AEROSPACE EUROPE - SESAR Joint Undertaking
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BULLETIN
AEROSPACE
EUROPE
NEW SPACE: THE SUCCESS OF CREW DRAGON DEMO-2 MISSION,
30 MAY-2 AUGUST 2020, DEFINITIVELY MARKS QUITE AN IMPORTANT
MILESTONE IN THE HISTORY OF SPACE ERA
INTERVIEW WITH JEAN-FRANÇOIS CLERVOY, FORMER ASTRONAUT
OF THE EUROPEAN SPACE AGENCY (ESA):
CONSIDERATIONS ABOUT THE SUCCESS OF CREW DRAGON DEMO-2 MISSION
AEROSPACE EUROPE Bulletin • October 2020
LIFE OF CEAS AEROSPACE
EUROPE
CEAS WHAT DOES CEAS OFFER YOU ?
The Council of European Aerospace Societies (CEAS) is KNOWLEDGE TRANSFER:
an International Non-Profit Organisation, with the aim to n A structure for Technical Committees
develop a framework within which the major European
Aerospace Societies can work together. HIGH-LEVEL EUROPEAN CONFERENCES:
It was established as a legal entity conferred under Bel- n Technical pan-European events dealing with specific
gium Law on 1st of January 2007. The creation of this disciplines
Council was the result of a slow evolution of the ‘Confe- n The biennial AEROSPACE EUROPE Conference
deration’ of European Aerospace Societies which was
born fifteen years earlier, in 1992, with three nations only PUBLICATIONS:
at that time: France, Germany and the UK. n CEAS Aeronautical Journal
It currently comprises: n CEAS Space Journal
n 12 Full Member Societies: 3AF (France), AIAE (Spain), n AEROSPACE EUROPE Bulletin
AIDAA (Italy), AAAR (Romania), CzAeS (Czech Republic),
DGLR (Germany), FTF (Sweden), NVvL (The Nether- RELATIONSHIPS AT EUROPEAN LEVEL:
lands), PSAA (Poland), RAeS (United Kingdom), SVFW n European Parliament
( Switzerland) and TsAGI (Russia); n European Commission
n 4 Corporate Members: ESA, EASA, EUROCONTROL and n ASD, EASA, EDA, ESA, EUROCONTROL, OCCAR
EUROAVIA;
n 8 Societies having signed a Memorandum of Unders- HONOURS AND AWARDS:
tanding (MoU) with CEAS: AAE (air and Space Acade- n Annual CEAS Gold Medal
my), AIAA (American Institute of Aeronautics and Astro- n Medals in Technical Areas
nautics), CSA (Chinese Society of Astronautics), EASN n Distinguished Service Award
(European Aeronautics Science Network), EREA (Euro-
pean association of Research Establishments in Aero- YOUNG PROFESSIONAL AEROSPACE FORUM
nautics), ICAS (International Council of Aeronautical SPONSORING
Sciences), KSAS (Korean Society for Aeronautical and
Space Sciences) and Society of Flight Test Engineers
(SFTE-EC). AEROSPACE EUROPE Bulletin
The CEAS is governed by a Board of Trustees, AEROSPACE EUROPE Bulletin is a quarterly publication
with representatives of each of the Member Societies. aiming to provide the European aerospace community
Its Head Office is located in Belgium: c/o DLR – with high-standard information concerning current acti-
Rue du Trône 98 – 1050 Brussels. www.ceas.org vities and preparation for the future.
Elaborated in close cooperation with the European ins-
AEROSPACE EUROPE titutions and organisations, it is structured around five
Besides, since January 2018, the CEAS has closely been headlines: Civil Aviation operations, Aeronautics Techno-
associated with six European Aerospace Science and logy, Aerospace Defence & Security, Space, Education
Technology Research Associations: EASN (European Ae- & Training and Young Professionals. All those topics are
ronautics Science Network), ECCOMAS (European Com- dealt with from a strong European perspective.
munity on Computational Methods in Applied Sciences), Readership: decision makers, scientists and engineers
EUCASS (European Conference for Aeronautics and of European industry and institutions, education and
Space Sciences), EUROMECH (European Mechanics So- research actors.
ciety), EUROTURBO (European Turbomachinery Society)
and ERCOFTAC (European Research Community on EDITORIAL COMMITTEE
Flow Turbulence Air Combustion). Editor-in Chief: Jean-Pierre Sanfourche
Together those various entities form the platform sanfourche.jean-pierre@orange.fr
so-called ‘AEROSPACE EUROPE’, the aim of which is to Deputy Editor-in-Chief: Pierre Bescond
coordinate the calendar of the various conferences and (CEAS VP Publications and External Relations)
workshops as well as to rationalise the information dis- Committee’s Members: Rafael Bureo-Dacal (ESA/
semination. ESTEC), Georges Bridel (CEAS Trustee), Jean-François
This new concept is the successful conclusion of a work Brouckaert (Clean Sky), Christophe Hermans (CEAS
which was conducted under the aegis of the European Head of Aeronautics Branch), Cornelia Hillenherms
Commission and under their initiative. (CEAS trustee), Peter Hotham (SESAR), Leonardo Lecce
The activities of ‘AEROSPACE EUROPE’ will not be limited (AIDAA), Uwe Moeller (EREA).
to the partners listed above but are indeed dedicated to Design & Page Setting : Sophie Bougnon
the whole European Aerospace Community: industry, sophie.bougnon1@sfr.fr / www.sbgraphisme.com
institutions and academia.
AEROSPACE EUROPE Bulletin • October 2020 2 Bulletin of the Council of European Aerospace Societies
AEROSPACE CEAS MEMBERS AND PARTNERS
EUROPE
THE OFFICERS OF THE BOARD President: Prof. Erasmo Carrera klundahl@bredband.net
IN 2020: Politecnico di Torino - DIMA President: Dr Roland Karlsson
President: Zdobyslaw Goraj Corso Duca degli Abruzzi 24 - 10129 Häradshammars Prästgard 1 –
goraj@meil.pw.edu.pl Torino, Italy – erasmo.carrera@polito.it SE-61029 VIKBOLANDET – Sweden
Vice-President, Finance: Secretary General: T: +46( 0) 705 385 06
Cornelia Hillenherms Prof. Cesare Cardani info@aidaa.it / rkrolandk@gmail.com
cornelia.hillenherms@dlr.de cesare.cardani@polimi.it CEAS Trustees: Kaj Lundahl
Vice-President, Publications and CEAS Trustees: Prof. Sergio De Rosa Prof. Petter Krus : Linköping Univer-
External Relations: Pierre Bescond sergio.derosa@unina.it and sity SE - 58183 Linköping – petter.
