issue 1summer 2007 · european commission acare and astera: the background of a successful agenda...

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Meeting the Challenges

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ASDFOCUS

AeroSpace and Defence

Industries Association of Europe

Issue 1 Summer 2007

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Who could have anticipated the growth that hastaken place in the aerospace industry during thelast 50 years? Today, flying is a means of transport

that is accessible, affordable and used by everyone. Weexpect overnight deliveries from the other side of the world when we buy something via the internet. Ourexpectations are to go anywhere at anytime. The greatimprovements in performance and high levels of safety ourindustry has achieved often pale in the public eye and arefrequently taken for granted. This can be a double-edgedsword as we continue the quest for perfection.

Great success brings its own challenges and the moresuccessful we become, the more scrutinised we are. As François Gayet alludes to, and it is something that I amproud to repeat, we represent an industry that through itsown initiative has developed products that are technically sosuperior; few other sectors can match these achievements.

Being in the spotlight stimulates debate and it should becommon knowledge that for decades we have investedheavily in Research & Development and we continue to do soas we strive to build cleaner, more efficient aircraft.

The debate surrounding climate change continues and it is,therefore, appropriate that the first edition of ASD Focus,launched to coincide with the Paris Air Show, tackles thesequestions head on.

For too long I believe that, we in the aerospace industry, haveunderstated our achievements. With the launch of this newmagazine we have an opportunity to put our case forward.This first issue of ASD Focus comes at the right time asInternational Air Shows always create a great deal of interest.

In concluding, I am hoping that you will find the ASD Focusan enjoyable read.

Charles Edelstenne

President of ASD

“As Secretary General of the AeroSpace andDefence Industries Association of Europe, I amdelighted to introduce the first edition of ASD

Focus magazine.

ASD Focus will be issued bi-annually; this year in June forthe international air show and in October for the ASDConvention. Each edition will include articles highlightingtopical issues affecting our Industry with contributions drawnfrom a wide range of experts, be they scientific, regulatory orfrom the areas of research and development.

This, our first edition, focuses on aviation in view of thechallenges of climate change, with a particular emphasis onresearch and technological improvements.

In the last four decades, the industry has reduced noise by75% and CO2 by 70%. We have achieved these extraordinaryenvironmental improvements whilst at the same time maintai-ning the highest standards of safety, delivering cleaner,quieter and more cost effective aircraft to our customers. Weare also fully committed to achieving the demanding ACAREgoals to reduce NOx by 80% and CO2 and noise by 50% by 2020.

Finding new solutions can only be achieved throughadvanced R&D. Our member companies, both civil andmilitary, are amongst the most innovative and technologicallyadvanced in the world and typically spend 13% of theirannual turnover (more than €12 Billion) on Research &Development. Continued support from both national and EUresearch funding programmes, including the JointTechnology Initiative Clean Sky and SESAR will be essential.

Based on this we invite you to read the articles on ACARE,the JTI Clean Sky and SESAR, as well as articles from ourengine manufacturers on current Research Programmes andanalysis on alternative fuels.

Besides technological progress, operational measures andinfrastructure improvements, including the Single EuropeanSky, play a major role in reducing aircraft emissions andshould be widely supported. We are committed to working inpartnership with all stakeholders to find solutions.

Finally, I think it is worth nothing that we, as European manu-facturers, are proud of our record in developing products,which have brought, and continue to bring, huge social andeconomic benefits to Europe and to the rest of the world. Weare confident that we can continue to rise to the challenge.

I hope you find the ASD Focus both interesting andinformative.

François Gayet

ASD Secretary General and Publisher ASD Focus

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François Gayet, ASD Secretary General

and Publisher ASD Focus Charles Edelstenne,

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“Team Work” for the EnvironmentTorbjörn Kvist,VERDI Project Manager, Volvo Aero

Alternative Fuels:New Solutions and Promising OptionsFrancis Couillard, Vice-President Environment Policies, EuropeanAffairs Directorate, SAFRAN

Why Emission Reduction MattersPhilippe de Saint Aulaire,Vice President Environmental Affairs, Airbus

Aviation and the EnvironmentMike Ambrose, Chairman of the Committee forEnvironmentally Friendly Aviation

Building the Aircraft of the FuturePhilippe Busquin, Member of the European ParliamentFormer EU Commissioner for Research

PERSPECTIVESGetting Ready for REACHBruno Costes,Chairman of Environment and SustainableDevelopment Commission GIFAS, Director Environmental Affairs IndustrialCoordination - AIRBUS

REACH and RIPS: What Did We Learn?Ragnhild Bruhn, Volvo ABJack de Bruijn, EU Commission/Joint Research Centre

FOCUSSpace Policy: the Turning PointAlain Gaubert,ASD Director Space, EUROSPACE Secretary General

Shaping Standards from Industry for IndustryGunter Lessmann,ASD-STAN Director

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FOREWORDSCharles Edelstenne,CEO and President of Dassault AviationPresident ASD

François Gayet, Secretary General of ASD

COVER STORYClimate Impact of AviationRobert Sausen and Ulrich Schumann,Institute of Atmospheric Physics, German Aerospace Centre (DLR)

Technological ProgressManufacturers answer frequently asked ques-tions

CAEP: The past and recent work on aircraft noise and emissionsJane Hupe, International Civil Aviation Organization (ICAO)Committee on Aviation EnvironmentalProtection (CAEP).

Manufacturers: the International ContextAlain Joselzon,Head of Engineering Environmental Strategy,Airbus

Tackling Aviation Emissionsa Global Imperative Where Europe Plays Its PartMogens Peter Carl,Director-General for the Environment,European Commission

ACARE and ASTERA:The Background of a Successful AgendaFrançois Quentin,Senior vice President in charge of AerospaceDivision, THALES

Clean Sky:A New Horizon for Aeronautics

Solutions for a Better EnvironmentChristian Dumas,SESAR Definition Phase Project Director

Achieving Targets for 2020Jean-Jacques Korsia,Program Executive, SNECMA

Building Perspectives withInnovationHermann Scheugenpflug,Director Technology Management, MTU Aero Engines

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Publisher François Gayet, ASD Secretary General

Editor Sara Goldberger, ASD PR & Communications Manager

Managing Editor Marie-Jeanne Capuano, EuroFutureAssistant to the Editor Caroline Meyer, EuroFuture

Layout Thierry Renard, art édition Petit

Sales Manager Guy Laloum, art édition PetitTel: +33 (0)5 34 40 01 [email protected]

Published by EuroFuture Press3, rue Vesale 75005 Paris FranceTel/Fax: +33 (0)1 45 87 17 16Email: [email protected] : www.eurofuture-press.com

Printed by MAISON des Arts GraphiquesISBN to be confirmed

©2007All rights reserved.The opinions expressed in this publication arethose of the individual authors or advertisersand do not necessarily reflect those of theAeroSpace and Defence IndustriesAssociation of Europe, ASD, or its members.The mention of specific companies or productsin articles or advertisements contained hereindoes not imply that they are endorsed orrecommended by ASD, their members,EuroFuture Press or MAISON des ArtsGraphiques and must neither be regarded asconstituting advice on any matter whatsoever,nor be interpreted as such.

AeroSpace and Defence

Industries Association of Europe

AeroSpace and Defence Industries Association of Europe, ASD270 Avenue de TervurenB-1150 BrusselsBelgiumTel. +32 2 775 8110Fax. +32 2 775 8112Email: [email protected]: www.asd-europe.org

Distributed by MAISON des arts graphiques® 15 bis, route de Bessières BP 90060F - 31242 L'UNION cedex FranceTel: +33 (0)5 34 40 01 30Fax : +33 (0)5 34 40 67 87Website : www.maisondesartsgraphiques.com

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showed a first estimate of the aviationrelated radiative forcings. An update tothose estimates was provided in 2005 .

Figure 1 displays the results: the red barsshow the most recent estimate. The lar-gest contributions come from CO2 , O3,contrails (all positive, warming) and CH4

(negative, cooling). Small contributions arefrom H2O, direct sulphate aerosol anddirect soot aerosol. As can be seen fromFigure 1, the total aviation-induced radia-tive forcing RF is about twice that fromCO2 . Note that no best estimate for RFfrom cirrus clouds (beyond contrails) isprovided due to presently poor knowledge.The total amounts to about 3% of theradiative forcing from all man-madeactivity since the 18th century, with asubstantial uncertainty. The largest uncer-tainty comes from aviation contributions to changes in cirrus clouds, which aretherefore not included in the total.

IMPACT OF EMISSIONS

Carbon dioxide has an atmospheric life-time of more than 60 years and becomeswell-mixed during this period regardlessof where the emission occurred. Hence,CO2 emissions from aviation have thesame effect as CO2 emissions from othersources. However, the RF caused by otheremissions depends strongly on where andwhen they are emitted.

