnering with engine manufacturer CFM International, a joint venture between General Electric ’ s aviation division and French company Safran.
Work is underway on a test aircraft that will include a modified version of the engine already in use.
It will have to withstand higher loads.
Airbus says test flights could begin in 2026.
The aviation industry accounts for more than 2% of the world ’ s total carbon emissions.
Airbus says it is working on a hydrogen-powered passenger plane scheduled to enter service in 2035.
The American corporation Boeing competes with the European aviation giant, which focused on the use of a relatively environmentally friendly type of traditional aviation fuel.
The company ’ s CEO, Dave Calhoun, has said he does not expect a hydrogen-powered aircraft to arrive on a significant scale before 2050.
Airbus has chosen its A380, the world ’ s largest passenger aircraft, to be equipped with a hydrogen engine because it has room for storing liquid hydrogen tanks and other equipment.
At the end of 2021, the concept of a hydrogen aircraft was presented in the UK.
It will be able to carry 279 passengers at the same time and fly with the same speed and comfort as modern aircraft.
The project is being developed as part of the government-supported FlyZero project.
Hydrogen technologies are also being developed in the automotive industry.
Hyundai Motor Group said it plans to offer hydrogen fuel cell versions for all of its commercial vehicles by 2028, and two years later will lower the prices of these cars to the level of electric car prices.

Airbus and Boeing are incorporating fuel-efficient technologies to reduce their aircraft's environmental footprint.

Title:

Content: [Pictures] Farnborough Air Show 2022: nice resumption after 4 years of absence, but mood was below previous editions

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The Farnborough Air Show 2022 which ended last Friday was marked by a notable return of orders for Boeing, especially for its 737 MAX, and the emphasis on decarbonisation. But after four years of absence, the event seemed halfhearted compared to previous editions.

(Text and photographs by our correspondents in Farnborough: Benoît Denet, Martin Gillet, Ivan Coninx, André Orban)

Was it an effect of the severe heat wave that hit England at the beginning of the show, or the absence of Russian exhibitors sanctioned after the invasion of Ukraine? Anyway, aeroplanes and helicopters, both civilian and military, displayed along the tarmac as well as in flight demonstrations, were fewer than in the past.

Airbus vs Boeing

With 297 orders and commitments that we detailed in earlier articles, Boeing is far ahead of Airbus and its 85 orders, but a long way from the more than 1,400 planes ordered during the previous edition of Farnborough in 2018. Boeing had a long way to catch up after the two-year grounding of the 737 MAX following the crash of two aircraft claiming the lives of 345 people, and the recurring problems with the still grounded 787 Dreamliner and the certification of the 777X which keeps getting delayed. Nevertheless, the 777-9 and the 737-10 made stunning in-flight demonstrations at the show.

The big subject for Airbus today is less to increase the size of the order book than to deliver the planes“, according to its president Guillaume Faury, while the chain of suppliers is struggling to keep up with rate increases.

For Boeing, “the time is always for humility“, according to commercial director Ihssane Mounir. He observes that from the commercial point of view, the recovery is well underway.

The other manufacturers, Embraer and ATR, recorded few sales despite the presence of their latest more fuel-efficient aircraft. The business and leisure aircraft manufacturers (Gulfstream, Textron, Piaggio, …) were also rather discreet. A few e-VTOL aircraft (or should we say drones) were presented as the future of short-distance air mobility.

Decarbonisation, an urgent issue

The aviation sector, responsible for some 3 percent of greenhouse gas emissions, is under pressure to reduce its environmental footprint. Farnborough highlighted many initiatives to be more climate-friendly. British engine manufacturer Rolls-Royce has thus announced partnerships on an early concept of a hydrogen engine, fuel cell systems and electric propulsion.

Airbus has put forward several innovations such as a CO2 capture and storage project, or a prototype wing made of composite materials which will reduce the aircraft’s drag and fuel consumption.

Engine manufacturer CFM, a joint venture between General Electric and Safran, has announced that it will test in flight on an A380 an “open fan” engine (i.e. without a nacelle) as part of its RISE project aimed at developing an engine consuming 20% less fuel.

Defence remained quiet

Despite the war in Ukraine and rising defence budgets in Europe, military aeronautics remained discreet throughout the show. The main announcement concerned the launch of a demonstrator, which must fly within five years, of the future British Tempest combat aircraft presented in the BAE building.

Aviation24.be was present at the Farnborough International Air Show 2022 and is proud to present the following photographs of both the static display and the in-flight demonstrations enabling the pilots to show some stunning capabilities of large commercial aircraft.

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 making efforts to improve aircraft efficiency.

It is working on adopting innovative strategies.

Rolls-Royce plans to re-enter the narrowbody engine market using its UltraFan technology.

Title:

Content: Rolls-Royce has reiterated its intention to re-enter the market for narrowbody engines using technology from its UltraFan demonstrator in partnership with another supplier.

The UK propulsion specialist has been absent from the single-aisle segment since it sold its interest in the International Aero Engines V2500 programme to Pratt & Whitney in 2012.

Source: Rolls-Royce

Tests of UltraFan demonstrator have been proceeding since April

But Rolls-Royce believes that the performance gains possible through the UltraFan’s geared fan architecture and advanced systems will allow it to take on the current narrowbody engine duopoly of CFM International and P&W.

Citing the high barriers to entry, chief executive Tufan Erginbilgic says Rolls-Royce is “probably the only one that can go in” to challenge the incumbent pair.

“It is an opportunity, there are only a few companies in the world who can actually do that,” he told a capital markets event on 28 November. “And with a partnership approach I believe it can be a profitable place.”

Any partnership would “derisk a little bit” the investment required, Erginbilgic, says, adding: “A partnership needs to work – if it doesn’t we can consider alternatives because we are actually bringing a [new] technology into this.”

However, he stresses that any return to narrowbody engine supply must be profitable or Rolls-Royce will not pursue the opportunity “because we do not need to do it”.

“At the right time, with the right partner, we will decide the next steps,” he adds. Rolls-Royce has on multiple occasions in recent years expressed optimism at a potential return to the narrowbody market, likely with a partner on board.

Rolls-Royce says the UltraFan architecture is suitable for narrowbody or widebody applications needing thrust in the 25,000-110,000lb range (111-489kN).

During recent ground tests, the company ran its UltraFan demonstrator to its maximum thrust of around 85,000lb.

In addition to informing the design of the next generation of engines, Erginbilgic says “we can retrofit some of the technologies into today’s engines… to increase time on wing and fuel-burn efficiency”.

In the meantime, the engine maker is focussed on increasing the time on wing for its existing engine portfolio by an average of 40%.

Initiatives include improvements to component design, such as a new high-pressure turbine blade which is already being rolled out for the Trent 7000 on the Airbus A330neo.

The same HPT blade will be available for the Boeing 787-powering Trent 1000-TEN next year when it has been certificated by the US regulator.

Extensions to the lifespan of life-limited parts, based on in-service sampling and digital modelling, also promise an 8% time on wing improvement for the Trent 1000 and 7000.

The UltraFan architecture suits narrowbody or widebody applications with 25,000-110,000lb thrust needs and can retrofit into existing engines.

Title:

Content: Rolls-Royce has reiterated its intention to re-enter the market for narrowbody engines using technology from its UltraFan demonstrator in partnership with another supplier.

The UK propulsion specialist has been absent from the single-aisle segment since it sold its interest in the International Aero Engines V2500 programme to Pratt & Whitney in 2012.

Source: Rolls-Royce

Tests of UltraFan demonstrator have been proceeding since April

But Rolls-Royce believes that the performance gains possible through the UltraFan’s geared fan architecture and advanced systems will allow it to take on the current narrowbody engine duopoly of CFM International and P&W.

Citing the high barriers to entry, chief executive Tufan Erginbilgic says Rolls-Royce is “probably the only one that can go in” to challenge the incumbent pair.

“It is an opportunity, there are only a few companies in the world who can actually do that,” he told a capital markets event on 28 November. “And with a partnership approach I believe it can be a profitable place.”

Any partnership would “derisk a little bit” the investment required, Erginbilgic, says, adding: “A partnership needs to work – if it doesn’t we can consider alternatives because we are actually bringing a [new] technology into this.”

However, he stresses that any return to narrowbody engine supply must be profitable or Rolls-Royce will not pursue the opportunity “because we do not need to do it”.

“At the right time, with the right partner, we will decide the next steps,” he adds. Rolls-Royce has on multiple occasions in recent years expressed optimism at a potential return to the narrowbody market, likely with a partner on board.

Rolls-Royce says the UltraFan architecture is suitable for narrowbody or widebody applications needing thrust in the 25,000-110,000lb range (111-489kN).

During recent ground tests, the company ran its UltraFan demonstrator to its maximum thrust of around 85,000lb.

In addition to informing the design of the next generation of engines, Erginbilgic says “we can retrofit some of the technologies into today’s engines… to increase time on wing and fuel-burn efficiency”.

In the meantime, the engine maker is focussed on increasing the time on wing for its existing engine portfolio by an average of 40%.

Initiatives include improvements to component design, such as a new high-pressure turbine blade which is already being rolled out for the Trent 7000 on the Airbus A330neo.

The same HPT blade will be available for the Boeing 787-powering Trent 1000-TEN next year when it has been certificated by the US regulator.

Extensions to the lifespan of life-limited parts, based on in-service sampling and digital modelling, also promise an 8% time on wing improvement for the Trent 1000 and 7000.

Sustainable aviation fuel is produced from used cooking oil through collection, refining, and conversion to meet international standards.