pierre.bescond@laposte.net Prof. Franco Bernelli Zazzera krus@liu.se –T: +46 13 282 792 – T: +46
Vice-President, Awards and franco.bernelli@polimi.it 708 282 792 (mob)
Membership: Kaj Lundahl Secretary: Daniela Vinazza Secretary: Björn Jonsson – FMV AL
klundahl@bredband.net daniela@aidaa.it Flyglogistik – SE-115 88 Stockholm,
Director General: n Aeronautics and Astronautics Sweden – bjorn.jonsson@fmv.se
Mercedes Oliver Herrero Association of Romania (AAAR) n Nederlandse Vereniging voor
mercedes.oliver-herrero@airbus.com 220D Iuliu Maniu Ave - 061126 Bucha- Luchtvaarttechniek (NVvL)
Financial Manager: Philip Nickenig rest 6 – Romania, P.O. 76, P.O.B. 174 – c/o Netherlands Aerospace Centre
philip.nickenig@dglr.de www.aaar.ro Anthony Fokkerweg 2
Chairman of the Aeronautics President: Prof. Virgil Stanciu NL- 1059 CM Amsterdam
Branch: Christophe Hermans vvirgilstanciu@yahoo.com Tel.: + 31 88 511 3055 (secretariat)
christophe.hermans@dnw.aero Vice-President and CEAS Trustee: nvvl@nlr.nl – www. nvvl.org
Chairman of the Space Branch: Dr Eng. Valentin Silivestru President: Christophe Hermans
Torben Henriksen valentin.silivestru@comoti.ro CEAS Trustee: Christophe Hermans
torben.henriksen@esa.int CEAS Trustee: Prof. Ion Fuiorea christophe.hermans@dnw.aero
ifuiorea@yahoo.com Secretary General and CEAS
FULL MEMBERS: n Czech Aerospace Society (CzAeS) Trustee: Fred Abbink
n Association Aéronautique Novotneho lavka 200/5 f.j.abbink@planet.nl
et Astronautique de France (3AF) 110 00 Prague, Czech Republic n Polish Society of Aeronautics
6,rue Galilée – F-75016 Paris www.csvts.cz and Astronautics (PSAA)
Tel.: + 33 (0) 1 56 64 12 30 – www.3af.fr President and CEAS Trustee: Nowowiejska 24 – 00-665 Warsaw –
President: Louis Le Portz Assoc. Prof. Daniel Hanus, Poland – T : +48 22 234 5428
louisleportz@orange.fr CSc, EUR ING, AFAIAA www.psaa.meil.pw.edu.pl
Director General: Michel Assouline hanus@csvts.cz President: Tomasz Goetzendorf-
secr.exec@3af.fr Vice-President and CEAS Trustee: Grabowski: tgrab@meil.pw.edu.pl
Secretary General: Assoc. Prof. Jan Rohac, PhD Treasurer: Jacek Szumbarski
Jean-François Coutris xrohac@fel.cvut.cz jasz@meil.pw.edu.pl
jfcoutris@ccint.fr n Deutsche Gesellschaft für Luft- Secretary General: Andrzej Zyluk
CEAS Trustees: Louis Le Portz and und Raumfahrt Lilienthal-Oberth justyna.staniszewska@itwl.pl
Pierre Bescond e.V. (DGLR) BoD Members: Tomasz Rogalski,
Gestion & Admin.: Caroline Saux Godesberger Allee 70 – D- 53175 Zbigniew Koruba
gestionmembres@aaaf.asso.fr Bonn – Tel.: + 49 228 30 80 50 CEAS Trustees: Tomasz Goetzendorf-
n Asociación de Ingenieros info@dglr.de – www.dglr.de Grabowski; Zdobyslaw Goraj
Aeronáuticos de España (AIAE) President: Prof. Rolf Henke Administrative Officer:
COIAE. Francisco Silvela 71, CEAS Trustees: Dr Cornelia Hillen- Beata Wierzbinska-Prus
Entreplanta - 28250 Madrid (Spain) – herms – cornelia.hillenherms@dlr.de bprus@meil.pw.edu.pl
Tel.: + 34 91 745 30 30 and Philip Nickenig - n Royal Aeronautical Society (RAeS)
info@coiae.es - www.coiae.es philip.nickenig@dglr.de No.4 Hamilton Place – London
President: Mrs Estefanía Matesanz Secretary General: Philip Nickenig W1 J 7 BQ – United Kingdom
Romero - ematesanz@coiae.es Executive and Team Assistant: Tel.:+ 44 (0)20 76 70 4300
CEAS Trustees: Birgit Neuland - raes@aerosociety.com
Arturo de Vicente Hurtado (temporary) birgit.neuland@dglr.de www.aerosociety.com
Mrs Estefanía Matesanz Romero Conference Manager: Torsten President: Jonathan Cooper
Secretary: info@coiae.es Schilling – torsten.schilling@dglr.de CEAS Trustee: Emma Bossom
n Associazione Italiana di Aeronau- n Flygtekniska Föreningen (FTF) – emma.bossom@aerosociety.com
tica e Astronautica (AIDAA) Swedish Society for Aeronautics Chief Executive: Sir Brian Burridge
Casella Postale 227 – I-00187 Roma and Astronautics FRAeS
V.R. – Tel / Fax : +39 366 144 21 31 Kaj Lundahl - c/o SSC Box 4207 – Head of External Affairs: Dawn Nigli
info@aidaa.it – www.aidaa.it SE-171 04 Solna - T: +46-8-627 6200 Dawn.Nigli@aerosociety.com
Bulletin of the Council of European Aerospace Societies 3 AEROSPACE EUROPE Bulletin • October 2020
CEAS MEMBERS AND PARTNERS AEROSPACE
EUROPE
n Schweizerische Vereinigung für SOCIETIES HAVING SIGNED SIX SOCIETIES EUROPEAN
Flugwissenschaften/Swiss Asso- A MOU WITH CEAS: AEROSPACE SCIENCE AND
ciation of Aeronautical Sciences TECHNOLOGY RESEARCH
(SVFW) n Académie de l’Air et de l’Espace CLOSELY LINKED WITH CEAS
ETH Zurich – Institute of Fluid Dyna- (AAE) (ECAERO-2):
mics – Ms Anna Kubic 1, avenue Camille Flammarion –
CH 8092 Zurich – www.svfw.ch F-31500 Toulouse n EASN: European
President and CEAS Trustee: www.academie-air-espace.com Aeronautics Science
Dr Jürg Wildi: juerg.wildi@bluewin.ch n American Institute of Aeronautics Network
CEAS Trustee: Dr Georges Bridel and Astronautics (AIAA) Chairman: Prof. Dr Andreas
c/o ALR, Gotthardstrasse 52, CH 12700 Sunrise Valley Drive Strohmayer (University of Stuttgart)
8002 Zurich Suite 200, Reston Strohmayer@ifb.uni-stuttgart.de
georges.bridel@alr-aerospace.ch VA 20191 – 5807 USA Vice Chairman: Zdobyslaw Goraj
n Central Aerohydrodynamic karens@aiaa.org - www.aiaa.org (Warsaw University of Technology)
Institute Russian Aerospace Society n Chinese Society of Astronautics goraj@meil.pw.edu.pl
(TsAGI) (CSA)
1, Zhukovsky St. – Zhukovsky, CSA Zhang yao – WANG Yiran, n ECCOMAS: European
Moskow region, 140 180, n° 8, Fucheng Road, Haidian district Community on
Russian Federation P.O. Box 838 Computational Methods in Applied
Chief Scientific Officer: 100 830 Beijing, China Sciences
Sergey L. Chernyshev, D.Sc. csa_zhangyao@sina.en Edificio C-1, Campus Norte UPC
slc@tsagi.ru – www.tsagi.com wangyr@spacechina.com c/Gran Capitan s/n
CEAS Trustee: Evgeni Andreev – www.csaspace.org.cn/ 08034 Barcelona (Spain)
andreev@tsagi.ru n European Aeronautics Science www.eccomas.org/
Network (EASN) eccomas@cimne.upc.edu
EASN - Rue du Trône 98 – President: Michal Kleiber
CORPORATE MEMBERS: 1050 Brussels, mkleiber@ippt.pan.pl
n ESA Belgium – www.easn.net
8-10, rue Mario Nikis - F-75015 Paris President: Prof. Dr Andreas n ERCOFTAC: European
www.esa.int Strohmayer University of Stuttgart Research Community on
CEAS Representative: n Association of European Research Flow Turbulence
Torben Henriksen Establishments in Aeronautics Air Combustion
n EASA (EREA) www.ercoftac.org/
Konrad - Adenauer - Ufer 3 Chairman: Michel Peters, NLR Chairman of Executive Council:
D-50542 Cologne (Germany) EREA Secretary: Anne-Laure Delot – Dominic von Tenzi
Tel.: +49 (221) 8999 0000 ONERA, anne-laure.delot@onera.fr admin-cado@ercoftac.org
www.easa.europa.eu n International Council of the
CEAS Representative: Aeronautical Sciences (ICAS) n EUCASS: European
Erick Ferrandez President: Susan Ying Conference for
erick.ferrandez@easa.europa.eu Executive Secretary: Axel Probst Aero-Space Sciences
n EUROCONTROL c/o DGLR – Godesberger Allee 70 – www.eucass.eu
Rue de la Fusée 96 - Brussels 1130 D- 53175 Bonn EUCASS President:
CEAS Representative: Marc Bourgois icas@icas.org – www.icas.org Prof. Alain Merlen- Lille University of
marc.bourgois@eurocontrol.int n Korean Society for Aeronautical Science and Technology –
n EUROAVIA and Space Sciences (KSAS) alain.merlen@univ.lille1.fr
Kluyverweg 1 - 2629 HS, Delft, NL Room 1001, 635-4
www.euroavia.eu Yeogdam-Dong n EUROMECH: European
President and CEAS 135-703 Gangnam Mechanics Society
Representative: Jure Zubak Gu Republic of Korea www.euromech.org
jure.zubak@euroavia.eu ksas@ksass.or.kr President: Prof. Gert_Jan van Heijst
CEAS Representative: https://www.ksas.or.kr G.J.F.v.Heijst@tue.nl
Francesco di Lauro n Society of Flight Test Engineers
francesco.dilauro@euroavia.eu (SFTE-EC) n EUROTURBO: European
www.sfte-ec.org/ Turbomachinery Society
www.euroturbo.eu/
Chairman: Prof. Francesco Martelli
francesco.martelli@unifi.it
AEROSPACE EUROPE Bulletin • October 2020 4 Bulletin of the Council of European Aerospace Societies
AEROSPACE LIFE OF CEAS
EUROPE
EDITORIAL the full success of the Crew Dragon Demo-2
mission, which unquestionably marks the be-
ginning of a new era for space exploration. No
doubt that the thematic of ‘New Space’ will be
part of the AEC2021 programme.
Jean-Pierre Sanfourche
Editor-in-Chief
n
CEAS AT WORK DURING COVID-19 CRISIS
The COVID-19 is deeply perturbing our lives, obliging each of us in CONTENTS
our families to carefully take all necessary measures to safeguard
our health. The sense of family also applies to CEAS and in my capa- CEAS
city of Editor-in-Chief I transmit to you the Board of Officers support – Presentation - Members and Partners 2-4
and solidarity message in these difficult times.
– Editorial 5
In spite of the drastic ‘barrier-measures’ constraints, CEAS has per-
formed its tasks, with actions being conducted through teleworking – CEAS President’s message 6-7
procedures. We are doing our best to pursue our different opera- – CEAS Journals 8-9
tions and activities in closer and closer cooperation with all our par-
• Personality Interview
tners, adapting to the teleworking and web-conferencing, the offi-
cers of the board remaining engaged to all partners. – Interview with Jean-François Clervoy, 10-12
former astronaut of ESA
The CEAS was created in 2007 with the aim to develop a framework
within which the major European Aerospace Societies can work to- • Point of view
gether. Precisely, the necessity to stay more and more connected
– Climate footprint of aviation: 13-15
and to work together has never been so high than today. Views of Safran Group, by Valéry Guénon
Given the amplitude of the COVID-19 crisis, common European
– Accelerating transition towards climate 16-17
action is absolutely mandatory and in this context CEAS has a
neutral aviation, EREA Position Paper
valuable role to play.
• Civil Aviation Operations
We have for the coming months a very dense programme of work – SESAR - Exploring boundaries of ATM 18
with the preparation of AEC2021, the CEAS biennial conference -
– EASA - Annual Safety Review 19
AEROSPACE EUROPE CONFERENCE – which will take place in War-
saw (Poland), in the end of September 2021. Our CEAS President • Aeronautics Technology
has unveiled the main topics programmed to be dealt, all oriented – Innovation in Aviation & Space 20-22
towards the recovery of aerospace in Europe, which justifies the By Axel Krein, Clean Sky 2 JU Executive Director
motto chosen for this event: – EASA certifies electric aircraft, first type 23
European Aerospace facing challenging times for fully electric plane worldwide
The Calls for Papers will be released very soon, and with a view to
getting high level contributions, a very active coordination of all CEAS • Aerospace Defence and Security
partners will start as of now and be pursued without respite until the – EDA participates in EU Secure SatCom 24-25
event. It will be a unique occasion to establish the advancement of
• Space
the aerospace recovery plan at this date in the different sectors of
aerospace - civil aviation, defence, security and space - covering for – CREW DRAGON DEMO-2 Mission 26-28
each both the short-term and long-term objectives: – First flight of Vega’s rideshare 29-30
• Short-term objectives: to guarantee business continuity in the service, 3 September
most impacted domains;
• Education ad Training
• Longer-term objectives: to boost innovation and foster technolo-
gical sovereignty.
– EUROAVIA by Jure Zubak 31-32
and Francesco di Lauro
The present CEAS bulletin tries to cover as usual all sectors of ae-
rospace, with each time a particularly highlighted paper in the form • Book review
of a personality interview. For this issue, I have interviewed Jean- – Opinion of AAE on Future Manned Spaceflights 33
François Clervoy, former astronaut of the European Space Agency,
to get his comments about the remarkable exploit of SpaceX with • Event Calendar 34-36
Bulletin of the Council of European Aerospace Societies 5 AEROSPACE EUROPE Bulletin • October 2020
PRESIDENT'S MESSAGE AEROSPACE
EUROPE
PRESIDENT’S MESSAGE
Zdobyslaw Goraj
CEAS President
NEW CHALLENGES IN PANDEMIC TIMES
From the onset of the COVID-19 pandemic, the world-
Fig.2 - Attendees of 28 September extraordinary meeting. From
wide economy and especially aviation sector including left to right: Cornelia Hillenherms, Mercedes Oliver Herrero,
research and dissemination is in permanent, very deep Christophe Hermans, Franco Bernelli, Torben Henriksen and
crisis. As I wrote in the previous Aerospace Europe Bulle- Zdobyslaw Goraj
tin, the CEAS Board of Trustees cannot idly wait on a full
suppression of pandemic and must continue the discus- ferent category members which was articulated in the
sions remotely by phones or Skype. spring this year. Several arguments were spoken-out
There are many urgent issues to be solved, for example: during the 25 June remote meeting of CEAS trustees and
• The CEAS Congress to be held in Warsaw in end of after this meeting in various e-mails sent by CEAS Offi-
September 2021; cers. As the current president, I am trying to be impartial
• The election of next CEAS president and other officers; and concentrate on the consequences this decision will
• The collaboration and coexistence processes with other have for CEAS future. Mr Marc Bourgois proposed to set
aerospace organisations such as ICAS, IAF, EASN, etc. up a group of people (a commission) whose task will be
• and many other current issues. to prepare a proposal to be voted and finally accepted
on the occasion of the next Board of Trustees’ meeting in
Since the spring 2020 the CEAS decided to organise the end of November. It was agreed that the commission
on-line remote meetings by use of SKYPE for Business will consist of five persons: Christophe Hermans (chair),
software which was kindly offered to us by DGLR and Torben Henriksen, Marc Bourgois, Pierre Bescond, and
personally by Dr Cornelia Hillenherms. Both Board of Franco Bernelli.