Because of a longer life-time and lowerambient pollution, a NOx molecule emittedat cruise altitude (8 - 14 km) produces alarger amount of O3 than when emitted atthe Earth surface. As the atmospherictemperature at cruise altitude is lower

The climate impact of aviation has beenreceiving increased attention, in parti-

cular, since the European Commissionpublished a concept for including aviationinto the European Emission TradingSystem, and even more, since IPCC publi-shed its Fourth Assessment Report onClimate Change. The global aviation fleetpresently contributes about 2% of allman-made carbon dioxide (CO2) emis-sions. However, like other sources, avia-tion also emits other gases and particlesaffecting the climate.

Therefore, several questions arise: Howcan aviation impact climate? What is parti-cular about aviation-induced climatechange? What is the ratio between thetotal contributions and those from CO2?How can we reduce the climatic impact ofaviation?

RADIATIVE FORCING

Aviation emits gases and particles whichchange the composition of the atmos-phere or change clouds and hence disturbthe radiation budget of the Earth. In parti-cular, aviation emits the greenhousegases CO2 and H2O (water vapour).Aircraft also emit nitrogen oxides (NOx).through photochemistry in the atmos-

phere, the additional NOx enhances theformation of ozone (O3) and destroysmethane (CH4). Both O3 and CH4 aregreenhouse gases.

The water vapour emitted by an aircraft atcruise altitude can trigger the formation ofcontrails. Contrails are initially visible asline-shaped clouds. In cold and moist airmasses, contrails may spread and in somecases eventually form so-called contrailcirrus, which resemble natural cirrusclouds. Finally, aviation induces aerosols(soot and particles formed from sulphuroxides). These aerosols may interfere withthe atmospheric radiation directly or indi-rectly after modifying clouds.

The magnitude of the perturbation of theatmosphere's radiative budget is measu-red by radiative forcing (RF). A positive RFwarms the atmosphere, a negative RFcools. For constant RF, after many deca-des, the Earth approaches a new climate,with a changed global mean temperatureat the Earth surface approximately propor-tional to RF. Therefore, RF is used as ametric to compare the relative strengths ofvarious perturbations to the atmosphere.

In 1999 the IPCC Special Report"Aviation and the Global Atmosphere"

The global aviation fleet presentlycontributes to 2% of all man

made-made CO2 emissions.“

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Robert Sausen is Head of

the Department of Dynamics of

the Atmosphere at the Institute of

Atmospheric Physics.

Ulrich Schumann is Director of the Institute of Atmospheric Physics.

Climate Impact of Aviation

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Robert Sausen and Ulrich Schumann, Institute of Atmospheric Physics, German Aerospace Centre (DLR).

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neither the total aviation-induced RF northe RFI are suitable measure to weigh thenon-CO2 climate effects of aviation.

The fact that RF at a given time does notinclude any information about the atmos-pheric lifetime of a perturbation to theatmosphere, is one of the reasons why RFwas not used in the Kyoto Protocol toweigh non-CO2 gases, i.e. to transferthem into equivalent CO2 . The KyotoProtocol rather makes use of the GlobalWarming Potential (GWP), which is thetime-integrated RF arising over a giventime horizon (100 years) from a unit emis-sion of a particular gas, normalised by thetime-integrated RF from unit CO2 emis-sion. In this way the individual life-times ofthe various gases are considered.

FURTHER RESEARCH

The GWP concept can-not directly be applied toaviation, mainly becausethe atmospheric lifetimesof important aviationeffects are much smallerthan the lifetimes of theKyoto gases. Among theKyoto gases, CH4 is thatwith shortest lifetime,being around the orderof 10 years. In the caseof aviation we also dealwith phenomena, whichonly live for a few hours,e.g., contrails. Moreover,the aviation-induced cli-mate effect depends not only on the mag-nitude of the emissions but also on geo-graphical region and altitude, and daytimeand season of the emissions.

Currently several concepts for an inclu-sion of the non-CO2 effects are beingdiscussed in the science community,including such as time integrated RF froman aviation induced perturbation of theatmosphere or the temperature changeresulting from such a perturbation after acertain time, e.g., after 100 years. Theintegrated RF would be in analogy to theGWP currently applied by the KyotoProtocol. The temperature change wouldmore directly measure the contribution ofthe perturbation to long-term globalclimate change. Proper methods for

than at the Earth surface, the radiative for-cing per unit ozone is larger than the RFfrom the same amount of ozone near thesurface (e.g., from road transport).

Contrails and cirrus clouds only form atthe low temperatures typically occurring atcruise altitudes. Long-lived contrails occurmainly in the humid and cold regions nearand below the tropopause. Thin cirrusclouds and contrails most probably causea positive RF.

NON-CO2 EFFECTS UNDER SCRUTINY

International aviation and internationalshipping are not included in the KyotoProtocol because the parties could notagree on a national allocation of theseemitters during the negotiation of theKyoto Protocol. Therefore, the partiesmandated the respective UN specialisedagencies, ICAO and IMO to find a solutionto the allocation problem, which has notyet been achieved.

Recently, the European Commission hasdeveloped a scheme on how to includeaviation (domestic and international) in itsEmission Trading Scheme. In this context,it has been discussed how to include thenon-CO2 effects of aviation into such ascheme.

Is there a good method to account for thenon-CO2 effects of aviation? One question is how to weigh the non-CO2

effects in relation to the CO2 -induced climate change. One might be tempted touse the ratio between the total aviation-induced RF to the RF only from the CO2

emissions of aviation, the so-calledRadiative Forcing Index (RFI). However,RF is a backward looking metric, i.e., itaccounts for all the effects of processesthat happened in the past. Aviation RF ofthe year 2000, as displayed by the redbars in Figure 1, accumulates all contribu-tions of aviation since 1940 weighted withthe life-time of the various species. WhileRF from NOx-induced ozone and contrailsis essentially only from air traffic in 2000,RF from CO2 is from the accumulatedCO2 since 1940. For constant air fleetand aviation emissions, RF from ozoneand contrails were constant, but aviationCO2-induced RF would grow becauseCO2 would further accumulate. Therefore,

accounting the climate effects of non-CO2 effects have still to be established,and further research must be undertakento reduce uncertainties.

A scientifically sound solution for theinclusion of non-CO2 effects in anemissions trading scheme (or otherapproaches) would eventually call forsomething else than a simple multiplica-tion factor. Such a simple multiplicationfactor would weaken incentives to reducethe total climate impact beyond a reduc-tion of the fuel consumption, i.e., therewould be no benefit in reducing non-CO2

effects. ■

RF [mW/m2] from aviation for 1992 and 2000,

based on IPCC (1999) and results of the TRA-

DEOFF project (Sausen et al., 2005). The whis-

kers denote the 2/3 confidence intervals of the

IPCC (1999) value. The lines with the circles at

the end display different estimates for the possible

range of RF from aviation-induced cirrus clouds. In

addition, the dashed line with the crosses at the

end denotes an estimate of the range for RF from

aviation induced cirrus. The total does not include

the contribution from cirrus clouds.

The level of scientific understanding is indicated

by the subjective grades "Good", "Fair" and "Poor”.

FIGURE 1


NOISE➜ 75% reduction in typical noise levels

Source: IATA Environmental Review 2004

Aircraft entering today’s fleets are typically 20 decibels peroperation quieter than comparable aircraft 40 years ago, whichrepresents 75% less annoyance.

EMISSIONS➜ ~ 70% reduction in fuel consumption➜ ~ 70% less CO2 emissions per passenger/km

Source: IPCC Report on Aviation and the Global Atmosphere 1999

➜ Oxides of Nitrogen (NOx) emissions havebeen progressively reduced to meet 3 succes-sive increases in ICAO stringency standards.The progressive tightening of stringency coupled with the fiercecompetition between competing manufacturers, is in itself avery powerful incentive to develop technology that beatscurrent standards by as wide a margin as possible as aircraftmust remain in service for their economic life.

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Technological ProgressMANUFACTURERS ANSWER FREQUENTLY ASKED QUESTIONS

How has the aviation industry been proactive in deli-vering environmental improvements?

Aeronautical Manufacturers have a vocation to developinnovative technology and design highly performing

products to achieve their mission of transporting people andgoods on a given range at the highest level of safety, lowestcost and with minimum impact on the environment.

Even in the past, when the fuel price was far less than nowa-days, the fierce competition between manufacturers has alwaysbeen the main driver to reduce fuel burn and associated CO2

emissions. The same is true with respect to the reduction ofnoise levels.

Reaching the maximum competitive advantage with a producthaving remarkably low fuel consumption and noise levels is the

impetus behind each new aircraft type. This is the reason whyAeronautical Manufacturers are always looking ahead attechnological solutions enabling significant environmentalimprovements.

Therefore, generation after generation of aircraft, impressiveresults have been achieved through weight reductions - thanksto improved materials, manufacturing processes and systemsimprovements - aerodynamic improvements, engineperformance improvements, specific combustion and acousticfocused technologies.

In order to realise the order of magnitude of suchimprovements, the following remarkable results have beenachieved without compromising the highest standards of safetyand reliability, which are our fundamental priority.

REMARKABLE RESULTS

What are the Research Goals?