Title:

Content: Chairman of the Board of Directors and Editors
I'm sorry.
Mohamad Elbaz
Chairman of the Board of Directors and Editors
I'm sorry.
Mohamad Elbaz
From table to heaven.
How does Egyptian Petroleum turn cooking oil into jet fuel?
The aviation industry is one of the sectors that contribute significantly to carbon dioxide (CO2) emissions, which makes it responsible for a large part of these challenges, and with the advancement of technology and research and development there has been an innovative solution to this problem through the production and use of jet fuel from used cooking oil.
How to produce jet fuel from used cooking oil
Production and Technology:
The process of producing jet fuel from used cooking oil involves several basic steps. First, used cooking oil is collected and assembled from various sources, such as restaurants and food factories, and then purified and filtered well to remove solids and impurities.
This can include chemical reactions with adjuvants or the application of analysis and conversion processes, with the aim of converting the oil into a sustainable aviation fuel that meets international standards of quality and safety.
Fuel Output:
The final product is aviation fuel that can be used in aircraft engines, this fuel is similar to diesel in terms of its chemical and physical properties, it can be stored and transported using the already existing infrastructure of traditional aviation fuel, without the need for major modifications in aircraft or in aviation airports.
Environmental and economic benefits:
The use of aviation fuel derived from used cooking oil carries many benefits, from an environmental point of view, reduces CO2 emissions and other harmful emissions produced by the aviation industry, in addition, helps reduce dependence on fossil fuels and minimizes the depletion of natural resources.
Economically, the production and use of jet fuel from used cooking oil can provide lower operating costs for airlines, can be less expensive for consumers, and can encourage investment in this technology and promote the airline industry ’ s transition towards sustainability.
Developments and challenges:
Researchers and engineers are working to develop production processes and improve the quality of used jet fuel, however, the industry also faces challenges, such as ensuring the quality and safety of fuel and complying with local and international legislation and regulations.
Aircraft Fuel Production Project
In a related context, a meeting was held on Friday between Eng. Tarek Al Mulla, Minister of Petroleum and Mineral Resources, and Mohamed Muhaisen, President of Honeywell International for the Middle East, North Africa, Central Asia and Turkey, during which they discussed several projects in the field of green energy currently being implemented by the petroleum sector.
They also reviewed the feasibility study of the project currently being worked on, as well as the possibility of establishing a new company for the production of sustainable aviation fuel, this potential company will be the result of a partnership between the Ministry of Petroleum and Mineral Resources, represented by the Egyptian Petrochemical Holding Company and private sector companies.
The production capacity of the project is estimated at 120,000 tons per year of sustainable jet fuel, using edible oil as a basic raw material, taking advantage of the latest global technologies in this field.
It is also proposed to establish this project near Anerbek in Alexandria, in order to achieve integration with the oil sector companies located in that area.

Airlines and manufacturers are scaling up sustainable aviation fuel production to meet net zero targets.

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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What is Airbus doing to achieve sustainable aviation?

It is investing in sustainable aviation fuel production projects.

What is the main objective of the ReFuelEU Aviation initiative?

To increase demand and supply for sustainable aviation fuel

BNEF estimates SAFs could reach 7.5% of jet fuel demand by 2030, from less than 0.1% today.

SAF can reduce carbon emissions by up to 80% compared to traditional jet fuel.

Title:

Content: Sustainable aviation fuel costs must be lower, Exxon VP says

By Rajesh Kumar Singh

CHICAGO, March 22 (Reuters) - Costs are the main obstacle to increasing the use of sustainable aviation fuel (SAF), Exxon Mobil Senior Vice President Jack Williams said on Friday.

SAF, a biofuel made from plant or animal materials including used cooking oil or agricultural waste, can reduce carbon emissions by up to 80% compared with traditional jet fuel. But it is up to five times more expensive than regular fuel.

"There's one big negative and that's the cost," Williams said at a conference near Chicago. "As we think about how we want to grow SAF ... we have got to focus on how do we minimize the costs."

Williams described the Biden administration's Inflation Reduction Act as the catalyzing action for biofuel production as well as carbon capture and storage and low carbon hydrogen. (Reporting by Rajesh Kumar Singh in Chicago Editing by Matthew Lewis)

IATA estimates that SAF could contribute 65% of the industry's needed emissions reductions to hit its 2050 net-zero goal.

Limited supply and infrastructure hinder SAF adoption.

Airbus has partnered with Neste to increase Sustainable Aviation Fuel availability.

Title:

Content: autoevolution
Car video reviews:

Airbus Partners With the Biggest SAF Producer to Ramp Up Sustainable Fuel Availability

Although they’re working on pioneering electric and hydrogen-based propulsion solutions, the biggest players in the aviation industry, such as Airbus and Rolls-Royce, are perfectly aware that that’s going to take a long time. Aviation is one of the most difficult transportation sectors to decarbonize. In the meantime, SAF (Sustainable Aviation Fuel) can effectively act as the best temporary solution, as long as its production is scaled up all over the world.
7 photos
Neste is turning out to be one of the most important names when it comes to SAF. It claims to be the world’s largest producer, gearing up to increase its capacity even more, aiming for 5.5 million tons per year, starting 2023.

It will do so by extending its presence. New facilities will start operating in Singapore and California, in addition the ones in Europe. This will also make Neste one of the few SAF producers with operations on three continents.

In addition to that, it has recently partnered with two aviation giants, Rolls-Royce and Airbus. Last month, Rolls-Royce announced that it will start working with Neste on the implementation of SAF for diesel engines. This collaboration isn’t limited to aviation, but extends to rail and construction work as well.

Following that, Airbus recently made a similar announcement, confirming that it has also partnered with the Finnish company.

That’s because low availability is still one of the main challenges in the wide-scale adoption of this alternative fuel, according to Airbus. Plus, current aircraft are only certified to operate on 50% SAF, so there’s work to be done in order to reach a full 100%. Airbus hopes to achieve this by the end of this decade.

Neste was also linked to one of the most important milestones for the use of SAF. Earlier this year, a Malaysia Airlines Boeing 737-800 completed the world’s first passenger flight powered by SAF, which was provided by Neste.

press release

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What is Airbus doing to achieve sustainable aviation?

It is investing in sustainable aviation fuel production projects.

It is working on adopting innovative strategies.

What is the main objective of the ReFuelEU Aviation initiative?

To increase demand and supply for sustainable aviation fuel

Neste aims to produce 5.5 million tons of SAF per year starting in 2023.

Title:

Content: autoevolution
Car video reviews:

Airbus Partners With the Biggest SAF Producer to Ramp Up Sustainable Fuel Availability

Although they’re working on pioneering electric and hydrogen-based propulsion solutions, the biggest players in the aviation industry, such as Airbus and Rolls-Royce, are perfectly aware that that’s going to take a long time. Aviation is one of the most difficult transportation sectors to decarbonize. In the meantime, SAF (Sustainable Aviation Fuel) can effectively act as the best temporary solution, as long as its production is scaled up all over the world.
7 photos
Neste is turning out to be one of the most important names when it comes to SAF. It claims to be the world’s largest producer, gearing up to increase its capacity even more, aiming for 5.5 million tons per year, starting 2023.

It will do so by extending its presence. New facilities will start operating in Singapore and California, in addition the ones in Europe. This will also make Neste one of the few SAF producers with operations on three continents.

In addition to that, it has recently partnered with two aviation giants, Rolls-Royce and Airbus. Last month, Rolls-Royce announced that it will start working with Neste on the implementation of SAF for diesel engines. This collaboration isn’t limited to aviation, but extends to rail and construction work as well.

Following that, Airbus recently made a similar announcement, confirming that it has also partnered with the Finnish company.

That’s because low availability is still one of the main challenges in the wide-scale adoption of this alternative fuel, according to Airbus. Plus, current aircraft are only certified to operate on 50% SAF, so there’s work to be done in order to reach a full 100%. Airbus hopes to achieve this by the end of this decade.

Neste was also linked to one of the most important milestones for the use of SAF. Earlier this year, a Malaysia Airlines Boeing 737-800 completed the world’s first passenger flight powered by SAF, which was provided by Neste.

press release

Would you like AUTOEVOLUTION to send you notifications?

You will only receive our top stories

The COMAC C919 and MC-21 are narrow-body twinjet airliners with distinct design and technology differences.

Title:

Content: Eastern Competitors of Airbus and Boeing Duopoly | Economic Horizontal | DW | 23.01.2022
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Economic stratification
Airbus, Boeing duopoly's eastern competitors
The attack on the two Western manufacturers ’ duopolies in the international aircraft market has begun: Russian rival MC-21 has been approved; China is also committed to entering the market.
How dangerous is this for Boeing and Airbus?
China ’ s C919 successfully tested for first time in 2017
For Airbus and Boeing, which have dominated the international aviation market for decades, the challengers are Russia ’ s MC-21 and China ’ s C919.
Both are double-engine narrow-body airliners.
They have been developed for quite a long time, with some delays, and have not been able to worry Western aviation overlords.
However, after several delays, the day finally came: in December 2021, the MC-21 received passenger certification and plans to enter regular routes in Russia for the first time this year.
The Chinese want to deliver their C919 to the first customer airline in the same period, but because of the temporary "shutdown" of the Xi'an test base, the date has been postponed, and it is uncertain whether it can be put into operation in 2022.
An inflection point?
However, one thing is clear: the era of new aircraft in key segments of the lucrative international aviation market has begun, and Airbus and Boeing will have to wait.
That ’ s especially true, experts say, because at least the MC-21 may still be superior to Airbus and Boeing ’ s current models in some areas.
Incidentally, this is not surprising given that the two giants from the United States and Europe have been on their own for decades: the Boeing 737 prototype dates back to 1967; and the Airbus A320 from 1987.
Unlike China, Russia has long had its own civil aviation manufacturing industry.
Since its farewell to communism, however, it had been in the shadow it had shrouded in the post-Soviet era.
Although almost all of the country ’ s manufacturing bases still exist, Russia produced only 14 civil aircraft in 2020.
This number can be reached by Airbus factories in a matter of days.
Some of the traditional Russian aircraft design bureaus, such as Polev or Ilyushin, have not produced any civilian designs for 30 years.
The long and painful process ended when the Irkut MC-21-300 was approved as a basic model by the Russian aviation authorities on December 28, 2021.
The aircraft first flew on May 28, 2017, and so far, four prototypes have been completed.
More economical?
The standard version of the MC-21 has two class cabins, with a total of 163 seats.
According to the current industry assessment, it is absolutely competitive in terms of passenger capacity and range.
Nico Buchholz, senior fleet procurement specialist at Deutsche Lufthansa for many years, pointed out that "in theory, the flight performance of the MC-21 is better than that of the latest Airbus A320neo."
He is familiar with the concept of a new aircraft.
He believes that the MC-21 is likely to be more economical than its Western competitors.
Of course, whether this also applies to performance such as efficiency, reliability, and carrying capacity is yet to be seen when the normal operation of Aeroflot ’ s subsidiary Rossiya begins this summer.
The passenger comfort of the advantages of Russian commercial aircraft should not be overlooked.
In the cabin, MC-21 passengers can also expect a more spacious sense of space: the cabin space is 11 cm wider than the A320, and the cabin diameter is 27 cm larger than the Boeing 737.
For airlines with six seats in each row, this space is not enough, but it provides passengers with more elbow space and a wider aisle.
A recent visit to the MC-21 at the Dubai Airshow demonstrates this.
The manufacturer is also proud to point out that the windows of the MC-21 are significantly larger than those of its Western competitors.
Therefore, it is known as "the world's widest narrow-body aircraft", by no means groundless.
Russia ’ s MC-21 unveiled at Dubai Air Show 2021
Possible sanctions risk
Russian commercial aircraft are in trouble right now.
Because, especially when it comes to engines and composites, they cannot be separated from the supply of various parts in the West.
The MC-21, which uses 40 percent composite material, set a record for such an aircraft, but was purchased from the United States and Japan, and the now licensed MC-21-300 is powered by a Hyundai Pratt & Whitney PW1400G gear-driven turbofan engine.
At present, the political situation is tense and Russia cannot rely on Western suppliers.
At the same time, Moscow has found important sales markets in countries such as Iran, but could not supply these countries with Western-equipped aircraft.
The aircraft on display in Dubai, MC-21-310, has not yet been certified because it is powered by a new large-aisle PD-14 turbofan engine developed by Russian company Awiadwigatel.
On December 25, 2021, another MC-21-300 prototype flew for the first time, with a new wing made from a patented Russian-made polymer composite.
MC-21 at the Dubai Air Show
Better quality than Airbus?
According to the manufacturer, there are currently 175 confirmed orders and “hundreds of intended orders ” for MC-21s from Aeroflot alone.
Juri Slyusar, managing director of Irkut ’ s parent company, United Aircraft Corporation (UAC), pointed out that Russia itself is a huge market.
"The forecast shows that in the next 20 years, Russia alone will need 800 aircraft of this size.... Once we prove the effectiveness of the aircraft domestically, we will move to the international market," he said.
MC-21 Internal Display
Self-use is also the most important perspective of China's development of the C919 with a passenger capacity of 156 to 168 passengers.
"Regardless of how many Airbus and Boeing flights there will be in China, the Chinese aircraft market itself will be able to accommodate a large number of which can be sold (C919)," Buchholz said.
In addition, China is striding ahead of Russia in manufacturing capacity, which is critical to the future success of the C919 in the market.
The former Lufthansa procurement expert pointed out that "the biggest challenge is to industrialize aircraft manufacturing and produce hundreds or thousands of aircraft of the same quality."
Since the Chinese have more experience in industrial mass production of aircraft than the Russians, they may become competitors to Airbus and Boeing.
Western manufacturers, like Airbus, have their own assembly lines in China, contributing to this.
Aircraft made in China are sometimes of better quality than Airbus made in Hamburg. "
Watch the video 01: 50
China 's first domestic passenger aircraft C919 officially unveiled
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The C919 has a range of 4075-5555 kilometers.

Title:

Content: China
China News
R & D 15 years “Carrying the Will of the Nation ” C919 20 years ago
[Ming Pao News] After 15 years of research and development, the C919, which has independent intellectual property rights, was certified to take off before the 20th National Congress of the Communist Party of China (CPC), and will deliver its first aircraft within the year.
C919 is regarded as the "heavy weapon" of China's technological innovation, and the state media said that its localization rate is about 60%; its research and development achievements have been affirmed by President Xi Jinping, and the evaluation carries the national will, the national dream and the people's expectations.
At present, the pre-purchase of commercial orders for C919 has exceeded 500 billion yuan (RMB, the same below).
As the "pearl of modern manufacturing", C919 is expected to drive the upgrading of the entire industry upstream and downstream in the future, and promote the economic growth of multiple cities.
Ming Pao reporter Wang Shengchen
The C919 is a narrow-body trunk civil transport aircraft ranging from 158 (basic mixed-class layout) to 168 seats (all-economic layout). It is also the first self-developed jet trunk passenger aircraft with independent intellectual property rights in accordance with the international standard of airworthiness.
With a range of 4075 to 5555 kilometers, the C919 is designed to meet the market needs of large and medium volumes at home and abroad.
In September, the civil aviation qualification certificate can be put into commercial operation.
It has been 15 years since the C919 was first introduced in 2007. In 2010, its manufacturer, China Commercial Aviation (COMAC), submitted an application for a Model Conformity Certificate to the Civil Aviation Administration of China and accepted it.
After five years of research and development, the first C919 aircraft was put on the line in 2015. In 2017, after the successful first flight of the C919, a comprehensive test flight began, including six test aircraft participating in power, performance, control and other subjects, and two in static test, fatigue test and other subjects.
In September this year, the C919 completed all airworthiness certification and obtained the model qualification certificate issued by the Civil Aviation Administration of China, which means that China Commercial Aviation can start delivery and enter commercial operations.
Official media: C919 localization rate 60%
The commercial operation of the C919 is now countdown. This progress marks China ’ s ability to independently develop world-class large passenger aircraft and is a milestone in the development of China ’ s large aircraft industry.
Previously, according to Zhou Guirong, deputy chief designer of C919 model large passenger aircraft, the overall domestic production rate of C919 model aircraft can reach more than 50%, including domestic enterprises and domestic and foreign joint ventures in the domestic production.
The Economic Daily pointed out that the domestic production rate of the C919 is about 60%.
Bulk delivery with production license only
Xinhua News Agency reported that Xi Jinping met with representatives of the C919 project team in Beijing on September 30 and visited the project achievements exhibition, during which he fully affirmed the stage achievements of the C919 large-scale passenger aircraft development task.
Xi Jinping said that allowing China's large aircraft to soar in the blue sky carries the national will, national dream, and people's expectations, and stressed that it is necessary to give full play to the advantages of the new national system and make greater breakthroughs in key core technologies.
Next, the C919 only needs to get a production license, and it can be delivered in bulk and officially go to market.
According to China Commercial Aviation, the first C919 aircraft will be delivered by the end of this year.
Order 815 more than 500 billion
34 overseas Nigerians, 30
According to China Commercial Aviation official website and "data treasure" statistics, there are currently 28 C919 customers, a total of 815 confirmed or intended orders, the total order amount of more than 500 billion yuan.
Among them, China Eastern Airlines is the first customer of C919 in the world.
According to China Eastern ’ s 2022 semi-annual report, China Eastern will introduce a C919 in the second half of this year.
According to the previous announcement of China Eastern Airlines, the unit price of the C919 catalog is 653 million yuan.
With a row of 6 seats (3 seats on each side of the single aisle), the C919 is in high demand in the global aircraft procurement market.
China Airlines orders account for about 25% of the market demand, and the first customers of C919 are expected to be mainly China Airlines.
It is worth noting that out of the current 815 orders, overseas orders account for 34.
Nigeria ’ s aviation minister, Hadi Sirika, said on the 1st that because of “cordial, friendly and mutually beneficial relations ” with China, the country will consider purchasing the C919, which is currently in its infancy, and plans to increase the number of aircraft to 30 by 2025.
US research claims that aircraft development has a driving effect of 1: 15
The continuous growth of Chinese and foreign orders is a positive trend for C919. The C919 project has the characteristics of capital-intensive, technology-intensive and resource-intensive high-end equipment industry, and is known as the “pearl of modern manufacturing ”.
The aviation industry itself has always been known for its long industrial chain and high value-added.
According to the analysis of the think tank of "Beijing News", the successful operation of C919 will lead to the comprehensive upgrading of the entire related upstream and downstream manufacturing industry and promote economic growth.
The design and development, advanced manufacturing, operation and maintenance of the large aircraft industry chain involve many subsystems such as system research and development, new materials, parts, aircraft manufacturing, etc., and the upstream and downstream have become a huge industrial chain.
The research and development of the C919 has directly promoted the establishment of 16 joint ventures in avionics, flight control, power supply, fuel, landing gear and other aircraft systems.
RAND research indicates that the development of large aircraft and its core technology diffraction into related industries can achieve a 1: 15 driving effect, so it is beneficial to the industrial chain.
Nearly 200,000 people in 22 provinces and cities participated in R & D and production
Some mainland cities also enjoy the "cake" of the big aircraft industry.
At present, Shanghai, Shaanxi, Sichuan, Jiangxi, Liaoning, Jiangsu and other 22 provinces and cities, as many as 200 enterprises, nearly 200,000 people have participated in the research and development of the C919 project, and the mainland has formed a number of industrial clusters such as Beijing-Tianjin-Hebei, Pearl River Delta, Southwest, Northeast and Northwest.
"Outlook Oriental Weekly" statistics pointed out that in terms of the number of listed enterprises in the aerospace industry chain, Jiangsu ranked first in the mainland, followed by Beijing, Guangdong, Shaanxi, Sichuan, Zhejiang and other places, all have more than 10 listed companies and developed equipment manufacturing base.
New strategic industries around Jiangsu, Zhejiang, and Shanghai
Taken off by the big plane "Dongfeng"
Because it involves the manufacture of body parts, the economic value released by the large aircraft industry has now significantly benefited the major participating cities in the manufacturing supply system such as Shaanxi Xi'an, Liaoning Shenyang, Heilongjiang Harbin, Chengdu, Jiangxi Nanchang, Jingdezhen and other manufacturing suppliers.
Since 2008, COMAC has been following up on the layout and construction of related industrial parks in Suzhou, Wuxi, Changzhou, Nantong, Hangzhou, Jiaxing, Shaoxing, Taizhou, Wuhu, Anhui, and other surrounding cities.
Last year, Shanghai planned to continue to promote the aviation industry, and by 2035, it will develop into a civil aviation industry base with global influence, and at the same time, cooperate with the Yangtze River Delta to form a world-class civil aviation industry cluster.
(5 days to 20)
Previous / Next News