Trustees’ meetings in April and June and recently the
extraordinary meeting in September were organised AEROSPACE EUROPE CONFERENCE 2021
using just Skype for Business (see 2 photos showing Print (AEC2021)
Screens taken on 28 September 2020). As it was announced in the spring 2020 CEAS decided
One of the important issues discussed during 28 Sep- to organise its next biennial Conference - AEC2021- in
tember meeting with the so-called voting rights for dif- Warsaw at the end of September. It will be a challenge
for CEAS because we must prepare a very attractive call
for papers for this Event with a view to making it highly
attractive for potential authors of presentations. Unfor-
tunately, for COVID-19 reasons, the ICAS Congress of
Shanghai initially programmed for September 2020 has
been postponed to early September 2021 and the Calls
for Papers are already being sent. So, this creates a re-
grettable conflict of dates with us.
In spite of that, we firmly believe that we can organise
AEC2021 on a very high scientific and technological le-
vel, doesn’t matter if it takes place in normal conditions
(hopefully!) or remotely, depending on the pandemic
situation. We plan to propose the following motto for
Fig.1- Attendees of 28 September extraordinary meeting. From AEC2021:
left to right: Marc Bourgois, Cornelia Hillenherms, Christophe “European Aerospace Facing Challenging Times”
Hermans, Torben Henriksen, Petter Krus and Zdobyslaw Goraj. It is also our intention to open a number of new chapters:
AEROSPACE EUROPE Bulletin • October 2020 6 Bulletin of the Council of European Aerospace Societies
AEROSPACE PRESIDENT'S MESSAGE
EUROPE
Civil Aviation financial and economical aspects, Airports, Besides we would like to be more open for Space Topics,
Maintenance and Repair Overhaul (MRO), Defence and for example ‘Clean Space’, less debris etc. More details
Security. will be given very soon by Prof. Thomas Goetzendorf-
Grabowski – the main organiser of AEC2021.
Besides, whilst AEC2020 was Clean Sky oriented,
AEC2021 should be SESAR/EUROCONTROL/ATM Here I am pleased to thank a lot Jean-Pierre Sanfourche
oriented. for authorship of the motto for AEC2021 and ideas for
opening a number of new chapters listed above. This
Moreover, innovations should constitute quite an impor- approach is naturally widely accepted by local orga-
tant part of AEC2021. Among them: digital transforma- nisers of the conference including Prof. Goetzendorf-
tion, artificial intelligence, more electrical aircraft, hybrid Grabowski as well as the Board of Trustees.
propulsion, alternative fuels, H2 propulsion, design of the
future aircraft (the 3R triptych ‘Restore, Rethink, Redesign’). n
THE NEXT AEROSPACE EUROPE CONFERENCE – AEC2021 –
WILL BE HELD IN WARSAW (POLAND) FROM 26 SEPTEMBER
TO 1 ST OF OCTOBER 2021
VENUE OF AEC2021
Łukasiewicz Research Network –
Institute of Aviation,
al. Krakowska 110/114, Warsaw,
Poland
Bulletin of the Council of European Aerospace Societies 7 AEROSPACE EUROPE Bulletin • October 2020
LIFE OF CEAS AEROSPACE
EUROPE
CEAS AERONAUTICAL JOURNAL
Contents of the latest issue - September 2020
• ULTRA-HIGH TEMPERATURE CERAMICS DEVELOP-
MENTS FOR HYPERSONIC APPLICATIONS:
Jean-François Justin, Aurélie Julian-Jankowiak, Vincent
Guérineau, Virginie Mathivet & Antoine Debarre
Published: 31 March 2020
• THE ACCEPTANCE OF CIVIL DRONES IN GERMANY:
H. Eißfeldt, V. Vogelpohl, M. Stolz, A. Papenfuß, M. Biel-
la, J. Belz & D. Kügler / Published: 04 April 2020
• DESIGN AND SIZING OF AN AEROELASTIC COMPO-
SITE MODEL FOR A FLYING WING CONFIGURATION
• AERODYNAMIC AND AEROACOUSTIC INVESTIGATION WITH MANEUVER, GUST, AND LANDING LOADS:
OF AN INNOVATIVE REGIONAL TURBOPROP SCALED Kjell Bramsiepe, Arne Voß & Thomas Klimmek
MODEL: NUMERICAL SIMULATIONS AND EXPERIMENTS: Published: 11 April 2020
A. Di Marco, R. Camussi, L. Burghignoli, F. Centracchio,
M. Averardo, M. Di Giulio, R. Gemma, E. Pelizzari, S. Ad- • THE USE OF THE OPEN-LOOP ONSET POINT (OLOP) TO
den, P. Aschwanden, J. Müller, T. Berkefeld, S. Haxter & PREDICT ROTORCRAFT PILOT-INDUCED OSCILLATIONS:
F. Amoroso / Published: 23 January 2020 Michael Jones / Published: 18 April 2020
• EXPERIMENTAL STUDY OF MOIST AIR FLOW IN THE • IMPROVED SUCCESS RATES OF RENDEZVOUS
GAP BETWEEN THE AIRCRAFT’S FUSELAGE AND ITS MANEUVERS USING AERODYNAMIC FORCES:
CABIN WALL: M. Walther, C. Traub, G. Herdrich & S. Fasoulas
Andreas Westhoff & Claus Wagner Published: 20 April 2020
Published: 05 February 2020
• MASS, PRIMARY ENERGY, AND COST: THE IMPACT OF
OPTIMIZATION OBJECTIVES ON THE INITIAL SIZING
OF HYBRID-ELECTRIC GENERAL AVIATION AIRCRAFT:
D. Felix Finger, Falk Götten, Carsten Braun & Cees Bil
Published: 22 April 2020
• INFLUENCE OF CONTACT POINTS OF HELICOPTER
SKID LANDING GEARS ON GROUND RESONANCE
STABILITY:
Reinhard Lojewski, Christoph Kessler & Rainer Bartels
Published: 23 April 2020
• WING STIFFNESS PARAMETERISATION FOR SURRO-
GATE MODELS • LATTICE–BOLTZMANN SIMULATIONS FOR COMPLEX
Bennett Leong, Simon Coggon & Jonathan Cooper GEOMETRIES ON HIGH-PERFORMANCE COMPUTERS:
Published: 06 February 2020 Andreas Lintermann & Wolfgang Schröder
Published: 13 May 2020
• DC SUPPLY STRUCTURE AND PROTECTION CONCEPT
FOR (HYBRID) ELECTRIC CS-25 AIRCRAFT • GEOFENCING REQUIREMENTS FOR ONBOARD SAFE
Arne Hinz, Benedikt Aigner, Rik W. De Doncker & Eike OPERATION MONITORING:
Stumpf / Published: 22 February 2020 Christoph Torens, Florian Nikodem, Johann C. Dauer,
Sebastian Schirmer & Jörg S. Dittrich
• LARUS: AN UNMANNED AIRCRAFT FOR THE SUP- Published: 16 May 2020
PORT OF MARITIME RESCUE MISSIONS UNDER HEAVY
WEATHER CONDITIONS • DESIGN STUDIES AND MULTI-DISCIPLINARY
T. Ostermann & C. BenI. Martin ASSESSMENT OF AGILE AND HIGHLY SWEPT FLYING
Published: 27 March 2020 WING CONFIGURATIONS:
Carsten M. Liersch, Andreas Schütte, Martin Siggel &
Jochen Dornwald / Published: 18 May 2020
AEROSPACE EUROPE Bulletin • October 2020 8 Bulletin of the Council of European Aerospace Societies
AEROSPACE LIFE OF CEAS
EUROPE
CEAS SPACE JOURNAL
Contens of the latest issue - September 2020
• POST-TEST ANALYSIS OF THE LAPCAT-II SUBSCALE
SCRAMJET
Sebastian Karl, Jan Martinez Schramm & Klaus Hanne-
mann / Published: 19 March 2020
• LASER METROLOGY CONCEPT CONSOLIDATION FOR
NGGM:
K. Nicklaus, S. Cesare, L. Massotti, L. Bonino, S. Mottini, • ORBIT DEPLOYMENT AND DRAG CONTROL STRA-
M. Pisani & P. Silvestrin / Published: 27 June 2020 TEGY FOR FORMATION FLIGHT WHILE MINIMIZING
COLLISION PROBABILITY AND DRIFT:
• STATIC AND DYNAMIC STRUCTURAL ANALYSES FOR Zizung Yoon, Yeerang Lim, Sebastian Grau, Walter
A 750 KN CLASS LIQUID ROCKET ENGINE WITH TVC Frese & Manuel A. Garcia / Published: 19 March 2020
ACTUATION:
Jaehan Yoo & Seong Min Jeon • AEROTHERMODYNAMICS AND THERMAL DESIGN
Published: 07 March 2020 FOR ON-GROUND AND IN-FLIGHT TESTING OF A