The European Aeronautical Manufacturers have endorsed theStrategic Research Agenda published in 2002 by the AdvisoryCouncil for Aeronautical Research in Europe (ACARE). Thissets out a challenging programme, including four goals aimedat meeting the environmental challenge for 2020:

• To reduce fuel consumption and CO2 emissions by 50 percent.

• To reduce perceived external noise by 50 per cent.

• To reduce NOx by 80 per cent.

• To make substantial progress in reducing the environmentalimpact of the manufacture, maintenance and disposal ofaircraft and related products.

These targets refer to the whole aviation system and as part ofit, the manufacturers are strongly committed to contribute totheir achievements.

What is the contribution of aviation to man-made CO2

emissions?

The global aviation fleet presently contributes about 2% of allman-made carbon dioxide (CO2) emissions.

Source: Sausen & Schumann (Cf. article on pages 4-5)

Is technology the only option to reduce emissions?

Beside the development of new technologies leading to morefuel-efficient aircraft, improvements to existing infrastructureand the use of operational measures all play an important partin reducing aircraft emissions. By working in partnership with allair transport stakeholders, outstanding results can be achievedand the manufacturers are contributing to this effort actively.

Technology is and will remain key.

How do aeronautical manufacturersdesign their products?

Any new aircraft and subsequentlyeach of its components need to strikea balance between the followingrequirements. (See Figure 1).

Focusing on the environmentalrequirements, there is also a balanceto reach in order to ensure that eachnew aircraft will bring environmentalperformance improvements acrossthree dimensions: noise reduction,emissions reduction and minimisedenvironmental impacts throughout itslife cycle.

For instance, increasing the fan diameter of an engine wouldresult in a noise reduction. However as this implies addingweight, it may result in an increase in fuel consumption.

What are the benefits of a stable regulatory framework andof dependable scientific knowledge?

It takes approximately 10 years to design an aircraft. An aircrafttype can be produced for 20 to 30 years with each aircraftbeing in service for 25 to 40 years. In such a long life cycleindustry, today’s choices and solutions must be sustained overdecades.

Therefore, in order to take decisions to invest in future technologies, Aeronautical Manufacturers need astable international regulatory framework based on dependablescientific knowledge. This will enable the best technologybalance to deliver the largest environmental improvementsacross the noise, emissions and lifecycle dimensions.

Improving the scientific understanding of the atmosphere andthe impact of aviation emissions is key to optimize priorities andweight factors in research, trade-offs and mitigation measures.Aeronautical Manufacturers and their Airlines cutomers there-fore support transversal scientific research and contribute toatmospheric studies by enabling the collection of data byplacing atmospheric measurement devices onto their aircraftfollowing the requirements of scientists. The manufacturers arealso sharing their technological scenario with regulatoryauthorities, decision-makers and scientists. ■

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How do aeronautical manufacturers design their products?

Source: AIRBUS

ASD FOCUS • Summer 2007

of the Kyoto Protocol states that the res-ponsibility for limiting or reducing green-house gas emissions from aviation bunkerfuels shall fall to the Annex I Parties, wor-king through ICAO.In 2001, the ICAO Assembly requestedthe Council to continue studying policyoptions to limit or reduce the environmen-tal impact of aircraft engine emissions andto develop concrete proposals and provideadvice as soon as possible to theConference of the Parties to theUNFCCC. It called for special emphasis tobe placed on the use of technical solu-tions, while continuing to consider market-based measures, and taking into accountpotential implications for developing anddeveloped countries alike.

REDUCTION AT SOURCEAircraft produced today are required tomeet engine certification standards adop-ted by ICAO. These are contained inAnnex 16 (Environmental Protection,Volume II — Aircraft Engine Emissions) tothe Convention on International CivilAviation. In the early 1980s, ICAO adop-ted Standards regarding aircraft engineemissions. They are based on an aircraft’slanding and take-off (LTO) cycle and esta-blish limits for emissions of oxides ofnitrogen (NOx), carbon monoxide andunburned hydrocarbons. There are alsoprovisions regarding smoke and ventedfuel. CAEP continuously studies policyoptions to limit or reduce the environmen-tal impact of aircraft engine emissions andplaces special emphasis on the use oftechnical solutions. Of particular relevanceto climate change is the Standard fornitrogen oxides (NOx), which is a precur-sor for ozone and at higher altitudes beco-mes a greenhouse gas. The first standardfor NOx was adopted in 1981 and ICAOincreased its stringency three times innearly 15 years (1993, 1999 and 2004,see figure 1). This action was taken to

Jane Hupe,ICAO Secretariat

The International Civil AviationOrganization (ICAO) is a specialized

agency of the United Nations responsiblefor the safe and efficient development ofCivil Aviation. ICAO is keenly aware of itsresponsibility and that of its 190Contracting States “to achieve maximumcompatibility between the safe and orderlydevelopment of civil aviation and thequality of the environment”. ICAO's activities in the environment fieldare primarily focused on those problemsthat benefit most from a common co-ordi-nated approach on a worldwide basis,namely aircraft noise and the impact ofaircraft engine emissions.ICAO’s current environmental activitiesare largely undertaken through theCommittee on Aviation EnvironmentalProtection (CAEP), which was establishedin 1983, superseding the Committee onAircraft Noise (CAN) and the Committeeon Aircraft Engine Emissions (CAEE).CAEP consists of 21 Members1 fromContracting States and 12 Observers2

from States, intergovernmental organiza-tions and non-governmental organizationsrepresenting aviation industry andenvironmental interests. CAEP assists the ICAO Council in formu-lating new policies and adopting newstandards on aircraft noise and engineemissions. The first meeting of CAEP(CAEP/1) was held in 1986. All ofCAEP’s work, to the extent applicable,must attempt to produce deliverables thatare technologically feasible, environmen-tally beneficial, and economically reasona-ble. The interdependencies (e.g. howmeasures to reduce noise might affectemissions) of measures is also consideredin this work.

CAEP/7 Last February, international experts onaviation and the environment gathered atthe ICAO Headquarters in Montreal forthe seventh meeting of ICAO's CAEP(CAEP/7). They reported on their work of

the past three years and formulatedrecommendations to the ICAO Council.Seven new ICAO documents for addres-sing aircraft noise and emissions, as wellas amendments to existing ICAO publica-tions, were proposed and subsequentlyapproved by the Council on 15 March. The36th Session of the ICAO Assembly willtake place from 18 to 28 September2007 and will further discuss theOrganization’s environmental policiesbased on the latest recommendationsfrom CAEP/7. The main ICAO’s work onaircraft emissions is described in the follo-wing paragraphs. More information onICAO’s work on noise and further informa-tion on aircraft emissions are provided inthe electronic version of this article, availa-ble at www.asd-europe.org.

AIRCRAFT ENGINE EMISSIONS In the past, ICAO's policies to address theenvironmental impact of aircraft engineemissions focused primarily on the groundlevel effects. In 1999 ICAO requested theIntergovernmental Panel on ClimateChange (IPCC) in collaboration with theScientific Assessment Panel to theMontreal Protocol on Substances thatDeplete the Ozone Layer to produce acomprehensive assessment of aviation'scontribution to global atmospheric pro-blems - The “Special Report on Aviationand the Global Atmosphere”. This compre-hensive assessment was a useful tool fordrafting the Organization’s policy on theimpacts of aviation on climate and ozone. The Kyoto Protocol, of the United NationsFramework Convention on ClimateChange (UNFCCC), requires countrieslisted in Annex I to the Convention (indus-trialized countries) to reduce their collec-tive emissions of six greenhouse gases,the one most relevant to aviation beingcarbon dioxide (CO2). International avia-tion emissions are currently excluded fromthe targets. Instead, Article 2, paragraph 2

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CAEP:The past and recent work on aircraft noise and emissions

Jane Hupe, ICAO Secretariat

1 Argentina, Australia, Brazil,. Canada, Egypt, France, Germany, India, Italy, Japan, Netherlands, Poland, Russian Federation, Singapore, SouthAfrica, Spain, Sweden, Switzerland, Tunisia, United Kingdom and United States2 Greece, Norway, Airports Council International – ACI, Arab Civil Aviation Commission – ACAC, European Commision – EC, InternationalCoalition for Sustainable Aviation – ICSA, International Air Transport Association – IATA, International Business Aviation Council – IBAC,International Co-ordinating Council of Aerospace Industries, Associations – ICCAIA, International Federation of Air Line Pilots' Associations –IFALPA, United Nations Framework Convention on Climate Change (UNFCCC) Secretariat, and World Meteorological Organization – WMO

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ensure that the best of proven low emis-sions technologies are being used in newproducts. In 2004, the ICAO Councilendorsed the CAEP/6 recommendationfor an additional NOx stringency increase.This new standard will be applicable tonew engines certificated after 2008, andit is 12% lower than the existing(CAEP/4) standard. This will produce anoverall 40% reduction in NOx comparedto the first NOx standard. CAEP/8 will review the NOx stringencystandards during its next work programmecycle starting in 2007 and ending in2010.

