The growth in the aviation sector since the 1950s has delivered major benefits. However, there have been increasing concerns over the associated environmental impacts. Development of new aircraft technology, and its incorporation within advanced designs that are cleaner and quieter, is one of the key ways to mitigate the environmental impact from aviation.
The EU and EFTA have aircraft and engine environmental certification standardswhich refer directly to the equivalent International Civil Aviation Organization (ICAO) standards , , . ICAO’s Committee on Aviation Environmental Protection (CAEP) is responsible for maintaining these standards, and an overview of the noise and emissions certification measurement procedures can be found in Appendix D.
This section of the report contains certified data for aircraft and their engines, which allows to compare the environmental performance of different products. Additional interactive graphs are available on the European Aviation Environmental Report website.
Jet and heavy4 propeller‑driven aircraft
These types of aircraft must comply with noise certification requirements and the associated noise limits referred to as Chapters 2, 3, 4, 5 and 145. These Chapters represent the increasingly stringent standards that have been agreed over time.
illustrates the differences between the noise certification standards with noise contours for four hypothetical 75-tonne jet aircraft that just meet the various Chapter limits. The contours represent areas that are exposed to noise levels greater than 80 dB during one landing and take-off, and can be seen to reduce over time from the first Chapter 2 standard applicable before 1977 to the latest Chapter 14 standard applicable in 2018.
presents an overview of the improvement in aircraft noise technology-design performance over time in terms of the cumulative6 margin to the Chapter 3 limits . While recognising that aircraft are often sold in various configurations, only contains data for the heaviest weights and maximum engine thrust ratings. As the associated noise limits are higher for larger, heavier aircraft, this figure permits a comparison between the relative performance across a range of different aircraft types. The data has been reviewed, and new aircraft noise levels that have been certified by EASA during the 2016 to 2018 period have been added. Although these latest additions have a similar margin to aircraft from the period 2010 to 2015, they are still well below the applicable limit.
A view on future development goals that illustrate what the best technology could potentially achieve in 2020 and 2030, along with uncertainty bands, has been maintained in. These are based on a review of noise technology by independent experts (IE) for the ICAO Committee on Aviation Environmental Protection that was performed between 2010 and 2013 . The four categories cover most current jet aircraft families, except for the A380, which is added for information. An estimate is also provided for a small/medium range aircraft powered by two Counter-Rotating Open Rotor (CROR) engines which is expected to be able to just meet Chapter 14.
Heavy and light helicopters have to meet the noise standards of Chapters 8 and 11 respectively.illustrates the noise levels over time with respect to the cumulative margin relative to the original Chapter 8 limit . The data has been categorized according to the number of main rotor blades and type of tail rotor configuration (e.g. no tail rotor - NOTAR, Fenestron), as these represent important design characteristics that influence noise levels. Note that no new technology has been certified since the previous report.
Noise performance of the fleet registered in Europe
While previous sections look at certified data for specific products, this section presents information on the certified noise levels of aircraft that have actually been bought by airlines for use in operation.represents the average noise margin to the Chapter 3 limit for all aircraft built in a given year that have been registered in the EU or EFTA after 2000. In order to illustrate the trend of technology purchased over time, the data is plotted by build year and displayed in five categories as defined in .
shows that the margin to the Chapter 3 limit actually decreases for regional jets, despite the general trend of improved aircraft type certification noise levels in . This decrease in margin is primarily due to the market purchasing larger models and heavier weight variants (e.g. shifting from ERJ-145 to EMB-175 regional jets). The introduction of the Bombardier CS100 and CS300 aircraft in 2016, subsequently renamed the Airbus A220-100 and -300, appears to be responsible for the improved margin in that year. While the single aisle trend has been relatively flat, the recent introduction of the re-engined Airbus A320neo and Boeing 737 MAX aircraft is expected to lead to future improvements in the margin. With respect to the twin-aisle category, the improvement in noise margin from 2008 is primarily associated with the introduction of the Boeing 787 and Airbus A350 aircraft types.
Different types of new civil supersonic aircraft are currently under development, and may be in-service as early as the mid-2020s. The design process to develop and certify such aircraft faces various environmental challenges.
When an aircraft transitions through and flies faster than the speed of sound (Mach 1), the phenomenon of ‘sonic boom’ occurs. For this reason the Concorde was limited to subsonic speeds when flying over land and near coastlines. In recognition of this problem, the ICAO 39th Assembly adopted, in October 2016, an ICAO Resolution ‘ensuring that no unacceptable situation for the public is created by sonic boom’. A flight demonstrator is currently being built in the USA to research specifically shaped aircraft designs that may reduce the sonic boom, and to establish a noise dose-response relationship through community noise tests. A European research study known as RUMBLE is also supporting the development of new regulations for low-level sonic booms .
Compared to subsonic aircraft, these supersonic aircraft will operate at higher cruise altitudes in the sensitive high troposphere and stratosphere (15-18 km altitude). Although future civil supersonic project aeroplanes will be more fuel-efficient than Concorde, their fuel burn is still expected to be higher in comparison with current subsonic aircraft of a similar size because drag increases with speed. Research also suggests that the climate change effects due to non-CO2 emissions from supersonic aeroplanes, operating at significantly higher altitudes, could be considerably greater than the non-CO2 effects from subsonic aeroplanes.