DEPLOYABLE HEAT SHIELD CAPSULE:
• THE MASCOT SEPARATION MECHANISM: Alberto Fedele, Roberto Gardi & Giuseppe Pezzella
Christian D. Grimm, Caroline Lange, Michael Lange, Published: 13 April 2020
Olaf Mierheim, Lars Witte, Kaname Sasaki, Suditi
Chand, Eugen Ksenik, Jan-Thimo Grundmann, Tra-Mi • PRELIMINARY AERODYNAMIC DESIGN OF A REU-
Ho, Jens Biele, David Hercik, Uli Auster, Laurence Lor- SABLE BOOSTER FLIGHT EXPERIMENT:
da, Alex Torres & Romain Garmier C. Merrem, V. Wartemann, Th. Eggers
Published: 13 March 2020 Published: 18 April 2020
• ECONOMIC AND ENVIRONMENTAL SUSTAINABI-
LITY OF LIQUID HYDROGEN FUEL FOR HYPERSONIC
TRANSPORTATION SYSTEMS:
Roberta Fusaro, Valeria Vercella, Davide Ferretto,
Nicole Viola & Johan Steelant
Published: 18 April 2020
• IMPROVED SUCCESS RATES OF RENDEZVOUS
MANEUVERS USING AERODYNAMIC FORCES:
M. Walther, C. Traub, G. Herdrich & S. Fasoulas
Published: 24 April 2020
• INVESTIGATION OF OPTICAL LASER BEAM IMPAIR-
MENT ON HYPERGOLIC LUNARLANDER EXHAUST
PLUMES FOR A LIDAR FEASIBILITY STUDY:
Robert Stützer, Stephan Kraus & Michael Oschwald
• FLOW STRUCTURE IN THE WAKE OF A SPACE-LAUN- Published: 02 May 2020
CHER MODEL WITH PROPULSIVE-JET SIMULATION:
Anne-Marie Schreyer / Published: 17 March 2020 n
Bulletin of the Council of European Aerospace Societies 9 AEROSPACE EUROPE Bulletin • October 2020
PERSONALITY INTERVIEW AEROSPACE
EUROPE
NEW SPACE: THE SUCCESS OF CREW DRAGON DEMO-2 MISSION,
30 MAY - 2 AUGUST 2020, DEFINITIVELY MARKS QUITE AN
IMPORTANT MILESTONE IN THE HISTORY OF SPACE ERA
Jean-Pierre Sanfourche has interviewed on this subject Jean-Francois Clervoy, former astronaut of the European
Space Agency (ESA)
Jean-François Clervoy graduated
Juste avant embarquement ©NASA
from Ecole Polytechnique (Paris
1981), Ecole Nationale Supérieure de
l’Air et de l’Espace ISAE-SUPAERO
(Toulouse 1983), and from Ecole du
Personnel Navigant d’Essais et de
Réception EPNER (Istres 1987) as a
billybob©jfc Flight Test Engineer. Apollo 11 under the sea ©Alexis Rosenfeld
He was selected as an astronaut in 1985 and founded Among current functions:
the first European Zero-G flight programme in 1989. –H onorary president of Novespace;
Space shuttle spaceflight experience: – Consultant, lecturer, inventor and author of several
– 3-14 November 1994: STS-66 to study the atmosphere; books related to space exploration;
– 15-24 May 1997: STS-84 to re-supply the Russian Space – Member of several organisations for the promotion of
Station ‘Mir’; space exploration and environmental protection.
– 19-27 December 1999: STS-103, to repair the Hubble Among Honours/Rank:
Space Telescope. – Ingénieur Général de l’Armement;
From 2001 to 2008 he was assigned as Senior Advisor –F rench decorations : Officer of Légion d’Honneur, Knight
Astronaut of the ESA project ATV (Automatic Transfer in Ordre National du Mérite, Medal of aeronautics;
Vehicle). In December 2018 he retired from the Astronaut – 3 NASA Space Flight Medals;
Corps. – 2 NASA Exceptional Service Medals;
Jean-Pierre Sanfourche – How do you appreciate the will be in a position to realise the same achievement as
successful achievement of the reusable Falcon Heavy SpaceX at short-term time horizon?
launcher first stage? J-F. C. - The answer to this question is already given here
Jean-François Clervoy - It is of course quite an impressive above: the number of rocket launches per year by ESA
spectacle to see the first stage of Falcon Heavy returning and its industrial operators is not enough to justify the
to its launch site in vertical position after having followed a development of a programme similar to SpaceX. Besides
perfect trajectory. The boldness of such a performance is Ariane rocket’s propulsion system comprises two solid
remarkable. What do I think about it? boosters and one central engine only, the Vulcain, whilst
From my point of view, the feat is not so much the result the powerful Heavy Falcon’s first stage comprises nine
of exceptional technological advances, but more the suc- rocket engines at the base of each of its 3 core, making its
cessful conclusion of the courageous decisions taken by recovery and reuse extremely profitable because rocket
SpaceX management some years ago. The difficulty of the engines are what costs the most in a rocket. So in Europe,
recovery and recycling process is less the technical chal- we concentrate the studies on recovery concepts of what
lenge, all its constitutive elements being in effect perfect- would really worth it even with lower launch rates.
ly mastered by space industry, but more the challenge to
make it economically profitable. What is to be highlighted J-P. S. – Concerning the Crew Dragon vehicle, what are
is the boldness of the decision to invest the necessary in your opinion the most notable advances, with res-
amount of financial resources in this capability. The return pect to the Russian Soyuz vehicle in terms of habita-
on investment of the launcher recovery system is reached bility/comfort, navigation systems, ergonomics, doc-
under the condition that the frequency of launches is suffi- king and undocking, etc?
ciently high, estimated to about 15 launches per year: here J-F. C. - There are many operational innovations. Among
lies the boldness of the bet. A new era is opened to the them:
launch market. – The man-machine interfaces’ optimisation. The superio-
rity and reliability of the on board computers together
J-P. S. – ESA is for many years conducting studies about with touch screens allows minimal crew’s hardware in-
reusable launchers: is it possible to expect that Europe terfaces, for example there is no control sticks;
AEROSPACE EUROPE Bulletin • October 2020 10 Bulletin of the Council of European Aerospace SocietiesAEROSPACE PERSONALITY INTERVIEW
EUROPE
– The electric power supply is provided by solar cell pa- many suggested that a reusable version be developed by
nels directly glued on the fuselage: so, no deployable combining the three following critical know how acquired
solar cells wings, and no need for heavy batteries or fuel in Europe; 1) launching heavy payloads with Ariane 5; 2)
cells inside like in other US former spaceship. This gives returning a space capsule intact and precisely with ARD
the capability to fly longer duration missions; (Atmospheric Re-entry Demonstrator) at the time and
– The capability to combine crew and cargo missions; more recently with the IXV (Intermediate eXperimental
– The rescue system is a ‘pusher’ system integrated into Vehicle) and 3) mastering the rendezvous and docking
the capsule and therefore not jettisoned and lost at the with ATV. Remember that Ariane 5 was initially developed
beginning of each mission like previous ‘puller’ escape for human rated flights when Europe was developing in
tower systems; parallel the Hermes spaceplane.