OPERATIONAL PRACTICESAn efficient management of aircraft ope-rations reducing delays and optimizingrouting can reduce fuel burn and associa-ted emissions. In 2003, ICAO publishedguidance material3 to enable airports,airlines and other stakeholders reduceemissions by an efficient management ofairport operations. At CAEP/7 a new ICAO circular on noiseabatement departure procedures (NADP)noise and emissions effects was develo-ped and provides information to airportsand operators on noise and emissions(NOx and CO2/fuel) effects of departureprocedures.

THE USE OF MARKET-BASEDMEASURESIn 2001, the ICAO Assembly requestedthe Council to continue developing gui-dance for States on the application ofmarket-based measures aimed at redu-cing or limiting the environmental impactof aircraft engine emissions, particularlywith respect to mitigating the impact ofaviation on climate change. The coming

36th Session of the ICAOAssembly will further deliberate onthe Organization’s policy in thisfield. In line with this policy deci-sion, CAEP/7 proposed guidancefor incorporating international avia-tion emissions into States’ emis-sions trading schemes, consistentwith the UNFCC process. Threemarket-based measures have beenunder consideration, namely volun-tary measures, emissions relatedcharges and emissions trading.More information on the work ofICAO regarding the first two itemsis provided in the electronic versionof this article at www.asd-

europe.org

Guidance on Emissions trading SchemesOne of the highlights of the CAEP/7meeting was proposed guidance for incor-porating international aviation emissionsinto States’ emissions trading schemes,consistent with the United NationsFramework Convention on ClimateChange process. The draft guidance focu-ses on aviation-specific issues, identifiesoptions and offers potential solutions:

• Aircraft operators be the accountableinternational aviation entity for purposesof emissions trading;• Obligations be based upon total aggre-gated emissions from all covered flightsperformed by each aircraft operator inclu-ded in the scheme;• States, in applying an inclusion threshold,consider aggregate air transport activity(e.g. CO2 emissions) and/or aircraftweight as the basis for inclusion;• States start with an emissions tradingscheme that includes CO2 alone;• States will need to put in place anaccounting arrangement that ensures thatemissions from international aviation arecounted separately and not against thespecific reduction targets that States mayhave under the Kyoto Protocol;• Regarding trading units, States will needto consider economic efficiency, environ-mental integrity, equity and competitive-ness when making a choice.

On the subject of geographic scope, thedraft guidance recommends that Statestake into account an ICAO Councilrequest that CAEP include the differentoptions regarding the geographical scopedescribing their advantages and disadvan-tages and start to address the integrationof foreign aircraft operators under a

mutually agreed basis, and continue toanalyze further options. The draft gui-dance will include an introduction empha-sizing that the majority of ICAO Councilmembers does not favour a non-mutuallyagreed approach. The coming ICAOAssembly Session will further considerthis issue.

FUTURE WORK - NEXT STEPSAs part of its future work for 2007 –2010, CAEP will continue to address theimpacts of aircraft noise and emissionsreviewing technology and operationalimprovement prospects and goals, asses-sing and refining tools and databasesaimed at helping the examination of futurepolicy options (including the study of NOxstringency options), while looking intointerdependencies aspects, and conti-nuing to consider market-based measu-res. One of the items CAEP will considerin future is the further development of amethodology to carry out the environmen-tal assessment of ATM projects. The goalis to quantify their impact on theenvironment in terms of fuel burned,greenhouse gas emissions, air quality andnoise. ICAO convened a Colloquium on AviationEmissions from 14 to 16 May 2007 inMontreal. The Colloquium, provided abroad forum on aviation emissions, aimedin particular at disseminating the outcomeof CAEP/7. Presentations were given byrenowned environmental experts andscientists. The presentations and mainhighlights of the Colloquium are availableat http://www.icao.int/EnvClq/Clq07/Documentation.htm.Last but not least, this year ICAO willpublish its first Environmental Report priorto the Assembly and will do so in everysubsequent Assembly year.

REFERENCES:- Annex 16 (Environmental Protection) tothe Convention on International CivilAviation - Volume I - Aircraft Noise (2005)and Volume II - Aircraft Engine Emissions(1993)- ICAO Guidance on the BalancedApproach to Aircraft Noise Management– Doc 9829, 2004- Assembly Resolution A35-5- Independent Experts NOx Review andthe Establishment of Medium and LongTerm Technology Goals for NOx (Doc9887) ■

3 Circular 303 – Operational Opportunities to Minimize Fuel Use and Reduce Emissions

Figure 1 : ICAO’s NOx stringencies


CHALLENGES FACED

Optimising all characteristics, includingenvironmental and ensuring safe, opera-tionally reliable and economically viableproducts require considerable resourcesand time. This is due to the intrinsicaviation specificities: high technology, longcycles and high safety requirements.Improvements are becoming more andmore difficult and costly to achieve, astechnology breakthroughs are by defini-tion challenging in themselves.

Nonetheless, through comprehensive programmes and extended co-operations,the manufacturers keep making huge permanent and constantly increasingefforts to develop new technologies anddesigns that get incorporated into newproducts, and whenever possible in exis-ting ones. They also develop in parallelnew supporting methodologies and tools.

Beside technology progress, and takinginto account the above challenges, manu-facturers encourage systemic, holisticapproaches combining all ways of mitigating the impact of aviation on theenvironment, for efficiency and timing purposes. Other stakeholders generallyalso support this type of approach.However, sometimes due to a lack of fullawareness of the technological challen-ges, the level of expectations for some ofthem tends to go beyond realistic reach.

Another general challenge is the need fora sound and robust scientific knowledgebase, in domains that are still subject tolarge uncertainties today, especiallyconcerning air quality and climate change.

Alain Joselzon, Head of Engineering EnvironmentalStrategy, Airbus,

Former Chairman of the ICCAIAEnvironmental Committee and ChiefObserver to ICAO/CAEP.

Aviation is international and global bynature, which means that aviation

environmental issues need global solutions. Based on this, there are signifi-cant advantages in developing consistent/ harmonized approaches at theinternational level even for local issues.

Through ICAO and beyond, manufacturersstrongly support international co-opera-tion, including Authorities, aircraft and air-port operators, aviation navigation serviceproviders, other aviation stakeholders,scientific and research communities, andother U.N. bodies.

Aviation is also a long-cycle Industry bynature, requiring a stable international framework: in particular, building efficientstrategies overcoming the multiple challenges involved in the development ofnew environmental technologies requiresa stable regulatory framework. Thisexplains the roles played by organizations,like ASD, at a regional level, and like ICAO,CAEP and ICCAIA, at an internationallevel. ICAO/CAEP is of special impor-tance for manufacturers, because theinternational standards and recommendedpractices relative to aircraft and enginesissued by ICAO have a direct influence onthe products in service, production, deve-lopment, and even in the study phase.

ICAO/CAEP gives the manufacturers theopportunity to bring their expertise intothe decision-making processes, and tomake their views and problematic unders-tood and taken into account. In addition, itincreases their visibility and allows them tobetter understand and anticipate futureneeds and requirements.

Finally, one of the most important benefits,is the opportunity to participate in a uniqueinternational forum grouping the bestexperts worldwide from all stakeholders,which stimulates productive exchanges,mutual understanding, more efficient, better optimised and balanced processes,co-operation and synergies.

INVOLVING MANUFACTURERS

The work of CAEP necessitates deepdesign engineering experience and highexpertise, such that, in most activities,manufacturers’ experts are very involvedand manufacturers need to dedicate significant resources, both in quality and inquantity, to CAEP activities. This involve-ment is critical to the results and to thesuccesses of ICAO/CAEP. AsICAO/CAEP needs to address, through aheavy work programme, multiple aspectsand many subjects, and as the work scopeis permanently expanding, whereas the complexity of subjects increases, the manufacturers are more and moresolicited. For instance, environmentalinterdependencies are a very complexdomain requiring additional analyses andnew modelling capabilities, where specialdeep involvement from manufacturers isneeded, at a high level of expertise.

Alain Joselzon, Head of Engineering

EnvironmentalStrategy, Airbus

Manufacturers: the International Context

The market is a driving force of progress. “ ”

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environmental issues linked to aviation, to be efficiently addressed, need to betackled on a broad basis and through abroad vision encompassing all aspects.

All standards are set at the internationallevel to ensure that new aircraft designsembody “feasible”/mature technology,enabling manufacturers to meet orexceed defined “minimum environmentalperformance thresholds,” be it for aircraftnoise or for engine emissions. Standardsthus contribute to environmentally friendlyaircraft designs by stimulating the development of technologies and efficient products, and the implementation of relevant mature technologies. Standardsalso minimise risks and bring high confidence in technical, operability anddurability characteristics. ICAO standards,which rely on proven, very rigorouslycontrolled, universally understood andaccepted methodologies and processes,are a fundamental “safeguard” and provide a clear and robust framework for

The fact that the manufacturers’ expertiseis more and more needed in ICAO/CAEPdecision-making processes dealing withtechnical issues of growing complexity isanother challenge in itself, as it unavoida-bly generates some tensions relative tothe question of the independency of suchprocesses. The use of independentexperts is an element of response.Elaborating processes that stimulate communication, tight exchanges of views,data and co-operation between all actorsto increase objectivity and confidencelevels could help addressing this issue.

