THE NEXT BIG THINGS (WITH SMALL FOOTPRINTS)
An overview of the latest round of new passenger aircraft by the date they have entered, or will enter, service. Each new aircraft type reduces emissions by 15 — 25% below the type it replaces. There is a foreseen demand for around 40,000 new aircraft in the next 20 years, around 40% of which will replace older, less-efficient aircraft in service today.
2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
A380 787 747-8I ATR600
A350
A320neo 737MAX
23
Flightpath.
CSeries E-Jet E2
OTHER AND THE NEW ENGINES THAT POWER THEM:
CFM LEAP
Superjet « Sukhoi (PowerJet SaM146 engines) 100
Comac »
C919
MRJ
« Mitsubishi
GE GEnx
GP7000
PurePower GTF Turboprop
Trent 900 Trent 1000 Trent XWB
Airbus considers the integration of multi-functional fuel cells as an alternative energy source in aircraft to be one of the most promising technologies on its way to developing more eco-efficient aircraft. This technology has the potential to make an essential contribution to achieve the targets set by the Advisory Council for Aeronautics Research in Europe which include the development of aircraft by 2020 featuring a 50% reduction in CO2 emissions and an 80% reduction in nitrous oxide emissions over aircraft and engines in service at the start of the century. Fuel cells combine hydrogen and oxygen to produce electrical energy and allow emissionfree and noiseless operation of aircraft on the ground alongside efficiency advantages in the air. Partnering with
Parker Aerospace, Airbus is focusing its research efforts on how a multifunctional fuel cell can be used as an auxiliary power unit (APU). This fuel cell technology could deliver a fuel burn reduction on a standard short- to medium-haul mission of 10-15%. Various future engine concepts being studied include open-rotor technology, which could offer the opportunity to reduce fuel burn until aviation has propulsion more efficient than the propeller. For a 2050 timeframe, Airbus is also exploring a hybrid/electrical distributed propulsion system as an intermediate but necessary step towards fully electric propulsion for airliners. Meanwhile, Boeing also continues to pioneer innovative technologies to improve the fuel efficiency and environmental performance of its aircraft; more than 75% of Boeing’s commercial aircraft R&D efforts contribute to advancing environmentally progressive innovations. Boeing is continuing its leadership role on global efforts to help the commercial aviation industry achieve the goal of carbon-neutral growth from 2020.
The new 737 MAX will be 13% more fuel-efficient than the Next-Generation 737, with new engines optimised for the aircraft and Boeing’s new advanced technology winglet. When compared to a fleet of 100 of today’s 737’s, the 737 MAX will emit 286,000 fewer tonnes of CO2 and save nearly 90,000 tonnes of fuel per year, which translates into more than $100 million in cost savings. The airplane’s operational noise footprint will be reduced by 40%. Boeing is already delivering the 787 Dreamliner, which uses 20% less fuel than similarly sized aircraft. It provides exceptional environmental performance, with composite materials making up 50% of the 787’s primary structure. In June, Boeing launched the 787-10, which will be 25% more efficient than the aircraft it replaces. For the 747-8, which offers a double-digit carbon footprint reduction compared to the model it replaces, Boeing is testing improvements to further enhance fuel efficiency by 1.8%. And, in 2012, Boeing completed the first round of flight testing for its ecoDemonstrator programme, which assessed an adap