– The capsule is entirely reusable, which is a first for a non- So, yes, Europe would be perfectly capable of realising
winged human spacecraft. a crew capsule similar to Crew Dragon, recoverable and
reusable. This is a matter political decision naturally de-
J-P. S. – ESA has demonstrated some years ago its ca- pending on financial possibilities. That would necessitate
pability of realising an automatic docking system to to double the budget of the ESA human spaceflight optio-
the ISS: the Automatic Transfer vehicle (ATV) which has nal programme in which 10 ESA Member States partici-
five times successfully brought supplies to the ISS: (i) pate. A rapid estimation shows that this effort would re-
Has Crew Dragon docking system taken benefits from present about 2€/year/citizen of the ESA Member States
the ATV technologies? (ii) From ATV to Crew Dragon, during 6 to 7 years.
the gap does not seem so big: could not be envisaged
that Europe undertakes the development programme J-P. S. – Could you briefly comment the achievements
of an automatic transfer crew vehicle? of the Crew Dragon navigation control: (i) during the
J-F. C. - The ATV (Automatic Transfer Vehicle) was a car- journey from the launching site to the ISS; (ii) during
go spacecraft conceived for bringing supplies to the ISS, the return to Earth, with in particular the extraordinary
with a human rated safety level. Five ATVs were launched calculations for optimizing the landing zone taking
between 2008 and 2014 (2008, 2011, 2012, 2013 and 2014). into account the weather forecasts?
The relative position and attitude control until contact with J-F. C. - The navigation control systems use modern tech-
the ISS did not need data exchange process with the ISS, nologies including GPS and space qualified powerful
which made it the only fully autonomous and automatic computers, with the objective to alleviate as far as pos-
docking spaceship at the time. (The Russian Progress re- sible the workload of the ground and flight crews by gi-
supply ship is the only other automatic ship but not fully ving more automaticity and autonomy to the vehicle itself.
autonomous). The ATV’s development work was accom- However the manual take over by the crew is still possible
plished by a unique integrated European team with at its for exceptional and/or unforeseen situations requiring
head ESA as Contracting Authority and Airbus Defence attitude or orbit manoeuvres.
and Space (Astrium at that time) as Prime Contractor. As regards the return, this is the remarkable coordina-
Crew Dragon certainly benefited from the ATV develop- ted work accomplished by the NASA and SpaceX Crew
ment for this phase of flight. The ATV team integrated also Dragon ground teams which has to be greeted, able to
other international partners and some went to work later conduct in minimum of time all calculations necessary to
for SpaceX. ATV was subject to the deepest level of tech- optimise the trajectory and the splashdown site at a time
nical discussions ever held in a human space rendezvous when the weather conditions were particularly critical.
programme, especially concerning safety, such as: what The selection of the site remains flexible until few hours
decisions have to be taken by the autopilot and/or by only before splashdown.
the crew as a function of various events detected during
this critical phase. For example Crew Dragon included a J-P. S. – Why is SpaceX choosing to land on the sea and
CHOP (Crew Hand Off Point) in the final approach, which is not on the ground?
a concept we had originally created for the ATV monito- J-F. C. - The same SuperDraco rocket engines which are
ring crew (from the ISS) to ensure safety in the last meters currently integrated into the Crew Dragon capsule for
before contact. Let us note that before Crew Dragon, no emergency escape scenario during launch are capable
US spaceship in history has ever been equipped with an to softy land the capsule on land. It was initially designed
autopilot for final approach and docking, probably due to as such, including slowing down the freefall on a nominal
the pilots promoting manual controls as a sufficient capa- atmospheric return.
bility in all previous NASA human spacecraft programmes. But NASA together with SpaceX decided that the first
flights will make the return the old fashion way using para-
We can say that there is something from Europe in Crew chutes over the ocean, probably to save time as the qua-
Dragon… NASA Orion spaceship also benefits directly lification for retrorocket landing would require a lot more
from the ATV since ESA provides the Service Module. In work of analysis and testing for being declared operatio-
fact as we got close to launch the first ATV in the 2000’, nal. So the current choice is not definitive, only temporary.
Bulletin of the Council of European Aerospace Societies 11 AEROSPACE EUROPE Bulletin • October 2020PERSONALITY INTERVIEW AEROSPACE
EUROPE
J-P. S. – Crew Dragon returns to Earth in the same man- J-P. S. – This SpaceX Crew Dragon Demo-2 mission
ner as Soyuz with parachutes after a re-entry flight really marks the birth of the so-called ‘New Space’ era:
submitting the astronauts to extremely severe physi- what are your views on this quite important milestone
cal constraints: would it be possible to envisage the on the way of space exploration regarding public po-
concept of a vehicle landing like an airplane such as licy/programming, industrial policy, innovation mana-
the previous space shuttle? Some years ago, ESA has gement, etc.?
successfully achieved the IXV atmospheric return: J-F. C. - This is effectively an important milestone on the
would it be possible that in the continuation of this way of space exploration. The space agencies are deeply
research programme, Europe develops a crew trans- evolving. Until now, they had not only to define the pro-
portation vehicle allowing to land by gliding? grammes but also to directly conduct and control their
J-F. C. - In introduction, I would like to make it clear that if the execution by the industry. Henceforth, they will concen-
return to Earth of a capsule submits the crew to severe phy- trate on strategy and political decisions preparation and
sical constraints, this operation is perfectly under control negotiations with the governments. They will no longer
and presents no excessive danger for the crew. Concer- develop themselves but they will buy services to indus-
ning gliding, recall that even a capsule actually glides in trial companies, like NASA does with SpaceX for ‘normal’
the atmosphere during re-entry: the wings just improve missions. The idea is to let the industry take the develop-
the gliding capability, increasing the finesse ratio (Lift/ ment risk, and let agencies focus on more challenging
Drag) from 0.3 to 1. ESA has acquired in this domain deep missions requiring government backing such as missions
knowledge and experience, first with the technological to the Moon and beyond. The really new big step today is
research in support of the Hermes spaceplane pro- essentially the capability for private companies to deve-
gramme, then with actually the ARD and the IXV flights. lop private human spaceflights. If the trend continues in
The IXV is a bi-conic lifting body with no wing but only that direction we can imagine in the future that agencies
using the air flow around it which is sufficient to control will even start buying also services for the new destina-
hypersonic and supersonic flight trajectories with more tions (Moon and Mars) starting with logistics automatic
lateral diverting capability. ESA and the European industry missions, then with automatic science missions and finally
presently know how to make a vehicle gliding with higher human missions. But before we get there, agencies will
performance than a basic capsule. But this is a matter of have to clear the ground like they did for Low Earth Orbit.