PROGRESS DRIVERS

What drives technology progress withinaviation? Market requirements and forcesare primary drivers, but certification schemes and existing standards alsoinfluence strongly aircraft design andtechnologies, while influencing marketrequirements themselves. Technology,design, tools, methodologies, and newproducts are like an ever-turning wheelthat societal needs are spinning: productrequirements and development stimulatetechnology development and the emer-gence of new improved designs; in turn,technology progress and new designcapabilities stimulate the creation of newconcepts and new products.

Naturally, there are other key factors ofprogress that are interacting with design,technology and methodologies, in particu-lar linked to manufacturing processes andoperational aspects. This leads to anessential point: technological progress isabsolutely and critically needed, andindeed subject to considerable efforts, but

environmental progress, which isparticularly important to manufacturers.

In contrast, fragmented and inconsistentlocal rules may disturb balances and optimisation processes, and generatecounter-productive effects, such as driving improper trade-offs.

STANDARDS STRINGENCY

Manufacturers support reasonable international environmental standards,which, combined with powerful competi-tive forces, act as effective stimulators forthe consistent development and penetra-tion of efficient, mature technologies intoproducts. Manufacturers also support theprinciple that those standards must bekept up to date.

However, to preserve the meaningfulnessof standards, the pace of evolution needsto remain consistent with the fundamentalcharacteristics and pulse of the AviationSector. Technology is a key element ofprogress, supported by intensive researchactivities, and is naturally subject to highexpectations. The idea that increasingstringency would be the most efficientmeans to resolve environmental issues ishowever less simple and conspicuousthan it looks.

The challenge is to find the optimal combination of solutions to the set of environmental issues, taking into accountenvironmental costs and benefits. Thiscombination is a fragile balance betweenmultiple evolving factors, and the risk thatresources will be allocated to sub-optimalcombinations is high.

Very severe and/or premature standardswould likely generate disincentive effects,increasing technical and economic risks,impacting cost-efficiency, delaying improved product introduction, andreducing confidence levels. Also,technology-forcing standards would sendwrong signals to Industry and would becounter-productive, if the technologies,designs and environmental trade-offs arepushed towards a non-optimal route thatimpacts environment in the long run.

Then a new stringency could be conside-red when and only when there is

Aviation environmental issues need global solutions.

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HANDLE WITH CAREEconomic instruments should be

“handled with care”, given the fragilebalance of economical factors and

the vulnerability of the AviationIndustry in this domain.

This is particularly true for taxes and charges. We have to remember

that higher fuel price generates effectssimilar to taxation/charging system,and that strong market pressures,

ambitious research targets, and technology development efforts,

combined with operational measuresare already contributing to drasticallyreduce the CO2 produced by Aviation.

Concerning Emissions Trading, used to further reduce CO2, there seems

to be a promising solution in integrating the emissions from

international aviation into existingemissions trading schemes.

The prospects of such a solutiondepend on the capability to build and

implement efficient, fair and consistentmechanisms satisfying all parties

and requirements


a sufficient, reasonably widespreadmargin across the range of products, a clear need and a potentially efficientprospect for such a measure. Thestringency levels should then be set onthe basis of robust data and analyses,including interdependencies, trade-offsand economic analyses.

PROSPECTS FOR THE FUTURE

There is a clear trend towards growingcomplementary and interacting challengesand needs relative to the development andintegration of scientific knowledge toreduce uncertainties. The same trendgoes towards developing new technolo-gies, and analytical and modellingmethodologies and tools, for handlingenvironmental interdependencies inparticular, and towards growing co-opera-tion needs between all stakeholders to getthe best overall solutions to address theenvironmental challenges combined withworldwide sustainable growth issues.Addressing these issues will requireinnovative tools, approaches andprocesses, where all stakeholders willneed to work closer together, and the totalwork will significantly increase. This isalready perceived in ICAO/CAEPactivities and will obviously meanincreasing challenges for the internationalcommunity as a whole, in filling the gapsbetween the needs and the objectives,addressing the technical, economical,political, legal, resources, funding,organizational, competitiveness, transpa-rency, intellectual property rights,confidence and independence issues.

The manufacturers are active in thisdialogue and coordinate with other actors,within ICAO and outside. In response tothe challenges faced, manufacturers arealso pursuing efforts to best understandand address specific issues in all domainsconcerned. Strengthening the combinedand coordinated efforts of the wholecommunity will be necessary, in which theManufacturers are willing to contributeactively. ■

Aviation & Environment: the “Virtuous Network”

ASD FOCUS • Summer 2007

ICCAIA AT A GLANCE

ICCAIA, the International Coordinating Council of Aerospace Industries Associations,consists of three committees. One deals with aviation environmental issues, the

Aircraft Noise and Engine Emissions Committee (ANEEC), and gathers experts fromthe Airframe and Engine Manufacturers. The two other committees deal with airwor-

thiness and CNS/ATM. ICCAIA has the status of Observer in CAEP, the environmental committee of ICAO. Ona triennial basis, CAEP elaborates decisions that are submitted to the ICAO Council,

and eventually come before the ICAO Assembly.CAEP currently has 21 Members representing ICAO State Members,

and 12 Observers, including ICCAIA, IBAC, IATA, IFALPA, ACI, UNFCCC, WMO and the European Commission.

ICCAIA is the interface between manufacturers, other stakeholders, and ICAO withinthe international context.

GLOSSARY OF ACRONYMS

ACI Airport Council InternationalATM Air Traffic ManagementANEEC Aircraft Noise and Engine Emissions CommitteeASD AeroSpace and Defence Industries Association of EuropeCAEP Committee on Aviation Environmental ProtectionCNS Communication, Navigation and SurveillanceIBAC International Business Aviation CouncilICAO International Civil Aviation OrganizationICCAIA International Coordinating Council of Aerospace Industries AssociationsIFALPA International Federation of Airline Pilots’ AssociationsUNFCC United Nations Framework Convention on Climate ChangeWMO World Meteorological Organization

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EU ETS has been in place since 1 January2005. It covers more than 11 500 energy-intensive installations and about half oftotal EU CO2 emissions, so is already akey driver for the rapidly growing globalcarbon market.

Emissions trading is also favoured by theInternational Civil Aviation Organization(ICAO) which endorsed the use of open(i.e. not limited to a specific sector)emissions trading for aviation in 2001. In2004, the ICAO decided not to develop aglobal scheme specifically for aviation, but

instead recognised that apossible approach wouldbe to incorporateemissions from internatio-nal aviation into theexisting schemes ofContracting States.

The Commission proposalaims to implement inEurope the approachendorsed by the ICAO.

As a major player in global aviation and aregion of developed countries with specialobligations under the Kyoto Protocol, the EU has a special responsibility to takeaction. It can capitalise on its experiencewith the EU ETS to create a model for useby other States and regions. By extendingthe EU ETS to include aviation, our aim isto encourage action by the rest of theglobe to address aviation emissions. ■

Mogens Peter Carl,Director-General for the Environment, European Commission

The world needs to combat climatechange by making deep cuts in global

greenhouse gas emissions over thecoming decades. This will requirecontributions from all sectors – includingaviation. Although its present share oftotal EU emissions does not seem veryhigh (at 3%), this is comparable with thatof the iron and steel industry, or othermajor industrial sectors, and this share isprojected to increase faster than that ofany other sector in years to come.

The ICAO has endorsed the principle ofapplying emissions trading to internationalaviation. It is a cost-effective and flexibleway of ensuring that aviation makes acontribution without jeopardizing its future.Europe can and must show the wayforward and inspire others to follow.

Air transport facilitates economic andcultural exchanges. It has become anintegral part of modern society, not least inEurope where more competition in recentyears has helped make air transportaffordable to most citizens and has donemuch to promote European integration.

Unfortunately, air transport also hasnegative impacts on the environment. Asawareness of the irreversible andpotentially disastrous consequences ofclimate change increases, focus naturally

turns to the growing contribution to thisproblem by aircraft emissions. Despiteimpressive progress in technology overtime, traffic growth has outpaced fuelefficiency improvements, so that theimpact of aircraft operations has grownsteadily in absolute terms. Aviationemissions are projected to continuegrowing for decades to come, undermi-ning the emissions reductions made byother sectors.

Against this backdrop, in 2005 theCommission adopted a comprehensivestrategy for reducing the climate impact ofaviation. It entailscontinuing ands t r e n g t h e n i n gexisting measures -including EU aero-nautics researchinto greener airtransport andimprovements in airtraffic management- but also identifiesthe need for stron-ger economic incentives to ensure thatgreater account is taken of environmentalcosts in business and customer decisions.To this end, in December 2006, theCommission adopted a legislativeproposal for the inclusion of aviation in theEU greenhouse gas emissions tradingscheme (the EU ETS).