The C919 is designed to meet international aviation standards with a focus on fuel efficiency and emissions.

The C919 is designed to meet international aviation standards with a focus on fuel efficiency and emissions.

The C919 is designed to meet international aviation standards with a focus on fuel efficiency and emissions.

China and Russia are emerging as major players in the global aviation industry with the development of the C919 and MC-21.

The C919 has over 1000 orders, and the MC-21 has 175 firm orders and several hundred more from Russian airlines.

Title:

Content: While China’s Comac may already be looking to the long-term future with its proposed ’C939’ widebody programme, the state-owned airframer appears to be focused on the more pressing need to ramp up output of its C919 single-aisle.

To date, just four examples of the CFM International Leap-1C-powered narrowbody have entered service – all with China Eastern Airlines – since the twinjet gained certification in September 2022.

Source: BillyPix

China Eastern is the only operator of the C919 currently

It has been a sluggish start for the Chinese narrowbody, particularly when compared to the soaring production rates of its Western rivals. Airbus, for example, is currently churning out more than 50 A320neo-family aircraft each month.

That the process has been slower than expected is not surprising, says Richard Aboulafia, managing director of AeroDynamic Advisory.

“It is probably due to the difficulties associated with building conforming aircraft; a very different challenge than just flying a jet and getting it certified.

“That’s a much longer road, along with the enormous challenge of establishing a product-support apparatus,” adds Aboulafia.

Equally, with economic and geopolitical considerations always part of Comac’s calculus, the slow ramp-up may be by design, argues Shukor Yusof, founder of aviation consultancy Endau Analytics.

He thinks Comac is “in no hurry… not because it can’t”, but because it is “not in its, or China’s, interest to do”.

A botched ramp-up would be worse than a slow ramp-up, he says. Comac – and by extension, Beijing – “will be watching” the state of the global supply chain, as well as geopolitical developments, “very closely”, before moving to increase output.

“Its next steps will depend on what happens to Boeing near-term, over the next six to 12 months, as well as how [Chinese leader] Xi Jinping’s recent state visit to France could push Airbus into a wider role vis-a-vis aircraft production in China,” says Shukor.

However, Comac’s growing backlog for the C919 still needs to be addressed. That total was bolstered in late April, with the other members of the country’s ‘Big Three’ – Air China and China Southern Airlines – each ordering 100 C919s. Although Aboulafia doubts the carriers need those aircraft, deliveries are set to run from 2024 to 2031.

In fact, Cirium fleets data records Comac as holding almost 1,000 firm orders for the C919, with another 700 aircraft covered by more tentative agreements – a quietly impressive backlog for the programme.

To address that total, local media reports suggest Comac is looking to achieve an annual production rate of up to 150 aircraft within five years.

The figure is “a bit over-ambitious”, says Shukor, pointing out the ongoing supply-chain constraints all manufacturers face, but “not impossible beyond 2030”.

But there are indications Comac is working to enhance its production system. In a now-deleted social media post widely reported by local media, China Aviation Planning and Design Institute Group, an entity linked to state-owned enterprise AVIC, said it had clinched the contract for the “second phase” of the C919 “production capacity construction project”.

Located in the Pudong area of Shanghai, where Comac is also based, the project would see the facility expand to cover 330,000sq m (3.55 million sq ft), with an unspecified number of production lines and parts warehouses, reports suggest.

Comac did not publicly confirm these reports and the airframer declines to comment on FlightGlobal’s query on production rates, except to say it is working to increase C919 output.

Source: Weibo

Against this backdrop, the news that the airframer may be contemplating the development of a second widebody programme is sure to raise eyebrows.

Comac is already working on the C929 – broadly speaking a rival to the A330neo and Boeing 787 – but the next project appears set to compete with the A350 and 777.

A report from Hong Kong’s South China Morning Post on 13 May, citing an unnamed source, says the airframer has developed design concepts for the new jet, but notes that it will take several years before any prototype is constructed.

The report gives no technical specifications for the new programme, such as the number of engines or capacity.

Comac declines to comment directly, saying obliquely that media should wait for official confirmation of its plans.

The aerospace industry aims for net-zero emissions by 2050, driven by emerging electric and hybrid-electric propulsion technologies.

Title:

Content: NASA partners Pratt & Whitney to develop low-emission aviation engine tech

Pratt & Whitney will demonstrate the compatibility of sustainable aviation fuels (SAFs) with advanced combustors for small core engines.

NASA has selected Pratt & Whitney to develop advanced engine technologies to reduce fuel consumption and emissions for next generation single-aisle aircraft. The Hybrid Thermally Efficient Core (HyTEC) project is part of NASA’s Sustainable Flight National Partnership, which will enable breakthrough innovations in support of the aviation industry’s goal to significantly reduce CO2 emissions by 2050.

Through HyTEC, Pratt & Whitney will demonstrate the compatibility of sustainable aviation fuels (SAFs) with advanced combustors for small core engines. The project includes developing and testing the fuel and air mixers for optimal efficiency and then measuring the emissions and noise emitted using Jet A fuel and high blends of SAF.

In the second phase of the HyTEC project, Pratt & Whitney plans to demonstrate a technology-infused core comprised of a high-pressure compressor, high-pressure turbine, and combustor leveraging successes from the first generation GTF core. This phase is planned for 2024 through 2027 and will provide critical learning and increased maturation of the core prior to the next program launch.

Geoff Hunt, senior vice president, Engineering and Technology, at Pratt & Whitney said “Aviation is moving toward a greener, cleaner future. Our partnership with NASA on HyTEC will allow Pratt & Whitney engineers to explore new technologies that will help make future aircraft propulsion systems even more sustainable.”

In October 2021, NASA awarded Pratt & Whitney two contracts under the HyTEC project to develop technologies for a high-pressure turbine that will include next generation ceramic matrix composites (CMC) materials capable of operating at higher temperatures than current CMCs, environmental barrier coatings, and advanced cooling and aerodynamic approaches that will enable new component designs and efficiencies.

Hunt added that this award helps Pratt & Whitney continue to develop advanced propulsion technologies that will be ready for the next-generation aircraft in the next decade., “The use of SAF blends is increasing today to 50% and will reach 100% within a few years. This is a key pathway to achieving the industry’s goal of net zero carbon emissions by 2050. Our engine technology continues to improve in efficiency – flying further, with more power and on less fuel. ”

Collaboration between Pratt & Whitney and NASA has already led to several key advances in sustainable propulsion technologies in recent decades, including low-pressure-ratio fans, low-emissions combustors and high-performance hot section. These collaborations have a vital role to play towards developing and maturing technologies that will ultimately help make aviation more sustainable environmentally and economically.

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Title:

Content: Raytheon Tests Hybrid Engine That Could Cut Air Travel Emissions by 30 Percent

The hybrid turbo-prop engine could help reduce emissions from regional air travel if it enters service.

We may earn a commission from links on this page.

Air travel emits roughly 100 times more carbon dioxide per hour than taking a train or bus. Yet, while hybrid and electric buses are common sight on the road and you might sometimes see a train if you’re lucky, more eco-friendly planes still seem a long way off.

But, after Airbus announced that it was working on a hydrogen engine for its planes late last year, the tides appear to be changing. And now, American aerospace company Raytheon is getting in on the hybrid act with a new engine that could one day power regional aircraft around the world.

First reported by Aviation Today, the hybrid engine underwent its first ground test ahead of a development program that could see it take to the skies in 2024.

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The new hybrid powerplant comprises an electric motor developed by Collins Aerospace coupled with a fuel-burning engine from Pratt & Whitney. According to Raytheon, this setup could enable more efficient engine performance during take-off, climbing and cruising. This, it says, could cut CO2 emissions by up to 30 percent compared to today’s regional aircraft.

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“Hybrid-electric propulsion technology offers significant potential to optimize efficiency across a range of different aircraft applications, helping our industry meet its ambitious goal for achieving net zero CO2 emissions,” said Jean Thomassin, executive director new products and services at Pratt & Whitney Canada.

“With our ground test program now well underway, planned flight testing will enable us to accelerate the demonstration of this next generation sustainable propulsion technology as we continue to expand our collaboration within Canada’s aerospace ecosystem and beyond.”

Advertisement

Ground testing of the new engine is just the first step. Next, Raytheon will look to the skies and begin testing the powerplant onboard a plane.

