In the summer of 2015, Airbus sent an electrically driven two-seater, the “E-fan”, across the English Channel. At the same time, “e-Genius”, also a two-seater battery-powered aircraft, developed at the Stuttgart Institute, flew to Milan and back. Energy costs: only 20 Euro.
At present, the Stuttgart Institute is developing a hybrid aircraft. The lithium polymer battery is to be supplemented by a generator powered with diesel, kerosene or agrosprit. The biggest problem remains with the batteries, which are still too heavy. Another problem is the cost. Developing a new aircraft is very expensive. “The range is from 50 to 100 billion euros,” said Gernot Klepper of the Institute for World Economy in Kiel. Development requires a commitment of 20 years. Airbus, for example, expects standard operations for its electric aircraft to commence no earlier than the year 2050. Also, industry representatives demonstrate caution: it will be a while yet before any alternative, environmentally-friendly fuels are implemented. Until then, the industry is focusing on sustainable alternative fuels and “process optimization”.
For example, the Lufthansa Group – in addition to the testing and use of alternative fuels in flight operations currently from Oslo – has led the way for many years for climate-friendly aviation and has supported climate research for decades. In 2014, the Lufthansa Group passenger airlines needed on average only 3.84 liters of kerosene to fly a guest 100 km. This is an efficiency record in which environmentally friendly technologies will continue to be invested. The Group currently has 251 low-noise and highly efficient aircraft at a list value of approximately 40 billion euro on its order list. For this pioneering role in climate protection, the Group received the “Eco-Airline of the Year” award for the second time in 2015.
There are also broad-based efforts in the industry to make air transport more climate friendly. For example, the ‘Masdar Institute’, together with Etihad Airways, Boeing, and Honeywell UOP, has recently begun an interesting project:
http://gulfnews.com/news/uae/environment/groundbreaking-facility-that-produces-food-and-biofuel-opened-in-abu-dhabi-1.1685327.
The international air transport industry adopted the ‘four-pillar strategy’ in 2007. This includes technical innovations, some of which are alternative aviation fuels, increasing the efficiency of operational processes, infrastructure optimization and so-called market-based instruments’. The latter offer the possibility to realize CO2 savings outside of the industry and take credit for reduced emissions.
Meanwhile, it is also clear that optimization of existing technology is never done, as the need for environmentally friendly flight continues in the future. What lies ahead is a radical change, says Andreas Strohmayer from the Institute of Aircraft Design at the University of Stuttgart with respect to the Frankfurter Rundschau on March 10.
Solar aircraft won’t be the change of the future
This was exactly the case when Bertrand Piccard from Switzerland completed the first world circumnavigation with the “Solar Impulse 2” in March 2015. The record flight with a solar plane should be a model and an inspiration for the development of other environmentally friendly aircraft that fly without fuel. “A great idea,” says Strohmayer. His institute has also developed solar aircraft. The first prototype “Ikare” was tested in 1996. “But that’s nothing you could transfer to larger aircraft,” said Strohmayer. “Solar planes need to have a 500 meter wingspan to be able to carry payloads,” says Robert Sausen from the German Aerospace Center. “Even if you had 100 percent efficiency for solar cells, it still wouldn’t work.” Solar aircraft, says Strohmayer, “won’t be the change of the future.”
If only for reasons of cost, the industry strives to make aircraft more efficient. Given the high competitive pressure in aviation, thrifty flyers have a competitive advantage. Aerodynamics have improved; lighter materials are created; experimenting continues with alternative fuels. Also synthetic fuel from a power-to-liquid process could eventually be an option.
Can the industry goal of CO2-neutral growth from 2020 and the halving of emissions by 2050 be reached?
Air travel is a growth industry, and in 15 to 20 years, the volume of traffic in the air will have doubled, representatives estimate. Therefore, it is even more important to try all eligible and feasible options, so that the industry goal of CO2-neutral growth from 2020 and the halving of emissions by 2050 can be reached. The International Civil Aviation Organization has recently announced limits designed to make efficiency standards for all aircraft binding by the year 2028. “The ICAO is working intensively on the implementation of the concept of CO2-neutral growth from 2020. This is to be decided by the General Assembly in October 2016. The climate summit in Paris was, with its forward-looking decisions, an important indicator of opinion. We hope that the forthcoming ICAO Assembly will also be clear on important implementation aspects.” says Dr. Karlheinz Haag, Head of Environmental Issues, Lufthansa Group.
Radically new means of flight will have to wait a bit. But it’s definitely gong to get quieter. Only the propeller will be audible with electric fliers.
Sources: Frankfurter Rundschau (03/10/2016)), ‘engineers work on jets with climate-friendly electric drives’, Lufthansa Group Balance Report 2015