The noise and emissions produced from supersonic aircraft operations in and around airports is also a critical aspect. Engines optimised for supersonic operation typically have a trade-off between lower noise during take-off (high bypass ratio) and lower drag / higher fuel efficiency in supersonic cruise (low bypass ratio).
There are currently no noise or CO2 certification requirements for supersonic aircraft in Europe, and the existing supersonic engine emissions standards are considered to be outdated according to ICAO guidance material. Europe is therefore actively working to update these standards.
The aviation industry is evolving into new areas, with existing and new start-up companies investing heavily in novel technology. In addition to recent developments of electric and hybrid engines, ideas to enhance urban mobility have also emerged including fully autonomous aircraft that can provide rapid point-to-point connectivity. New aircraft concepts and innovative types of operations have already applied for certification by EASA. These include the redesign of conventional aircraft as well as innovative electrical vertical take-off and landing (VTOL) aircraft. While the traditional noise certification procedure may be appropriate for the first category, drones and VTOL aircraft are more of a challenge. Based on an EASA Opinion, the European Commission is currently finalising proposals for noise requirements for drones that weigh less than 25 kg.
While these novel technologies bring new challenges, they also represent new opportunities to draw on a wider pool of expertise and innovative approaches from other non-aviation sectors to address the sector’s environmental challenges. An in-depth life cycle analysis will be required to assess the environmental impacts of these new concepts in comparison to conventional aircraft. EASA is working closely with applicants to assess the environmental characteristics of these products, and put in place appropriate certification requirements. This will need to take into account new aircraft designs, required infrastructure and their operational characteristics which potentially brings aviation noise much closer to EU citizens.
AeroSpace and Defence Industries Association of Europe (ASD)
ASD is the European Aeronautics, Space, Defense and Security Industries with 16 major European companies and 24 national associations from 18 countries. In 2016, 843,500 people were employed by more than 3,000 companies generating a turnover of €220 billion. European Member States and ASD are working together, primarily through the Clean Sky 2 programme, to address aviation environmental challenges. An overview of some of these research projects is provided below.
1. Hybrid-Electric E-Fan X
The Airbus, Rolls-Royce and Siemens ‘E-Fan X’ hybrid-electric technology demonstrator is anticipated to fly in 2020 following a comprehensive ground test campaign, provisionally on a BAe 146 flying testbed with one of the aircraft’s four gas turbine engines replaced by a two megawatt electric motor. These types of propulsion systems are among the most promising technologies for reducing aviation’s dependence on fossil fuels.
2. Sage2 Counter-Rotating Open Rotor (CROR)
In 2017, the Sage2 CROR successfully demonstrated new technologies including composite propeller blades, pitch control system, contra rotating reduction gearbox and aero acoustic optimization at the Safran test facility. This full scale demonstration confirmed the technical feasibility of a CROR, the expectation of significant fuel burn improvements (-30% vs year 2000) and the capability to satisfy the current ICAO Chapter 14 noise requirements.
3. Laminar wing demonstrator (BLADE)
The Airbus A340 laminar-flow Flight Lab test demonstrator aircraft has been engaged in successful testing to explore the wing’s characteristics in flight since 2017. The test aircraft is the first in the world to combine a transonic laminar wing profile with a true internal primary structure. BLADE has been running since 2008 with 20 key partners and 500 contributors from all over Europe. It is tasked with assessing the feasibility of introducing laminar flow wing technology that aims to reduce aircraft drag by 10% and CO2 emissions by up to 5%.
Rolls-Royce is developing a new civil aviation propulsion architecture that allows the fan and the turbine to be independently optimized by introduction of a power gearbox capable of operating at anything up to 100,000 HP to deliver greatly improved propulsive efficiency. This architecture will be proven through a programme of engine demonstrators that will culminate in a flying test bed. It will deliver 25% improvement in fuel efficiency compared to the first Trent engines and is being designed to meet potential noise and emissions stringency levels for aircraft entering service before 2030.
5. Additive 3D manufacturing
This new technique for building aerospace parts involves adding material, layer upon layer, in precise geometric shapes. This enables complex components to be produced directly from computer-aided design information. It allows quicker and more flexible production, and reduces material waste compared to traditional approaches such as milling. It also results in much lighter parts which reduces aircraft weight and consequently fuel burn. 3D-printed parts are already flying on Airbus A320neo and A350 XWB test aircraft (e.g. cabin brackets, bleed pipes, combustor fuel nozzles on the CFM LEAP engine).
6. Electric green taxiing system
This system, jointly developed by Safran and Airbus, enables aircraft to pushback and taxi at airports without having to use their main engines or call upon airport towing services. Two of the main landing gear’s wheels are equipped with an electric motor powered by the aircraft’s auxiliary power unit. It improves both economic and operational efficiency, with up to 4% fuel savings on a short to medium range mission compared to current dual-engine taxi operation, plus reductions of other pollutants and noise. The on-going development of a hydrogen fuel cell to power the electric motor will further reduce the environmental impact of aircraft ground operations.
7. Circular economy
Advanced manufacturing capability is at the heart of the aerospace sector, which relies on essential skills to optimize resources and processes. European aviation has also been at the forefront of developing capabilities and processes for end-of-life aircraft dismantling and recycling of parts. TARMAC AEROSAVE, a jointly owned company of Airbus, Safran and Suez, has recycled over 135 aircraft since it was established in 2007. Today, 92% of the total weight of an aircraft is recycled.