political willing and decision making. I also wish to remind
that during the Hermes programme, ESA acquired a J-P. S. – To conclude, could you express your views on
considerable amount of know-how in space borne tech- the future space adventures inspired by SpaceX per-
nology: computers, robotics, etc., which then have bene- formance?
fited to Columbus and the ARD. J-F. C. We are at the beginning of a new era during which
To come back to your question, landing with precision we shall see the entry of more and more private custo-
like an airplane on a runway does not necessarily require mers, private industrial companies, an explosion of start-
wings if the lift force is given by rocket engines like the ups and a freeing of the innovation spirit. We shall see also
Crew Dragon SuperDraco. And as far as the comfort the development of space tourism and therefore the in-
during re-entry, if a crew comes back from a long dura- creasing number of non professional astronauts. It will be
tion mission, they are happy to to be reclined like in cap- a progressive privatisation of the human spaceflight and
sule during the atmospheric re-entry rather than seated exploration space sector, usually reserved to public orga-
like in an airplane because the difference of orthostatic nisations, which will open the way to multiple initiatives
blood pressure between head and feet is then easier to and endless development of new space applications.
overcome. In fact flying on a space capsule is recognized The notion of “services buying” will extend, hopefully
as less risky than on the Space Shuttle. always within some fundamental guardrails imposed by
governments in order to avoid the chaos in space.
J-P. S. – Thomas Pesquet is selected to fly onboard As I said before, the space agencies will be concentra-
Crew Dragon in spring 2021: will the EAC (European ted on public policy, strategy, governmental negotiations,
Astronaut Centre) be involved in his training? space law regulations, keeping the direct management
J-F. C. -To my knowledge, the EAC of Cologne is not in- and control of the big worldwide projects: most notably
volved in this part of the training of Thomas because Crew Moon, Mars and Solar System exploration in the short and
Dragon simulators exist only in the USA. Besides, only the midterm, but not necessarily in the long term.
commander and pilot are submitted to a deep training
focused more particularly on contingency manual ope- We are just at the very beginning of this new era opened
rations. The other crew members don’t have operational by Elon Musk.
tasks during the few hours spent on board the Crew Dra- n
gon and their training is quite short, just a matter of one or
two weeks in order to know how to live on board and also
get ready in case of emergencies.
AEROSPACE EUROPE Bulletin • October 2020 12 Bulletin of the Council of European Aerospace SocietiesAEROSPACE POINT OF VIEW
EUROPE
CLIMATE FOOTPRINT OF AVIATION: FROM POLICY TO SOLUTIONS.
VIEWS OF SAFRAN
By Valérie Guénon, VP Environmental Policies, Safran Group
AVIATION AND ENVIRONMENT: A BATTLE atmospheric interactions, weather, altitude and time.
OF FIGURES? The study directed by Professor David Lee has recently
delivered an updated evaluation of the contribution of
In 2019, EASA conducted a survey of 6000 Europeans operating aircraft to the total human-made effective ra-
from 15 countries about public awareness of the envi- diative forcing as 3.5%, still with a significant uncertainty.
ronmental footprint of aviation. One of the questions was
“what do you think the share of aviation in the total man- Some flight-shamers try to draw catastrophic figures
made CO2 emissions in Europe is?” While, among the by combining CO2 amount and effective radiative for-
choice of answers, the right one was “less than 4%”, 35% cing, but these are different metrics that cannot simply
responded “between 21 and 40%”. This incorrect percep- be added to each other nor multiplied. Even though the
tion may stem from the fact that aviation is often on the contribution of aviation to global warming is low com-
spot when addressing environment and climate change, pared to other sectors, the quest for facts and figures is
even though it is not, by far, the largest greenhouse gas as important for the aviation industry as for those who
emitter. The climate footprint of aviation has been the fight against it. Our sector should continue pushing fur-
subject of raising interest and heated debate in 2018 and ther the understanding and knowledge of its effect on
2019, reflected by the spread of the “flygskam” (shame the climate in order to be able to act on it. Safran calls for
of flying) hashtag in social media. Articles and broadcast such scientific progress.
talks on aviation and climate change have flourished and
hosted a battle of figures, which vary mainly according to A STEADILY IMPROVING INDUSTRY AND
the defended opinions. STEADILY INCREASING CHALLENGES
The aviation industry has continuously reduced its en-
So let us first recall the figures. In 2018, the global hu- vironmental impact per passenger and per kilometre.
man-made CO2 emissions were 42 gigatons. The global The demand for air mobility has also steadily increased.
CO2 emitted by aircraft in operation was 900 megatons, The ATAG (Air Transport Action Group) objectives, set in
hence 2.1%. For that same year, the energy related CO2 2008, of reducing by 50% the global amount of aircraft
emissions were 33 gigatons, which is the reference used emitted CO2 are compatible with the two-degree sce-
by IPCC (Intergovernmental Panel on Climate Change) nario of the Paris Cop21 objectives. After having set in-
for evaluating the share of transport. Using this reference, creasingly stringent environmental standards on noise,
the share of aircraft emissions is 2.7%. When tracking oxides of nitrogen, fine particulates and CO2, after having
aviation responsibility in CO2 emissions, some consider agreed on an unprecedented global scheme for aviation
it is relevant to add the CO2 emitted by the production, carbon offsetting (CORSIA - Carbon Offsetting Reduction
maintenance, disposal of the aircraft (less than 5% of the International Aviation), the International Civil Aviation Or-
full aircraft lifecycle); the ground operations of airports ganisation (ICAO) is now working on establishing a com-
would add around 5% and fuel production and transport monly agreed long-term goal for reducing aviation CO2.
add 20% to the CO2 emitted by burning the fuel. All ad- In Europe, the Green Deal is setting the most ambitious
ded, the CO2 emissions due to aviation remain under 3% objectives ever in order to fight global warming, aiming
of the total human-made CO2 emissions. at climate-neutrality in 2050. The European industry
is taking up the challenge and Safran is confident that
So much for the CO2. But flying aircraft generate other there is a realistic way to aviation carbon neutrality. The
chemical and physical species, such as nitrogen oxides, levers to this route are technology, aircraft operations, air
soot, fine particulate, various hydrocarbons, sulphur traffic management and sustainable fuels. Collaboration
compounds and water vapour. Moreover, unlike other between stakeholders, supporting policies, innovation,
transport, aircraft emit in areas where emissions may skills and passion will provide conditions for success.
lead to the formation of secondary components, due
to high altitude specific chemical and atmospheric me- SAFRAN IS READY FOR THE CHALLENGE
chanisms. While the amount of emitted CO2 and other Safran, as an engine and equipment manufacturer, will
greenhouse gases, and their effect on global warming, mainly act on the technology, with a range of possibilities
are well understood and quantified, it is much more com- according to the vehicle segment and the time horizon,
plex to evaluate the effective radiative forcing of all air- including electric solutions, improvement of thermal pro-
craft emissions, taking into account the induced effects, pulsion and the use of sustainable aviation fuels (SAF).