Emissions trading is a cost-effectivemechanism for reducing emissions. The

The EU has a special responsibility to take action. “

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European Commission

Tackling Aviation Emissions:a Global Imperative Where Europe Plays Its Part

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Emissions trading is a cost-effective mechanism for reducing emissions.


STRATEGIC RESEARCH AGENDA

The Strategic Research Agenda, SRA, isACARE’s plan for materialising the 2020Vision and the associated goals. The SRAis not a research programme, but a set ofbroad guidelines to tackle those issuesboth at the technical and institutional levelwhich are of key importance to materialisethe Vision 2020 objectives.

The first Strategic Research Agenda(SRA-1) was published in October 2002.Towards the end of its preparation, theASTERA (Aeronautical Stakeholders Toolfor the European Research Agenda) pro-ject was launched to support ACARE’sactivities including the dissemination ofSRA-1 and the development of its follow-on SRA-2. The EU-funded support actionran for about 30 months. Apart from pro-moting SRA-1, this first ASTERA phaseanalysed possible future world scenarioswith a special focus on the implications forthe Air Transport System (ATS). Other acti-vities included: the development of a sen-sitivity model to identify bottlenecks withinthe ATS and a set of studies performed ona range of issues (economic impact ofaviation, education, member states capa-bility etc.) Based on this groundworkACARE delivered SRA-2 two years later,in October 2004. SRA-1 and 2 currentlyprovide a reference framework for theaeronautics research at both theEuropean and national level.

François Quentin, Senior Vice President, Aerospace Division, Thales.

The basis of the Strategic ResearchAgenda in Aeronautics, was the report

“European Aeronautics – a Vision for2020”, that was published in 2001. A fun-damental perception in this report wasthat air transport is a key component ofthe global infrastructure that supports usin the 21st century. Based on this, it wasclear that in order to reap any positiveresults on a European level, we needed away to address air transport in way thatwas system-wide, strategic, and coherent.

Vision 2020 has two overarching top levelobjectives: to meet society’s needs for anefficient air transport and to make Europeworld leader in aeronautics.

Vision 2020 identifies five “challengeareas” and associated goals. These areasare: Noise & Emissions, Quality andAffordability, Safety, Security and AirTransport System Efficiency.

Each of the above challenge areas impliesa number of specific goals which need tobe achieved by 2020 in order to make theVision a reality.

Based on this Vision and the identifiedneed for a holistic approach to Europeanaeronautics, the Advisory Council forAeronautics Research in Europe, ACARE,was formed. ACARE’s mission is to pro-vide guidance for the future of theEuropean aeronautics research. TodayACARE has 46 members representing across section of the full spectrum of airtransport system’s stakeholders: manu-facturing, research establishments, acade-mia, airlines, airports, the EuropeanCommission, Member States, regulatorsetc... ACARE’s focus is to establish andcarry forward a Strategic ResearchAgenda for aeronautics research sharedby all air transport communities and ableto influence all European stakeholders inthe planning of research programmes, onboth national and European levels. Thisresearch shall be in line with the Vision2020 and the goals it identifies.

An objective of vision 2020 is to make Europe a world

leader in aeronautics.“

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ACARE and ASTERA: the Background of a Successful Agenda

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administrative support to ACARE.ASTERA is now entering into its thirdphase. ASTERA 1 and 2 supported theinitiatives under FP6 and FP7 related tothe SRA activities.

ASTERA 3 will run to mid-2008 and willcontinue to be the hub for all ACAREactivities. This third phase has theobjective to provide continuity to theoverall management of ACARE . ASTERAwill also provide the necessary support foran update of the SRA.

Several new activities will be introduced inthe ASTERA 3 phase. Among these newactivities is the establishment ofmechanisms for the quantitativeassessment of ACARE goals.

Contrary to the segmented approach ofSRA-1, SRA-2 considered the air trans-port system in its entirety and identifieddifferent views on how the ATS would looklike under different scenarios, each ofthem stressing a particular aspect. Theseviews were called “High Level TargetConcepts” (HLTCs). Each HLTC identifiedthe specific technology needs for eachsector: aircraft, ATM, airports.

The five HLTCs developed are listed hereafter:

1. Highly customer oriented air transport system

2. Highly time-efficient air transport system3. Highly cost-efficient air transport system4. Ultra green air transport system5. Ultra secure air transport system

TOOLS FOR AERONAUTICALSTAKEHOLDERS

However, without the proper and neces-sary administrative support the SRA andthe 2020 Vision will remain but a beautifuldream. The Aeronautical StakeholdersTool for the European Research Agenda –ASTERA – provides the necessary

One expected achievement of ASTERA 3is the delivery of a report presentingrecommendations for the very long termresearch with the potential to transformthe ATS. This contribution will identify keyareas and new tools for research with theaim of delivering step changes in the nextdecade.

In conclusion, ASTERA has great potentialand will develop more capabilities toachieve its support mission. Consideringthe multiplication of R&T programmes,ASTERA may become a reference pointfor further strategic activities in aEuropean cooperative environment. ■

Communication

Activities

Implementation

Support

Technical

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ASTERA 3 Proposed Activities

Project

Management

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Strategic

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European industry’s ability to remain a leading actor on the worldwide Aeronauticsmarket depends strongly on our ability to develop and to use innovative technolo-

gies when developing greener aeronautics solutions. The aeronautics market is global and highly competitive and Europe’s continued leadingposition on this market might well depend on our ability to provide environmental friendlysolutions. The Joint Technology Initiative Clean Sky turns this challenge into a competi-tive advantage on the international stage.

NEW RESPONSIBILITY

The Clean Sky JTI is a dedicatedresponse to European citizens’ desire to

reduce any impact that aviation might haveon the environment, while ensuring a sustai-ned economic growth.Through Clean Sky,aeronautics manufactu-rers come together in atechnology research pro-gramme that will enableeven greener aviation by reducing fuel consumption and emissions of future aircraft.Clean Sky provides all involved manufacturers with the platform needed to launch thenecessary innovative research required for this change.

Clean Sky:A New Horizon for Aeronautics

By developing today the cleanerand more efficient technologies

of tomorrow, we give our industry a competitive advantage.“ ”

Jacques Barrot, European

Commissioner for Transport

NEW IMPETUS

Clean Sky is a Joint Technology Initiative (JTI) within aeronautics for a greenergeneration of European Air Transport. JTI is a new instrument created by the

European Commission for the 7th Framework Programme for Research (FP7), toallow the establishment of large scale and long term Public Private Partnerships inresearch.The future of Aeronautics is a priority for the European Commission and the Clan SkyJoint Technology Initiative (JTI) is expected to be among the first JTIs.The Clean Sky JTI is an industry driven research programme for a greener genera-tion of European Air Transport.


ACARE has trulybecome a symbol

of consensus building.“ ”

Janez Potocnik,European Commissioner

for Science and Research

^

NEW COHERENCE

The Commission-sponsoredAdvisory Council for

Aeronautics Research in Europe(ACARE) drives the EuropeanStrategic Research Agenda withinthe aeronautics sector.The necessary means to achieve theresults identified by ACARE includeadequate research infrastructure, acompetitive supply chain, certificationand qualification processes, an ade-quate educational system, and trans-European synergy. The environmen-tal challenge is tackled under a widescope of activities. ACARE supports a sustainableconvergence on R&T efforts andtargets a figure of €€100 billion foraeronautics research investment over20 years.

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NEW VISION

Introducing environmentally focused technologies in the next generation aircraftrequires a new approach to research, and a new structure, as well as new funding

schemes.Clean Sky federates European manufacturer’s spending efforts in EnvironmentR&T. During the period of FP7 (2007-2013), the aeronautics industry will invest€€800m, representing 50% of Clean Sky programme. The Clean Sky core industrial team and the EUCommission have reached an agreement on the principles of governance of the JTI. A commit-ment of 12% of public funds for SMEs has beenconfirmed, along with a commitment of opennessand transparency.

HIGH VALUE

By and large, Clean Skyrepresents a PPP joint

investment in R&T of close to €1.6billion. It is estimated that between 12 and20% of the total added valuegenerated by the Europeanaeronautics industry between 2010and 2035 could be dependent onthe results delivered by Clean Sky.This estimate represents a figurebetween €100bn and €160bn.Moreover, the total amount ofcarbon reduction attributable toClean Sky (social cost of carbonbenefit) may reach 2 to 3 billiontonnes, with an economic value ofabout €€700bn.

Under FP7 (2007-2013), the Union will continue to work

towards wider SME involvement.“ ”

Liam BreslinEuropean

Commission’s Headof Aeronautics

Research

CLEAR COMMITMENTS

Through the Clean Sky Technology Domains, Clean Skycontributes to the clear environmental goals defined by The

Group of Personalities in their “Vision 2020”. These visions are:•Further 50% reduction of CO2 emissions through drastic reduc-tion of fuel consumption•Further 80% reduction in NOx emissions•Further 50% reduction in external noise.

What is needed here is nothing short of a 'new industrial revolution'.“ ”ATechnology Evaluator will measure the progres-

ses achieved in the production of the deliverablesof Integrated Technology Demonstrators (ITD).

