Can we Decarbonize the Aerospace Industry?

insights from industryStéphane Guignard
Director of Strategy and Product ManagementTechnetics

The aerospace industry is currently very energy-intensive. What can be done to decarbonize it?

Could you please introduce yourself and your current role at Technetics?

My name is Stéphane Guignard, and I have been with Technetics for almost 18 years in various roles. Although I am an engineer by degree, I have worked extensively in sales and technical positions, which have allowed me to gather knowledge about different markets, including aerospace.

How has the aerospace industry evolved in recent years in terms of adopting decarbonization technologies?

The aerospace industry began its journey toward decarbonization following the Paris Agreement in 2015. In 2018, major players like Airbus and Boeing committed to achieving specific decarbonization levels by 2050, with intermediate targets for 2030. This is not a new endeavor, but it is accelerating due to advancements in climate change awareness.

Today, the aerospace industry accounts for approximately 4–5 % of global emissions, depending on the source. The need to decarbonize the aerospace industry is clear, and the pace of evolution is increasing. New technologies are being introduced, but there are many challenges because older technologies are not meeting the commitments made several years ago.

Image Credit: Gorodenkoff/Shutterstock.com

What are some of the most promising technological developments currently being explored to reduce carbon emissions in the aerospace sector?

Quite a few developments are currently under consideration. A classical approach has been weight reduction, which has always been important in the aerospace industry but is even more critical now. Previously, the focus was on reducing costs and fuel consumption, which also lowers emissions.

Weight reduction remains significant, both in the aircraft’s structure and in various components. Additionally, fuel optimization—making fuel more sustainable and greener—is another major focus. Enhancing the efficiency of turbines is also crucial. Electrification is being explored for aircraft actuators and other components.

The key focus areas are weight reduction, fuel optimization, and improving engine efficiency. These areas have always been important, but achieving the aerospace industry's carbon reduction goals requires the development of new technologies.

These efforts are driving breakthrough innovations, with engineers working on fascinating projects.

Could you explain the role of sustainable aviation fuels (SAFs) in the decarbonization journey and the challenges that need to be overcome for widespread adoption?

This is a crucial issue because SAFs are essential. More SAF usage is necessary to achieve the aviation industry’s decarbonization goals. SAFs are already in use today, but they represent a very small percentage of total aviation fuel consumption—around 0.1–0.5 %.

SAFs are currently blended with conventional kerosene to create a greener fuel option. However, scaling up SAF production to meet future demand will be a massive challenge.

There are also different types of SAFs. For example, biofuels can be derived from waste, wood, and other sources. Additionally, there are synthetic fuels, and there is competition between the two types of SAFs.

It is also important to note that other industries, such as automotive, compete for synthetic fuels. Recently, Volkswagen’s CEO mentioned the need for synthetic fuel because electrification cannot solve every issue in the automotive industry.

The current highest blend of SAFs with conventional fuel in the aerospace sector is about 10 %. The goal is to reach 30 % by 2030 and continue increasing to 2050. This requires a significant ramp-up in both production and supply chain logistics, especially in terms of distributing SAFs to airports globally.

While some Western countries have converted refineries to produce SAFs, other regions around the world are still facing challenges. Scaling production and ensuring SAFs are available at every airport will be critical to achieving decarbonization goals.

How is the regulatory landscape shaping the efforts of aerospace companies to reduce their carbon footprint?

Following the Paris Agreement, the aerospace industry committed to reducing emissions, marking its first major regulatory requirement.

Any change in the aerospace sector requires thorough validation, meaning new regulations must be developed or adapted to accommodate emerging technologies like SAFs. For instance, integrating SAFs into the supply chain may necessitate revisions to existing regulatory standards. While many discussions are ongoing within the industry, several questions remain unresolved.

Electrification also raises many regulatory questions. For instance, safety is paramount in the aerospace industry, and any changes must meet stringent safety standards. As a result, many unanswered questions still need to be addressed by 2030 or 2050, which are fast approaching.

What economic changes do you foresee as the industry transitions toward greener technologies and practices?

Various economic impacts must be considered. For instance, SAF production is currently two to four times more expensive than conventional fuel. While fuel is not the only cost in the aerospace industry, ticket prices will likely rise as SAF usage increases due to its higher cost.

In addition, developing new technologies requires significant investment in research and development. Modifying airport infrastructure to accommodate electrification will also incur costs. Ultimately, we will see an increase in prices and costs, but it is difficult to predict exactly how much.

Much will depend on how quickly these technologies are adopted, how regulations and policies evolve, and the associated costs of non-compliance with these regulations. At the end of the day, there will be economic impacts not only for consumers but also for companies, airport operators, and major players like Airbus and Boeing. These factors are all part of the larger equation, and much remains to be determined.

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This information has been sourced, reviewed, and adapted from materials provided by Technetics Group.

For more information on this source, please visit Technetics Group.