Bulletin of the Council of European Aerospace Societies 13 AEROSPACE EUROPE Bulletin • October 2020POINT OF VIEW AEROSPACE
EUROPE
Battery-powered solutions are sought for helicopter fuels, made out of CO2 and hydrogen, could be used
and small commuters. Their technology development as drop-in fuels and would offer the advantage of not
requires rethinking the aircraft energy architecture. The needing croplands. Such solution will go through deve-
state of the art in terms of energy density and weight loping carbon capture and carbon-free hydrogen pro-
of the batteries limits the size of such vehicles. Regio- duction. While introducing drop-in fuels in new or even
nal and small medium range aircraft can rely on hybrid current aircraft will not encounter high technical barriers,
energy, such as using a turbogenerator with distributed the main challenge related to SAF will be to develop the
propulsion. production and to ensure an economically viable mas-
Thermal propulsion will remain necessary for larger sive uptake. This will imply cooperation of all aviation
aircraft, for which the needed breakthrough in carbon and energy production stakeholders and policy support
emissions reduction will come from ultra-efficient en- through ambitious strategy, at the very least at the level
gines combined with the use of low-carbon fuels. This of Europe. To fight global warming, each year counts
requires an even larger step than those previously achie- and such policies should be decided and implemented
ved. Safran is engaged in the technology development quickly.
of an engine, which, combined with the aircraft and sys- Hydrogen-powered aircraft will be the first truly zero
tems improvements, will deliver a 30% fuel efficiency carbon emission combustion-powered flying vehicles in
improvement on the aircraft and will be compatible with the history of aviation. Such revolutionary technology is
100% low-carbon SAF. necessary to prepare the future of air mobility. Such air-
Drop-in SAF, which can be introduced in current type of craft would cover a wider range than electric and hybrid-
aircraft and engines with limited technical adaptation, electric. Because of the required volume for storing the
have the potential to quickly decarbonise aviation. “Sus- fuel, even in liquid form, hydrogen power will be suited
tainable” means that they shall not compete with food for small and medium-range routes. It will represent a
supply, nor generate any negative land use change nor challenge for the aircraft size and structure, the aircraft,
deforestation and their complete life-cycle will result in engine and systems architectures, safety, certification
net carbon emissions reduction, typically 80% with res- and cryogenic management. Non-CO2 effects will have to
pect to jet fuel. Provided the necessary fuel efficiency be identified and addressed. Like for SAF, the process for
improvements are achieved, it is estimated that in 2050, producing hydrogen must be low-carbon, therefore the
a 500 Mt yearly production will cover the need to replace needed developments will largely go beyond the usual
jet fuel and decrease CO2 emissions by 80%. Synthetic scope of aeronautics aircraft and engine manufacturers.
Open Rotor at the test bench - Istres
© Eric Drouin / Safran
AEROSPACE EUROPE Bulletin • October 2020 14 Bulletin of the Council of European Aerospace SocietiesAEROSPACE POINT OF VIEW
EUROPE
Illustration 2: Daher, Airbus and Safran team up to develop EcoPulseM, a distributed hybrid propulsion aircraft demonstra-
tor. © Christel Sasso/CAPA Pictures.
Illustration 3: Close view of LEAP-1A engine’s
fan blades © Cyril Abad/CAPA Pistures/
Safran
A common necessary condition for all technology solu- The technical challenge is huge but Safran has esta-
tions is to significantly increase the energy efficiency. blished a sound technology strategy to take it up. The
Reducing the amount of fuel burnt, whether it is biofuel, increasing complexity of aircraft systems and a more inti-
synthetic fuel or hydrogen, will be crucial in order to en- mate integration of the engine in the aircraft will require
courage the use of new low-carbon aircraft and large- more than ever the upstream collaboration between the
scale uptake of low-carbon fuels and overcome the cost airframer and the engine and systems manufacturers in
and availability limits. This is why Safran will continue the process of inventing tomorrow’s aircraft.
improving the efficiency of its engines and reduce the
weight of its equipment and cabin interiors. The aviation The covid-19 crisis has suddenly halted the growth of avia-
industry has divided by five the energy consumption tion and will slow down the traffic growth for many years.
per passenger kilometre in the last fifty years. The aim It has also increased expectations on the aviation sector to
is to reduce it by a further 30% in the next twenty years, engage in the decarbonisation and should be viewed as
while keeping improving the other environmental perfor- an opportunity to accelerate research to reach the nee-
mances such as noise, NOx and particulate matter. ded breakthroughs and decarbonisation objectives.
n
Bulletin of the Council of European Aerospace Societies 15 AEROSPACE EUROPE Bulletin • October 2020POINT OF VIEW AEROSPACE
EUROPE
EREA POSITION PAPER ACCELERATING TRANSITION TOWARDS
CLIMATE NEUTRAL AVIATION
July 2020 successful technological transitions for both EU econo-
my and society. There is ample research that backs the
The COVID-19 crisis has hit the global aviation sector statement that public investments in R&D not just leve-
hard. It is expected that the recovery process of the sec- rage significant private R&D, it also adds substantial va-
tor will carry us over 2024 in order to achieve pre-corona lue to the economy. Where most countries cut spending,
levels, bankrupting many businesses along the way. Pri- only a few have increased public R&D-spending after the
vate investments in R&D will dry up, and we risk falling si- credit crisis hit in 2008. Data suggests that this helped
gnificantly behind on our ambition to become the world’s them emerge from the crisis stronger and more com-
first climate neutral continent. petitive. Let us learn from this example. The European
But not all is gloomy. Being Research and Innovation Council’s agreement on a new MFF and recovery fund
Institutes, we see exciting new innovations coming to be unfortunately does not live up to this standard. We urge
which will revolutionize aviation and the transport sys- the European Parliament and EU leaders to reconsi-
tem it operates in. Fully autonomous aircraft, revolutio- der the EU budget and recovery proposal and make
nary configurations and new, climate-neutral propulsion it ambitious and fit for purpose, especially as current
mechanism are just few of the areas where significant circumstances have made this necessary and justified.
changes can be expected in the next decades.
The question is not if, but how fast can we make this tran- There is no doubt that the first priority of the EU budget
sition happen. This is more a political question, than a should be to find a cure or a vaccine for COVID-19. But at
technological one. the same time, we must invest in a swift economic reco-
very to remain at the forefront of Research & Innovation
EREA Calls upon Commissioner Adina Vălean to renew by supporting the development of innovative technolo-
Europe’s aviation vision gies. We firmly believe that this recovery is an opportuni-
ty to accelerate the transition towards a sustainable and
Much has changed since 2011, when Flightpath 2050 competitive aviation sector. Not stepping up now could
was first published. Covid-19, but also the extensive digi- mean leaving room for others elsewhere in the world
tization has changed the air transport system dramati- to step into the vacuum. We must not let this happen.
cally. Therefore, it is time for the European Commission Europe should and can lead the way, if we choose to
to call upon Europe’s aviation stakeholders to draft an do so. An appropriate, ambitious budget is instrumen-
updated Vision and roadmap on how to get towards a tal in doing so.
climate neutral continent in 2050, whilst maintaining
Europe’s competitiveness and highest levels of avia- Create the right framework conditions for an accele-
tion safety and security. rated transition
EREA is in the midst of developing its own vision on the
future of aviation in a comprehensive study. This study European Research and Innovation will be key to sup-
will be made available at the end of the year to all who port recovery and transition. The current and previous
wish to see it, as we believe our vision is a shared one. framework programs for Research and Innovation have
EREA is ready and able to participate in a High Level supported the creation of European R&I ecosystems
Group tasked to develop an updated Flightpath 2050. integrating Industry, SME, Research Organisations and
Academia to jointly work together on solutions to global
Reinforce public funding to accelerate the transition challenges to implement large-scale projects that each
towards a climate neutral aviation individual nation could not carry out alone.
It is clear that European economic recovery is of utmost The upcoming framework program Horizon Europe
importance. All measures that contribute to this goal including its partnerships should continue to sup-
should be carefully considered, including reinforcement port these fruitful, cross-EU and cross-sectoral col-
of public R&D-budgets that is needed more than ever for laborations with appropriate budget and framework
AEROSPACE EUROPE Bulletin • October 2020 16 Bulletin of the Council of European Aerospace SocietiesYou can also read