The Clean Sky programme has 6 ITD that address the full scope of aeronautics technologies and marketneeds:- SMART Fixed Wing Aircraft - Green Regional Aircraft - Green Rotorcraft Sustainable - Green Engine Systems for Green Operations Eco-Design.

Each ITD is led by two major European manufacturers/ organisations. Other participants will be Europeanindustries (including a large number of) SMEs andacademia.

Hans-Gert Poettering,President of the EuropeanParliament

GLOBAL AMBITION

Clean Sky is hoped to lead the way to the earlier introduction of new and

greener aeronautics productsin Europe. A Europeanprogramme sponsored by theEU Commission, Clean Skysustains the European ambi-tion to drive a global effort on environment. Clean Sky is an invitation to do better and to go further. It demonstrates the EU’s determination to put ideas into action.

Europe must continue totake the lead in the fight

against climate change.“ ”

Jose Manuel Barroso,President of the European

Commission


ATM shall support society as a whole,delivering its maximum contribution toEuropean sustainability by achieving the optimal balance between social,economic and environmental imperatives.In order to deliver this vision up to 2020and beyond, a number of requiredchanges have been identified.

There is an urgent need for the Europeanaviation industry including ATM to speakwith one coordinated voice on environ-mental issues, inside the overall sustaina-bility balance. This collaboration, harmoni-sation and spreading of best practice isfacilitated by a pan European cross indus-try process for driving aviation sustainabi-lity.

This process consists in a consolidation ofexisting aviation sustainability initiatives.This collaborative arrangement providesagreed positions on key sustainabilityissues and forms the vehicle for effectivecommunication of these positions to regu-lators (e.g. European Commission,European Aviation Safety Agency) andinternational bodies (e.g. International CivilAviation Organization, other non EuropeanStates). The ICAO Balanced Approach willbe fully reflected in all measures taken.

RESULTS = PARTNERSHIP

In the context of increasing societal mobi-lity demand for air transport services,societal sensitivity to the impact of noise,local air quality and climate change issues

Christian Dumas, SESAR Definition Phase ProjectDirector

SESAR, the Single European Sky ATMResearch Programme, is the European

Air Traffic Management (ATM) modernisa-tion programme. It will combine technologi-cal, economic and regulatory aspects andsupports the Single European Sky (SES)legislation to synchronise the plans andactions of the different stakeholders. It willalso federate resources for the developmentand implementation of the required improve-ments throughout Europe, in both airborneand ground systems.

AMBITIOUS AGENDA

The products of the SESAR DefinitionPhase (2006-2008) will be the result of a2 year study awarded to an industry wideconsortium supplemented byEUROCONTROL’s expertise. It will ultima-tely deliver a European ATM Master Plancovering the period up to 2020 and theaccompanying Programme of Work forthe first 6 years of the subsequentDevelopment Phase (2008-2013).

The SESAR Definition Phase will produce6 milestone deliverables over the 2 yearscovering all aspects of the futureEuropean ATM System, including its sup-porting institutional framework.

The SESAR Consortium has beenselected to carry out the Definition Phase

study which, for the first time in EuropeanATM history, has brought together themajor stakeholders in European aviationto build the Master Plan. This is conside-red to be a major achievement.

OPTIMUM BALANCE

There are no other means of transportthat are contributing so much to minimizefuel consumption.

Environmental Sustainability in the AirTransport Industry is a key element of thefuture vision for ATM. ATM will deliver itsgreatest contribution to improving theenvironment.

SESAR incorporates and analysesconcrete objectives in order to meetperformance targets set in eleven KeyPerformance Areas (KPAs).

An efficient ATM is by nature

environmentally friendly.“

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Phase Project Director

Environmental awarenessAll the European citizens have high expectationsrelated to the future of Air Transport.

Solutions for a Better Environment

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noise and emissions and will have to besupported by an effective and consistentland use planning system that is fullyintegrated with airport developmentpolicies.

Despite growth in air traffic, the numberof people exposed to aircraft noise isexpected to decrease. The aviationindustry, through active participation inICAO CAEP, has challenged itself to takemore strident measures in limiting noise,reflecting aviation external environmentalregulation and noise/emission technologyachievements, including specific ATMaspects, bearing in mind that in additionfocused R&D will accelerate reduction ofaircraft/engine noise and emission ‘at thesource’.

SESAR is working with a 2020 vision. AllATM stakeholders will implement anenvironmental management system. Themarket demand for air transport will growand ATM, through SESAR implementation(and globally), will deliver correspondingservice enhancement in response. Key ATM decisions will be subject totransparent impact assessment to selectthe most suitable option. ■

will continue to grow. Airport operators,airspace users, manufacturers andANSPs will have to work collaboratively atthe local level to build trust and supportamong airport neighbouring communities.These communities should be fullyintegrated into aviation decision makingprocesses.

Environmental sustainability in aviation isto be defined through a ‘licence to operateagreement’ between the aviation industryand society. This license is to be interpre-ted as having reached the conditions tooperate without restrictions, because allstakeholders (airports, airspace users,manufacturers and ANSPs) workcollaboratively in the decision makingprocess, avoiding potential conflicts.

ACARE, the Advisory Council forAeronautics Research in Europe, givesobjectives for future aircraft deliveredaround 2020 and for which JTI "CleanSky" initiative is proposed within FP7. Thescientific community must work to resolvethe remaining uncertainties about theindustry’s impact in terms of noise, localair quality and climate change (e.g.contrails). There will then be certainty interms of measurement of ATM impacts,which will ensure transparent decisionmaking that accounts for all likely sustai-nability outcomes.

CLEAR-CUT GOALS

Aviation is expected to become a carbonneutral industry, through its inclusion in aglobal emissions trading scheme. Theinclusion of CO2 costs will increase thecost of air travel per passenger km; ATMwill have to deliver more efficient directroutes and vertical profiles to ensure thatthe industry as a whole can reduce costsand make air transport affordable to thesociety that demands its services. The har-monised implementation of the flexibleuse of airspace in the whole ECAC areawill enable more direct routes.

ATM will also provide harmonised imple-mentation of advanced low noise routings and techniques (with localflexibility in implementation) as a methodof reducing the impact of noise oncommunities to the greatest extent possi-ble. These low noise routings will have tobe designed with the trade-off between

11 Key Performance Areas forthe SESAR ATM target concept

•Environmental sustainability

• Participation by the ATM

community

• Predictability

• Safety

• Security

• Cost-effectiveness

• Efficiency

• Environment

• Flexibility

• Global interoperability

SESAR Consortium

SESAR brings together the aviationplayers from all fields of activities: civil and military, legislators,industry, operators, users, groundand airborne, as well as significantexpertise from EUROCONTROL. AEA (Association of EuropeanAirlines), Aéroports de Paris (ADP),AENA (Aeropuertos Espanoles y Navegacion Aérea), AIRBUS, Air France, Air Traffic Alliance E.I.G / G.I.E, Amsterdam Airport SCHIPHOL, Austro Control GmbH, B A A ( U K A i r p o r t G r o u p ) ,B A E S y s t e m s , D e u t s c h eF lugs icherung GmbH (DFS) ,Deutsche Lufthansa AG, DSNA(Direction des Services de laNavigation Aérienne), EADS, ENAV,ERA (European Regions AirlineAssociation), FRAPORT, IAOPA(International Council of AircraftOwner and Pilot Associations), IATA (International Air TransportAssociation), Iberia, INDRA, KLM, LFV (Luftfartsverket), LVNL (AirTraffic Control The Netherlands),Munich International Airport, NATS,NAV Portugal, SELEX SistemiIntegrati, THALES ATM, THALESAVIONICS.

Associated Partners are: ATC EUC,Boeing, CAA UK, ECA, ETF, EURA-MID, IFATCA, IFATSEA, Honeywell, R o c k w e l l - C o l l i n s ,Dassault (representing ELFAA,European Low Fare AirlinesAssociation).

Contributing Research Centres:AENA, DFS, DLR, DSNA, INECO,ISDEFE, NLR, SICTA, SOFREAVIA.


components or modules of the low-pres-sure engine core. Another transversalsub-project defines the componentrequirements and assesses at completeengine level the benefits resulting fromthe module and installation studies. Thisensures smooth integration of the compo-nents.

The complete engine assessment isperformed on 3 main candidate enginearchitectures for large noise and emission

reductions: Direct Drive Turbofan (DDTF),Geared Turbofan (GTF) and Contra-Rotating Turbofan (CRTF) architectures.

Airbus has provided two airplanespecifications to cover short range (A320type, 30000lbs) and long-range (A330type, 70000lbs) applications. Six engineshave been derived from these twospecifications covering a wide range ofarchitectures: DDTF, CRTF and GTF.

Concerning the fan, the DDTF focuses onlightweight material to reduce fan weightby 30%; The CRTF, a highly ambitious andpromising alternative solution, allows rota-tional speed to be decreased by about30% under the same aerodynamic loads,which should bring a significant reductionin noise.