To do this, the company will modify and operate the De Havilland Canada Dash 8-100 aircraft. This plane will be operated north of the border and will put the hybrid engine through its paces to uncover its performance and efficiency.

Advertisement

Hybrid power is just one facet being investigated to cut airline emissions. Raytheon says that while testing the new engine it will also investigate hydrogen power and synthetic fuels.

Air New Zealand aims to fly a zero-emissions plane by 2026 and has signed agreements to buy planes from four manufacturers.

Collins Aerospace has produced a 500 kilowatt electric motor prototype for the Airlander 10 aircraft.

Which companies have developed working prototypes of all-electric engines?

The Biden Administration has released a blueprint to achieve net-zero emissions in the U.S. transportation sector by 2050.

Title:

Content: Highlights

  • The Biden Administration released the U.S. National Blueprint for Transportation to detail the federal government's strategy to achieve net-zero emission reduction goals by 2050.
  • The Blueprint, developed by the U.S. Departments of Energy, Transportation, and Housing and Urban Development, along with the U.S. Environmental Protection Agency, provides a "framework of strategies and actions to remove all emissions from the transportation sector by 2050."
  • The Blueprint is meant to serve as a "guide for future policymaking and research, development, demonstration, and deployment in the public and private sectors."

The Biden Administration released the U.S. National Blueprint for Transportation Decarbonization (Blueprint) on Jan. 10, 2023, setting forth a comprehensive strategy for federal leadership and partnerships to decarbonize the transportation sector in order to achieve the economy-wide 2030 and 2050 emissions reduction goals.1

Background

The Biden Administration published a long-term strategy in November 2021 with a goal of achieving net-zero greenhouse gas (GHG) admissions by 2050 and 50 percent to 52 percent reductions from 2005 levels by 2030. The new Blueprint seeks to coordinate how to get there between all levels of government and in partnership with the private sector. The document stems from a September 2022 memorandum of understanding (MOU) between the U.S. Departments of Energy (DOE), Transportation (DOT) and Housing and Urban Development (HUD), along with the U.S. Environmental Protection Agency (EPA), which committed the agencies to release the Blueprint.

The transportation sector is the largest source of GHG emissions in the U.S., responsible for one-third of all emissions. Further, transportation is closely interconnected with other sectors of the economy. For example, electric vehicles (EV) rely on electricity generation and will have different implications for manufacturing relative to manufacturing of internal combustion engine vehicles. Specific strategies to reduce full life-cycle emissions associated with transportation activities are not addressed in the Blueprint, but they are needed to achieve the Biden Administration's goals.

Both the MOU and the subsequent Blueprint note billions of dollars in clean transportation investments in the recent Inflation Reduction Act of 2022 (IRA) and Infrastructure Investment and Jobs Act (IIJA), which was enacted in 2021. While Bipartisan Infrastructure Law (BIL) and IRA equip the U.S. with many of the appropriate tools for decarbonizing the transportation sector, implementation will be critical. The scope, scale and speed of the economic shift will continue to require solutions that leverage market forces and private sector investments, which government policies and investments are intended to jumpstart and guide.

Continued innovation, research, development and demonstration across the transportation industry will be necessary to further efforts to achieve net-zero carbon emissions by 2050. The Blueprint identifies key areas of focus that the agencies will target in the coming years, including EVs and supporting infrastructure, hydrogen and hydrogen refueling networks, and sustainable aviation fuels. Additional funding opportunities and incentives will continue to be made available to promote and further their development and demonstration.

According to the document, the four agencies created the Blueprint to serve as a guide for future policymaking and research, development, demonstration and deployment in the public and private sectors, all built upon five guiding principles:

  1. implement bold actions to achieve measurable results
  2. embrace creative solutions across the transportation system
  3. ensure safety, equity and access
  4. increase collaboration and
  5. establish U.S. leadership

The strategy will focus on research and investment to support deployment before 2030, then shift to scaling up clean solutions deployment between 2030 and 2040, and complete the transition between 2040 and 2050. The Blueprint's milestones are broken down as follows:

imga

Strategies to Decarbonize Transportation

The Blueprint focuses on each major transportation mode and identifies specific decarbonization opportunities and challenges, highlighting the roles of various clean technologies for various applications.

The Blueprint identifies three key strategies to implement immediately to achieve the nation's 2030 emissions reduction goals:

  1. increase convenience by improving community design and land use to prioritize access and proximity to work opportunities, community services and entertainment to reduce commute burdens
  2. increase options to travel more efficiently by enabling shifts to more efficient vehicles and reducing reliance on energy-intensive modes of transport
  3. transition to clean options by deploying zero-emission vehicles and fuels for all passenger and freight travel modes

The Blueprint acknowledged that the first two strategies will contribute to reducing GHG emissions and produce significant co-benefits. The Blueprint notes that the third strategy of transitioning to clean options is expected to drive the majority of emissions reductions.

Adoption and market penetration of clean technologies for travel modes is essential to transition to zero-emission vehicles and fuels. This involves adopting highly efficient zero-emission battery vehicles, hydrogen fuel cell vehicles and sustainable fuels for vehicles and applications that are more challenging to electrify.

The following figure provides a summary of vehicle improvement strategies and technology solutions for different travel modes.

imgb

Source: U.S. National Blueprint for Transportation

Applying the Strategies by Transportation Mode

Below is a summary of the Blueprint's application and its strategies by transportation mode.

Light-Duty Vehicles

49 percent share of current transportation emissions

With more than 280 million vehicles on the road, light-duty passenger vehicles (LDV) – cars, sport utility vehicles (SUVs) and pickup trucks – are the primary mode of passenger travel in the country and account for more than 75 percent of total U.S. passenger miles traveled. The fuel economy of new LDVs has improved by about 30 percent over the past 15 years, driven largely by regulations, including EPA GHG emissions standards and the Corporate Average Fuel Economy (CAFE) standards established by the National Highway Traffic Safety Administration (NHTSA).

The Blueprint cites increasing global sales and manufacturers' investments in EVs and battery development as evidence that EVs are clearly a viable technology to dramatically reduce GHG emissions from LDVs by 2050. The Blueprint presents strategies to ensure high market penetration of EVs over the next few decades. As such, the Blueprint underscores the importance of addressing EV charging and clean fuel infrastructure needs to enable every person and business to meet their mobility requirements.

Federal GHG Emissions Reduction Goals

  • achieve 50 percent of new vehicle sales being zero-emission by 2030, supporting a pathway for full adoption, and ensure that new internal combustion engine vehicles are as efficient as possible
  • deploy 500,000 EV chargers by 2030
  • ensure 100 percent federal fleet procurement be zero-emission by 2027

Strategy to Achieve Emissions Reduction Goals

  • implement policy and regulation to expand the market share and use of EVs, including:
    • potential GHG emissions and fuel economy policies at DOT and EPA to ensure internal combustion engine efficiency
    • tax credits and incentives established in the IRA to reduce costs of EVs and strengthen supply chains for domestic manufacturing
    • leveraging federal procurement to transition the federal fleet to EVs
  • continue EV charging infrastructure investments and planning to ensure access to convenient and affordable charging whenever needed
    • These actions will entail an equitable expansion of access to charging, including widespread public charging solutions for those without access to home charging (workplace, curbside, multi-unit buildings with shared parking) and ubiquitous fast-charging networks.
    • With the influx of EVs and the expectation that EVs will become one of the largest electricity load categories by 2050, development and implementation of solutions for effective vehicle-to-grid (V2G) integration are critical.
  • fund research and innovation that will continue to improve vehicle, battery and charger performance and reduce costs, leveraging investments from IIJA, IRA and the CHIPS and Science Act to develop a domestic EV manufacturing supply chain

Medium- and Heavy-Duty On-Road Trucks and Buses

21 percent share of current transportation emissions

While medium-duty and heavy-duty vehicles (MHDV) represent only 5 percent of total vehicles on the road, they are responsible for an outsized 21 percent of transportation emissions. MHDVs include a wide range of vehicles that vary in size from heavy-duty pickup trucks to long-haul semi-trucks. The use of these vehicles is correspondingly diverse, as this category encompasses vehicles used for local delivery, refuse collection, public transportation, long-haul goods delivery and many other purposes.

Virtually all MHDVs on the road today rely on internal combustion engines fueled with diesel (81 percent), gasoline (17 percent) and natural gas (1 percent).

The Blueprint notes increasing investments by manufacturers in zero-emission electric or hydrogen fuel cell electric powertrains. Since MHDVs are used for a variety of purposes, there will likely be a suite of zero-emission technology solutions in the future to cover various use cases. The Blueprint projects a strong role for hydrogen in the long-haul trucking sector, where the weight and size of vehicles, as well as the use case, makes battery power impractical.

Federal GHG Emissions Reduction Goals

  • aim to have 30 percent of new vehicle sales be zero-emission by 2030 and 100 percent by 2040
  • ensure 100 percent federal fleet procurement is zero-emission by 2035

Strategy to Achieve Emissions Reduction Goals

  • fund research and innovation to develop viable technologies to replace fossil fuel vehicles for all MHDV applications, with an emphasis on lower-cost and higher-energy-density batteries and fuel cell applications, as well as the use of clean hydrogen and sustainable fuels to fully decarbonize MHDVs
  • implement policy and regulation to reduce new vehicle GHG and criteria emissions and set ambitious targets for transitioning to zero-emissions vehicles on a timeline consistent with achieving economy-wide 2030 and 2050 emissions reduction goals
  • invest in strategic demonstration and deployment to support the build-out of interoperable EV charging and refueling infrastructure through coordinated planning, policy and funding opportunities

Aviation

11 percent share of current transportation emissions

As aviation demand continues to grow, the development and introduction of new aircraft and engines by manufacturers will be critical to reducing future emissions. With investments by industry and the federal government, new more fuel-efficient aircraft could be introduced.

The Blueprint emphasizes that sustainable aviation fuels (SAF) will be critical to the long-term decarbonization of aviation. The SAF production industry is still developing, but SAF production will also be aided by the new tax credits and a competitive grant program the IRA established.

Aviation decarbonization will require various vehicle and fuel solutions. In addition to SAF, battery electrification and hydrogen fuel are also potential options for replacing petroleum-based aviation fuels. These technologies can play an important role in the coming decades by decarbonizing short-distance flights and dedicated regional cargo routes. However, the Blueprint holds that they are not expected to provide a solution by 2050 for the medium- and long-haul flights that generate most of the aviation sector's carbon emissions.

Federal GHG Emissions Reduction Goals

  • reduce aviation emissions by 20 percent compared to a business-as-usual scenario
  • achieve net-zero GHG emissions from the U.S. aviation sector by 2050
  • catalyze the production of at least 3 billion gallons of SAF per year by 2030 and approximately 35 billion gallons by 2050 – enough to supply the entire sector

Strategy to Achieve Emissions Reduction Goals

  • policy and regulation to incentivize low-emission aviation innovations through new and breakthrough technologies, and to reduce emissions by providing access to and use of proven technologies from other transportation sectors
  • research and innovation to advance technological, operational and sustainable aviation fuels solutions to reduce emissions
  • expand stakeholder engagement and partnerships around the world to address the challenges and opportunities inherent in the international nature of aviation, including standards that incentivize the most effective technologies

Off-Road Vehicles

10 percent share of current transportation emissions

There are a wide range of engine sizes, power requirements, duty cycles and vehicle applications. Unlike most on-road vehicles, an off-road vehicle's engine typically provides power to propel the vehicle and to perform auxiliary work such as digging or harvesting. As a result, different applications in the off-road sector have specific requirements for ruggedness, durability and other operational constraints. Strategies for decarbonizing the off-road sector will leverage technologies similar to other sectors, including battery electric and fuel-cell EVs and sustainable fuels. However, the exact roles of different technologies and solutions across these use cases have many nuances. A deeper understanding of real-world operations and requirements is needed to enable comprehensive data-driven analysis that can identify viable pathways at the vehicle and system level.

Federal GHG Emissions Reduction Goals

  • work to establish specific targets
  • focus resources to develop technology pathways and set efficiency and zero-emissions vehicle and equipment targets

Strategy to Achieve Emissions Reduction Goals

  • increase targeted research and innovation efforts to better understand the spectrum of available technologies and collect real-world operational data to enable a deeper understanding of off-road vehicle and mobile equipment requirements
  • implement policy and regulation, including establishing GHG and efficiency standards for off-road vehicles and mobile equipment and setting ambitious targets for transitioning to zero- or low-emission technologies
  • invest in strategic demonstration to understand EV charging and clean fuel refueling infrastructure needs and support deployment through coordinated planning, policy and funding opportunities

Pipeline

4 percent share of current transportation emissions

While pipelines primarily transport fossil fuels today, in a future sustainable energy system, pipelines could also transport carbon dioxide to injection wells for carbon capture and sequestration and to other end users. They could also be used to transport hydrogen and other sustainable liquid fuels like SAF. There are several risks and barriers associated with the transportation of alternative fuels by pipeline, and potential integrity threats posed by different fuels must be fully examined and understood.

Federal GHG Emissions Reduction Goals

  • work to establish specific targets
  • by 2036, repair or replace 1,000 miles of high-risk, leak-prone, community-owned legacy gas distribution pipeline infrastructure, as well as an estimated reduction of 1,000 metric tons of methane emissions
  • eliminate leakages and enable use of pipelines for clean sustainable fuels

Strategy to Achieve Emissions Reduction Goals

  • policy and regulation that continue to increase the stringency of methane emissions limits, tackle emissions associated with pipeline operations and promote the viable use of electricity or other clean energy sources
  • infrastructure investments and improved design and planning for pipelines as made possible through provisions in the BIL
  • research and innovation to continue to develop tools and reporting systems for accurate disclosure of methane emissions, including direct measurement and remote sensing technologies; performance-based risk reduction for design, construction, operations, maintenance and fire protection of liquid natural gas (LNG) facilities; improved safety systems for underground natural gas storage facilities; and new technologies to mitigate risk posed by excavation damage to pipelines

Maritime Vessels

3 percent share of current transportation emissions

The maritime industry is international in scope, with the largest share of GHG emissions originating from international voyages. Therefore, effective decarbonization will require intergovernmental collaboration that aligns with industry and community needs.

Despite the variety of potential decarbonization fuels, technologies and policies in development, the best pathway for decarbonizing the maritime sector is unclear. New maritime technologies can be slow to be adopted, particularly when safety and operational standards still need to be established. Vessels have a long fleet turnover time – 30 years or more – so understanding the costs, standards and requirements is critical for long-term investment planning. Decarbonizing the sector by 2050 will require innovative practices, targeted regulations and a strong and immediate commitment to innovation and deployment of new and emerging technologies.

Federal GHG Emissions Reduction Goals

  • continue to support the Zero-Emission Shipping Mission (ZESM) goals to ensure that 5 percent of the global deep-sea fleet are capable of using zero-emission fuels by 2030, at least 200 of these ships primarily use these fuels across the main deep sea shipping route, and 10 large trade ports covering at least three continents can supply zero-emission fuels by 2030
  • support the U.S. domestic maritime sector by performing more research, development and demonstration into sustainable fuels and technologies and incentivize U.S. commercial vessel operators to move towards lower GHG emissions
  • work with countries in the International Maritime Organization (IMO) to adopt a goal of achieving zero emissions from international shipping by 2050

Strategy to Achieve Emissions Reduction Goals

  • research and innovation on viable alternative fuels and new technologies to determine the most promising paths to decarbonizing the maritime sector; promising fuels and technologies that can support maritime decarbonization include:
    • sustainable liquid and gaseous fuels
    • electric vessels
    • cold-ironing
    • energy efficiency and hybridization
    • renewable energy
    • exhaust treatment and carbon capture
  • international and domestic stakeholder engagement to develop and implement effective decarbonization strategies and regulation
  • infrastructure investments and improved design and planning in clean technologies and fuels for maritime applications funded through new and existing federal programs

Rail

2 percent share of current transportation emissions

The United States has the largest rail network in the world, and it is used primarily to support freight movement. While electric rail technologies are widely used worldwide, freight rail carriers in the U.S. almost exclusively use diesel locomotives. Intercity passenger and commuter carriers also heavily rely on diesel, though there are some partially or fully electrified lines. According to the Blueprint, the rail industry is currently exploring opportunities to maintain its comparative energy use advantage on a ton-mile basis by transitioning to direct use of electricity (e.g., overhead catenary charging, third-rail systems), batteries, hydrogen fuels, sustainable fuels or hybrid solutions.

Also, according to the Blueprint, the electrification of commuter rail fleets offers promising opportunities for further emissions reduction. Longer-distance rail for passengers and freight may require fuel technologies in addition to electric batteries and fuel cells to achieve emissions reductions goals, and pathways to total decarbonization still need to be determined.

Federal GHG Emissions Reduction Goals

  • work to establish specific targets
  • focus resources to develop technology pathways and set efficiency and zero-emissions vehicle targets
  • encourage greater use for passenger and freight travel to reduce emissions from road vehicles

Strategy to Achieve Emissions Reduction Goals

  • infrastructure investments in electric locomotives and the expansion of electrification corridors to help to accelerate the zero-emission transition; interoperability and infrastructure for clean fuel technology adoption will facilitate efforts.
  • multi-stakeholder collaborations to accelerate the deployment of rail technologies that reduce emissions and increase efficiency
  • research and innovation to advance technology through pilot projects, greater infrastructure investments and continued policy and regulation support that helps accelerate the growth of electrification of U.S. passenger rail system

Footnote

1. The Blueprint uses the term "decarbonization" to refer to all greenhouse gas (GHG) emissions.

The content of this article is intended to provide a general guide to the subject matter. Specialist advice should be sought about your specific circumstances.

NASA is partnering with Pratt & Whitney to develop low-emission aviation engine technology for next-generation aircraft.

Advanced materials like solid-state batteries and supercapacitors are expected to improve electric and hybrid-electric aircraft efficiency and range.

What is Airbus doing to achieve sustainable aviation?

It is making efforts to improve aircraft efficiency.

LYTE Aviation and Lange Aviation are partnering to develop sustainable aviation technologies.

Raytheon, Collins Aerospace, and Pratt & Whitney are testing a hybrid turbo-prop engine that could cut air travel emissions by 30 percent.

Title:

Content: Raytheon Tests Hybrid Engine That Could Cut Air Travel Emissions by 30 Percent

The hybrid turbo-prop engine could help reduce emissions from regional air travel if it enters service.

We may earn a commission from links on this page.

Air travel emits roughly 100 times more carbon dioxide per hour than taking a train or bus. Yet, while hybrid and electric buses are common sight on the road and you might sometimes see a train if you’re lucky, more eco-friendly planes still seem a long way off.

But, after Airbus announced that it was working on a hydrogen engine for its planes late last year, the tides appear to be changing. And now, American aerospace company Raytheon is getting in on the hybrid act with a new engine that could one day power regional aircraft around the world.

First reported by Aviation Today, the hybrid engine underwent its first ground test ahead of a development program that could see it take to the skies in 2024.

Advertisement

The new hybrid powerplant comprises an electric motor developed by Collins Aerospace coupled with a fuel-burning engine from Pratt & Whitney. According to Raytheon, this setup could enable more efficient engine performance during take-off, climbing and cruising. This, it says, could cut CO2 emissions by up to 30 percent compared to today’s regional aircraft.

Advertisement

“Hybrid-electric propulsion technology offers significant potential to optimize efficiency across a range of different aircraft applications, helping our industry meet its ambitious goal for achieving net zero CO2 emissions,” said Jean Thomassin, executive director new products and services at Pratt & Whitney Canada.

“With our ground test program now well underway, planned flight testing will enable us to accelerate the demonstration of this next generation sustainable propulsion technology as we continue to expand our collaboration within Canada’s aerospace ecosystem and beyond.”

Advertisement

Ground testing of the new engine is just the first step. Next, Raytheon will look to the skies and begin testing the powerplant onboard a plane.

To do this, the company will modify and operate the De Havilland Canada Dash 8-100 aircraft. This plane will be operated north of the border and will put the hybrid engine through its paces to uncover its performance and efficiency.

Advertisement

Hybrid power is just one facet being investigated to cut airline emissions. Raytheon says that while testing the new engine it will also investigate hydrogen power and synthetic fuels.

Airbus is developing a hybrid engine for more efficient performance and a hydrogen engine for its planes.

Title:

Content: Raytheon Tests Hybrid Engine That Could Cut Air Travel Emissions by 30 Percent

The hybrid turbo-prop engine could help reduce emissions from regional air travel if it enters service.

We may earn a commission from links on this page.

Air travel emits roughly 100 times more carbon dioxide per hour than taking a train or bus. Yet, while hybrid and electric buses are common sight on the road and you might sometimes see a train if you’re lucky, more eco-friendly planes still seem a long way off.

But, after Airbus announced that it was working on a hydrogen engine for its planes late last year, the tides appear to be changing. And now, American aerospace company Raytheon is getting in on the hybrid act with a new engine that could one day power regional aircraft around the world.

First reported by Aviation Today, the hybrid engine underwent its first ground test ahead of a development program that could see it take to the skies in 2024.

Advertisement

The new hybrid powerplant comprises an electric motor developed by Collins Aerospace coupled with a fuel-burning engine from Pratt & Whitney. According to Raytheon, this setup could enable more efficient engine performance during take-off, climbing and cruising. This, it says, could cut CO2 emissions by up to 30 percent compared to today’s regional aircraft.

Advertisement

“Hybrid-electric propulsion technology offers significant potential to optimize efficiency across a range of different aircraft applications, helping our industry meet its ambitious goal for achieving net zero CO2 emissions,” said Jean Thomassin, executive director new products and services at Pratt & Whitney Canada.

“With our ground test program now well underway, planned flight testing will enable us to accelerate the demonstration of this next generation sustainable propulsion technology as we continue to expand our collaboration within Canada’s aerospace ecosystem and beyond.”

Advertisement

Ground testing of the new engine is just the first step. Next, Raytheon will look to the skies and begin testing the powerplant onboard a plane.

To do this, the company will modify and operate the De Havilland Canada Dash 8-100 aircraft. This plane will be operated north of the border and will put the hybrid engine through its paces to uncover its performance and efficiency.

Advertisement

Hybrid power is just one facet being investigated to cut airline emissions. Raytheon says that while testing the new engine it will also investigate hydrogen power and synthetic fuels.

What does Airbus plan to do to bring the low-emission fuel to commercial air travel?

It plans to test hydrogen-powered engines on a modified A380 by 2026.

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 making efforts to improve aircraft efficiency.

It is working on adopting innovative strategies.

Which manufacturer is going to test hydrogen engine for aircraft?

Technologies like high-dynamic energy and high-efficiency energy utilization are being developed to improve aircraft efficiency and sustainability.

Title:

Content: People 's Daily Online > > Economy and Technology
Future aviation, open up imaginary space
March 21, 2024 09: 00 | Source: Guangming Daily
Small number
Original title: Future aviation, open up imaginary space
What will the future of aviation look like?
From materials to engines, from communications to energy power, people are guessing where the disruptive changes will occur? In general, material manufacturing is the foundation of aviation development, energy power has a decisive impact on aircraft, and information electronics will change the traditional aviation form in an all-round way......
1.
Aircraft development aimed at high energy, intelligent
The "double carbon" goal requires civil aviation to develop in the direction of green and low-carbon, and civil aviation will be more environmentally friendly, safer and more economical.
The general trend of the development of aviation science and technology is the compound development of high energy and intelligence, high energy for "body" and intelligence for "soul".
High energy is more control of energy and matter, which determines the physical boundary that aviation equipment can achieve, and has a direct impact on performance indicators such as flight height, range, speed and mobility.
Intelligence is the control of the information domain and the cognitive domain, which determines the ability of aviation equipment to use, and can achieve higher efficiency and more accurate decision-making.
Aviation high energy mainly includes high kinetic energy, high energy supply, efficient energy use and so on.
The high kinetic energy mainly corresponds to the technical innovation direction of the aviation platform.
High-speed flight, ultra-maneuverability, long-time stagnation and so on are the core demands of its development, speed from subsonic, supersonic to hypersonic, altitude from low altitude, hollow to high altitude, near space, time from hours, tens of hours to days and so on.
High kinetic energy can play an important role in the field of aviation, such as the application of low-noise supersonic civil aircraft.
High energy supply mainly corresponds to the technical innovation direction of aviation power.
Large push weight ratio, high fuel efficiency, high power extraction and new energy system are becoming the main development trend of aviation power system, including the active flow control of intake and exhaust, high pressure ratio gas pressure system, new concept power system and other related technologies are currently the hot direction of aviation power research.
In addition, electric aircraft and hydrogen-powered technology will also become the cutting edge of low-carbon, creating greater environmental and economic potential for the future civil aviation industry.
The efficient use of energy mainly corresponds to the technical innovation direction of aviation electromechanical.
Among them, multi-electric / all-electric technology, whole-machine energy optimization, and transformative energy transmission and storage will play a key role in the aviation power electrical system, thereby greatly improving the performance level of the aircraft.
The core of aviation intelligence is to make the aircraft have the ability of autonomous perception, autonomous decision-making, autonomous execution and autonomous evolution.
The autonomous sensing enables the aircraft to classify and identify complex environments and targets through the fusion of various sensors and data, and generates information that can be used for decision-making. Based on the "autonomous genetic evolution" algorithm, the autonomous evolution can make the intelligent aircraft have the characteristics of a living body, and the cognitive decision-making level can evolve in real time through continuous learning, and the ability can be independently improved to cope with a new environment.
It should be said that intelligence will greatly improve the perception, decision-making, execution, and learning capabilities of aircraft in different environments, and will open up greater imagination for future aviation.
2. Metamaterials, intelligent structures or will bring about disruptive changes
In the field of aviation, there is a saying that "one generation of materials and one generation of equipment", it can be seen that material properties are crucial to aircraft performance.
In addition, the aviation industry is essentially a high-end equipment manufacturing industry, and manufacturing technology is important for achieving stable large-scale batch production.
With the development of technology, the aviation industry is entering the era of material and manufacturing integration, and it has also made the field of material manufacturing an important source of disruptive technologies.
Metamaterials are man-made materials that achieve supernormal physical properties by artificially designing internal structures, and their basic structural unit scale is smaller than its wavelength, which can control the propagation of light waves, radio waves and mechanical waves. Typical metamaterials include left-handed materials, photonic crystals and phonon crystals.
Left-hand material is an electromagnetic metamaterial that can regulate and control electromagnetic waves. Its dielectric constant and permeability are both negative values. It has the characteristics of negative refraction, inverse Doppler effect, inverse Cherenkov radiation and subwavelength diffraction. Acoustic metamaterial, its band gap can inhibit elastic waves in a certain frequency range can not propagate, can achieve shock absorption and noise reduction.
Metamaterials enable reverse design from function to structure, which can have a number of potentially disruptive effects in the aviation sector:
— — Construct a metamaterial “invisibility cloak ” and a metamaterial wave-absorbing body that can achieve perfect invisibility, greatly improving the invisibility of the aircraft;
- Manufacturing small RF antennas and super-resolution imaging systems to effectively enhance detection and tracking capabilities;
The coupling design of the planar transmission antenna and the metamaterial can improve the antenna radiation efficiency and reduce the size, and promote the miniaturization and integration of the microwave radio frequency components of aviation equipment.
Intelligent structure technology integrates sensors, drivers and control elements into matrix materials to achieve self-diagnosis, self-adaptation and self-repair functions, which is one of the development directions of advanced aircraft in the future, and the main research directions are intelligent skin and self-adaptive variant structures.
The intelligent skin implanted thousands of micro-computing systems with sensing, processing and communication capabilities only the size of rice grains into the material, cooperatively sensing the surrounding environment, thereby regulating the overheating and overstrain areas, or adjusting the internal electromagnetic parameters, reducing electromagnetic scattering signals to achieve stealth functions.
The intelligent skin integrates functional components with the structure, and has functions such as radio detection and energy storage, which has great potential in reducing weight, saving space and improving the stealth performance of the aircraft.
The adaptive variant structure is characterized in that the adaptive variant structure is composed of a processor and a controller, and the processor is connected with the processor.
The intelligent structure is characterized in that the intelligent structure is composed of a wing self-adaptive structure and a wing self-adaptive structure, wherein the wing self-adaptive structure is arranged on the wing self-adaptive structure; the wing self-adaptive structure is arranged on the wing self-adaptive structure; and the intelligent structure is arranged on the wing self-adaptive structure.
Changes in engines and fuels, or will profoundly change the future of aviation
The engine and fuel can be seen as the heart and blood of the aircraft, and disruptive developments in this field will profoundly change the future of aviation.
The application of sustainable aviation fuel (SAF) is considered to be the most promising technology.
SAF refers to renewable, the use of the process of environmental impact of small aviation fuel, with less carbon emissions, reduce dependence on oil and other non-renewable energy, promote economic development and other advantages, mainly divided into biomass fuel, synthetic fuel, electric energy and hydrogen fuel four.
Due to the problems of high production cost, small production scale, storage and transportation difficulties, sustainable aviation fuel has not been widely used at present.
Sustainable aviation fuel technology has an irreplaceable role in helping to achieve carbon peak carbon neutrality goals and enhance energy security, and can achieve major changes in aviation power systems.
In the future, civil aviation power systems will significantly reduce aviation carbon emissions by using sustainable fuels as turbine engine fuel or directly using fuel cells to power aircraft.
Adaptive variable cycle engine is a next-generation turbofan engine that automatically switches between high thrust and high fuel efficiency modes by adjusting the thermal cycle parameters such as engine duct ratio and total pressure ratio.
The self-adaptive variable cycle engine has good economic performance and wide working range, and can meet various performance requirements, so that the future aircraft presents a multi-mission and multi-purpose development trend.
At the same time, engine technology can be shared on a variety of aircraft, and a series of engines can be derived from the benchmark engine, which can expand the scope of application of the engine and reduce the research and development cost
A rotary detonation engine (RDE) booster combustion in the form of detonation.
The coupling of shock wave and combustion wave is realized in the propagation process of detonation wave. The combustion speed is fast, and the pressure and density after wave are obviously increased.
The utility model has the advantages of simple structure, high specific punching efficiency, wide working area, etc.
Some studies believe that the thermal efficiency of the rotary detonation engine can theoretically increase by 15% compared with the current turbine engine.
In addition to being used as a power device alone, the rotary detonation engine can also be combined with a turbine engine, a ramjet engine and a rocket engine to improve the performance of the original power device.
The rotary detonation engine has become one of the most potential innovators in the field of aeronautical power in the future, and the application prospect is broad.
4. Quantum information, 5G, big data, enabling aviation technology
In recent years, as the research of artificial intelligence technology has entered the third wave, breakthroughs have been made in quantum information, 5G, big data, etc., which has quickly become a hot research direction and an important source of aviation enabling technology.
Brain-computer interaction, also known as brain-computer interface (BCI) technology in the field of aviation has great application value, the world is actively studying. In 2013, the University of Minnesota achieved the first human brain wave control four-axis remote control aircraft; in May 2014, the German "brain flight" program realized the pilot with the brain precision control flight.
Brain-computer interface technology can create a new type of aircraft control.
Perhaps, in the future, the aviation field can directly control the aircraft by the brain, reduce or completely replace the limb operation, and greatly change the traditional man-machine interface.
Perhaps, in the future, the aviation field can learn from the structure and operation of the human brain, develop a new information processing system, and give the avionics system a new function and form.
Perhaps, the future can be combined with virtual reality technology, applied to flight simulation training, can effectively reduce training costs and improve training safety.
In recent years, quantum information technology has made great progress in theory and experiment.
In theory, more advanced theories such as quantum error correction codes have been mastered, which has greatly improved the fault tolerance rate of quantum computing; in experiments, countries have invested a lot of resources in research and development.
Quantum information technology will change the traditional avionics form in an all-round way.
For example, quantum computing superconventional computing power can not only achieve the optimization of aircraft research and development, but also accelerate the training and implementation of artificial intelligence algorithms, and improve the efficiency of system command and decision-making; for example, quantum communication can provide high-speed confidential communication guarantee, and inertial navigation based on quantum gyroscopes can greatly improve the autonomous navigation accuracy of aviation vehicles.
Multidisciplinary cross-field is an important source of disruptive technologies, and interdisciplinary, cross-field integration innovation is also a feature of the aviation field, which makes a number of aviation disruptive technologies reflect the characteristics of cross-integration innovation.
After decades of development, China's aviation industry has made brilliant achievements.
Entering the new era, the exploration and research and industrialization of disruptive technologies is an important support for the realization of aviation power, and it is also an extremely complex system engineering, which requires strategic planning and layout and strategic focus to promote development.
Strengthening the original innovation is the only way to achieve a high level of development in the aviation field in the new era, and taking disruptive technology as the traction is an important grasp of the new era of aviation to achieve lane change and overtaking, and it is necessary to take the initiative to carry out scanning, identification and prediction of aviation disruptive technology, and firmly grasp the pulse of future aviation development.
(Author: Fan Huitao, academician of the Chinese Academy of Engineering, researcher of China Aviation Industry Group Co., Ltd.)
All images in this edition are Bright Pictures / Visual China except for the signature
(Edited by: Luo Zhi, Li Nanhua)
Public Number ： People 's Network Finance
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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 is Airbus doing to achieve sustainable aviation?

It is making efforts to improve aircraft efficiency.

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Electric and hybrid-electric propulsion systems, along with advanced materials, are being researched to reduce carbon emissions and improve aircraft performance.

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Content: Raytheon Tests Hybrid Engine That Could Cut Air Travel Emissions by 30 Percent

The hybrid turbo-prop engine could help reduce emissions from regional air travel if it enters service.

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Air travel emits roughly 100 times more carbon dioxide per hour than taking a train or bus. Yet, while hybrid and electric buses are common sight on the road and you might sometimes see a train if you’re lucky, more eco-friendly planes still seem a long way off.

But, after Airbus announced that it was working on a hydrogen engine for its planes late last year, the tides appear to be changing. And now, American aerospace company Raytheon is getting in on the hybrid act with a new engine that could one day power regional aircraft around the world.

First reported by Aviation Today, the hybrid engine underwent its first ground test ahead of a development program that could see it take to the skies in 2024.

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The new hybrid powerplant comprises an electric motor developed by Collins Aerospace coupled with a fuel-burning engine from Pratt & Whitney. According to Raytheon, this setup could enable more efficient engine performance during take-off, climbing and cruising. This, it says, could cut CO2 emissions by up to 30 percent compared to today’s regional aircraft.

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“Hybrid-electric propulsion technology offers significant potential to optimize efficiency across a range of different aircraft applications, helping our industry meet its ambitious goal for achieving net zero CO2 emissions,” said Jean Thomassin, executive director new products and services at Pratt & Whitney Canada.

“With our ground test program now well underway, planned flight testing will enable us to accelerate the demonstration of this next generation sustainable propulsion technology as we continue to expand our collaboration within Canada’s aerospace ecosystem and beyond.”

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Ground testing of the new engine is just the first step. Next, Raytheon will look to the skies and begin testing the powerplant onboard a plane.

To do this, the company will modify and operate the De Havilland Canada Dash 8-100 aircraft. This plane will be operated north of the border and will put the hybrid engine through its paces to uncover its performance and efficiency.

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Hybrid power is just one facet being investigated to cut airline emissions. Raytheon says that while testing the new engine it will also investigate hydrogen power and synthetic fuels.

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Content: autoevolution
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Airbus Partners With the Biggest SAF Producer to Ramp Up Sustainable Fuel Availability

Although they’re working on pioneering electric and hydrogen-based propulsion solutions, the biggest players in the aviation industry, such as Airbus and Rolls-Royce, are perfectly aware that that’s going to take a long time. Aviation is one of the most difficult transportation sectors to decarbonize. In the meantime, SAF (Sustainable Aviation Fuel) can effectively act as the best temporary solution, as long as its production is scaled up all over the world.
7 photos
Neste is turning out to be one of the most important names when it comes to SAF. It claims to be the world’s largest producer, gearing up to increase its capacity even more, aiming for 5.5 million tons per year, starting 2023.

It will do so by extending its presence. New facilities will start operating in Singapore and California, in addition the ones in Europe. This will also make Neste one of the few SAF producers with operations on three continents.

In addition to that, it has recently partnered with two aviation giants, Rolls-Royce and Airbus. Last month, Rolls-Royce announced that it will start working with Neste on the implementation of SAF for diesel engines. This collaboration isn’t limited to aviation, but extends to rail and construction work as well.

Following that, Airbus recently made a similar announcement, confirming that it has also partnered with the Finnish company.

That’s because low availability is still one of the main challenges in the wide-scale adoption of this alternative fuel, according to Airbus. Plus, current aircraft are only certified to operate on 50% SAF, so there’s work to be done in order to reach a full 100%. Airbus hopes to achieve this by the end of this decade.

Neste was also linked to one of the most important milestones for the use of SAF. Earlier this year, a Malaysia Airlines Boeing 737-800 completed the world’s first passenger flight powered by SAF, which was provided by Neste.

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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 is Airbus doing to achieve sustainable aviation?

It is making efforts to improve aircraft efficiency.

It is working on adopting innovative strategies.

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 making efforts to improve aircraft efficiency.

It is working on adopting innovative strategies.

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 making efforts to improve aircraft efficiency.

It is working on adopting innovative strategies.

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 making efforts to improve aircraft efficiency.

It is working on adopting innovative strategies.

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 making efforts to improve aircraft efficiency.

It is working on adopting innovative strategies.

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 making efforts to improve aircraft efficiency.

It is working on adopting innovative strategies.

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 making efforts to improve aircraft efficiency.

It is working on adopting innovative strategies.

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 making efforts to improve aircraft efficiency.

It is working on adopting innovative strategies.

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 making efforts to improve aircraft efficiency.

It is working on adopting innovative strategies.

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 making efforts to improve aircraft efficiency.

It is working on adopting innovative strategies.

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 making efforts to improve aircraft efficiency.

It is working on adopting innovative strategies.

Sustainable aviation fuels (SAF) offer reduced carbon emissions and improved energy security as a potential alternative to fossil fuels.

What is the main objective of the ReFuelEU Aviation initiative?

To increase demand and supply for sustainable aviation fuel