For the remaining low-pressure compo-nents, lightweight or high-load materialsare being developed for the Booster, thehot and cold structures, the shaft and low-pressure turbine as well as the engineinstallation and the thrust reverser.

The VITAL program is now at the midwaypoint. Results are already very positive. In addition to the primary research andtechnology aspects, the partners haveformed a very fruitful relationship, andhave clearly demonstrated the value ofcross-border teamwork. ■

Jean-Jacques Korsia,Program Executive,SNECMA

At about the time the Kyoto Protocolon the reduction of greenhouse

gases came into effect in 2005, Snecmaand its European partners launched afour-year research program dubbed“VITAL”, the aim of which is to significantlyreduce engine noise, fuel consumptionand emissions.

VITAL is a collaborative FP6 researchprogramme running over four years with atotal budget of 91M€, including 51M€ infunding from the EC. Snecma leads aconsortium of 53 partners including allmajor European engine manufacturers –Rolls-Royce Plc, MTU, AVIO SPA, VolvoAero Corporation, Techspace Aero, ITP,Rolls-Royce Deutschland and Airbus.

VITAL aims to contribute the achievementof extremely challenging ACARE targets for2020 by developing innovative engine tech-nologies at affordable cost, to achieve a:

• 6dB reduction in noise emissions peraircraft operation point

• 7% reduction in CO2 emissions and fuelconsumption

The objectives of VITAL and ACARE

2020, however, cannot be achieved simplyby improving existing proven technologies.Breakthroughs in engine design and thetechnologies used are needed.

NEXT GENERATION

One way of simultaneously reducing noiseand CO2 emissions consists of signifi-cantly increasing the engine by-pass ratio.For a fixed thrust engine, this meansincreasing the engine secondary massairflow. The consequence of such atechnology is a trend towards increasedengine diameters.

The challenge for VITAL is to develop anew set of technologies for producing avery high by-pass ratio engine while at thesame time avoiding or minimising thedrawbacks of engine drag and weightassociated with low specific thrust engines.

The technologies are tested and validatedthroughout the project lifetime usingmajor aerodynamic, acoustic and mecha-nical rig tests. They provide a validated setof engine technologies and an integratedresearch infrastructure supported by avalidated operating plan for the use ofthese technologies in next-generationlow-noise, cost-efficient engines.

The work of VITAL is organised around 6technical sub-projects addressing the

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SNECMA: Achieving Targets for 2020

Breakthroughs in engine design and the technologies

used are needed.“ ”

The objectives of VITAL and ACARE 2020 cannot be achieved simply by improving existingproven technologies

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Korsia, Program Executive,

SNECMA

medium to high OPR engines (intercooledcore).

EXPECTED RESULTS

NEWAC main result will be fully validatednovel technologies enabling a 6%reduction in CO2 emissions and a further16% reduction in NOX. Most importantly,the project will address the particularchallenges involved in delivering thesebenefits simultaneously contributing tothe attainment of the ACARE targets.

All new configurations investigated inNEWAC will be compared, assessed andranked regarding their benefits andcontributions to the global project targets.Detailed specifications will be provided for all innovative core configurations.

As a result, NEWAC will further refine thetechnology routes to environmentallyfriendly and economic propulsionsolutions. The developed components will

further result in optimised engine designsbased on the NEWAC technologies butalso in combination with the results of the EEFAE, SILENCER and VITALprogrammes. ■

Hermann Scheugenpflug,Director Technology Management atMTU Aero Engines

With a forecasted growth of air trafficfor the next 20 years, Europe’s avia-

tion industry faces the challenge to satisfythe demand whilst ensuring cost effective,safe and environmentally friendly air travel.Continuous research on alternative engineconfigurations is therefore needed toexplore technological breakthroughs.

CHALLENGE

The Advisory Council of AeronauticalResearch in Europe (ACARE) identifiedthe research needs for the aeronauticsindustry for 2020; regarding the engine a20% reduction in CO2 emissions perpassenger-kilometre and a significantreduction of the NOX emissions in orderto achieve the 80% reduction.

The existing programmes have alreadyidentified concepts and technologies tomeet these goals; NEWAC (New aeroengines core concepts) is a newEuropean-level program in which – underthe leadership of MTU Aero Engines –major European engine manufacturers,assisted by universities and research insti-tutes (40 partner in all) focus on newcore engine concepts. It will close the gapin enabling technologies and will develop

fully validated novel core engine technolo-gies based on the results of past ECprojects.

NEWAC is a €71 million programme ofwhich €40 million is funded by the EC.Through its research programme, it willprovide technological breakthroughs forthe field of aero engines efficiency andemissions.

INNOVATIONS

NEWAC targets a broad range of innova-tions that include:

• Intercooled Recuperative Aero Engine(IRA) which includes optimisation of therecuperator arrangement, innovative ductdesign and a radial compressor in a newdesign area.

• Intercooled core with compact andefficient intercoolers, aggressive ductingand advanced compressor capable of per-forming at the extremely demandingconditions of the intercooled cycle andwith improved transient behaviour forintercooler integration. The intercooler isalso a critical technology for the IRAconcept.

• Active core with active heat manage-ment systems like active cooling aircooling, active rotor venting system, smartcompressor casing and active compressorflow control

• Flow controlled core with outer flow-pathcontrol technology from casing air aspira-tion applied on blades and vanes, newadvanced 3D aerodynamic compressordesign and robust rotor/stator tightclearance management.

• Innovative combustors with LeanPremixed Prevaporized technologyapplied for low OPR (Overall PressureRatio) engines (intercooled recuperativecore) with Partially Evaporated RapidMixing technology for low to medium OPRengines (active and flow controlled core)and Lean Direct Injection technology for

Achieving ACARE environmental goals is a priority.

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The developed componentswill further result in

optimised engine designs.“ ”

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MTU: Building Perspectives with Innovation

HermannSheugenpflug,

Director TechnologyManagement at MTU

Aero Engines

A €71 million European-level programme, NEWAC will provide technological breakthroughs.

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Torbjörn Kvist, VERDI Project Manager at Volvo Aero

Volvo is committed to shaping thefuture of modern aircraft engines

design with a priority for environmentalconcerns.

VERDI: VIRTUAL MANUFACTURING

With the launch of the EU’s VERDI project, 16 leading European enginemanufacturers, institutes and universitieswill collaborate on the virtual simulation ofthe manufacturing process.

VERDI stands for Virtual Engineering forRobust Manufacturing with DesignIntegration. The aim of VERDI is to deve-lop a new generation of engineering tech-nologies which enable the simulation ofthe combined effects of all manufacturingprocesses during the design phase.

“We will be able to test all stages of thedevelopment in a virtual environment,”says Torbjörn Kvist, VERDI ProjectManager at Volvo Aero.

Volvo Aero has used advanced weld simu-lations since the beginning of the 1990s.This will now be integrated with the 15partners’ expertise in other areas, such assimulated milling or sheet metal pressing,to create a fully-functional simulation tool.Components will be manufactured virtuallyin different ways while such things asdurability are calculated. It will be possibleto see, as early as the concept phase,what happens to the final componentonce it is manufactured.

But VERDI goes even further than that.Because it creates a digital model of thecomponents, the engineers can see inwhat stage it fails, if it fails, from theinformation gathered on of how thematerial is affected by the differentmanufacturing stages.

VERDI was initiated in 2005 and bringstogether contributions from the EUCommission and from industrial partnersfor a total budget of €6.4 million.

This project is being coordinated by VolvoAero Corporation. VERDI’s partners areRolls-Royce, MTU Aeroengines, AachenUniversity of Technology, UniversitätKarlsruhe, ITP, CIMNE, Luleå University of Technology, Trollhättan/UddevallaUniversity, Avio, EnginSoft, Politecnico diTorino, CENAERO, Techspace Aero, TheUniversity of Nottingham and AICIA.

AIDA: SMART AERODYNAMICS

AIDA is an EU research project that willdevelop an alternative design for anintermediate casing in order to reduceweight and thereby carbon dioxideemissions. The engine is secured to theaircraft partly via the intermediate casing,one of the components in Volvo Aero’sproduct specialization.Reshaping of the flowchannels will help toreduce engine weight.

AIDA is focusingdevelopment efforts onflow channels in theintermediate casing andturbine section of theengine. A 20% increasein the deflection of airflows will help cutemissions of carbondioxide by 2% with amore aggressive, shorterduct leading to a shorterand lighter enginestructure.

The project is beingmanaged by Volvo Aero.It started in 2004 and willend in 2008. The projectmanager is StéphaneBaralon. AIDA is worth

Sharing technologies will provide combined solutions to European manufacturers.

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€8.2 million, with the EU contributing€5.6 million.

16 participants are contributing, includingthe University of Cambridge, Rolls-Royceand Chalmers University of Technology.Most of them are also VERDI partners.

So far the milestones set for the project havebeen met. The critical assessment at the midterm review was successfully passed.

An outstanding opportunity for European co-operation, VERDI and AIDA highlight theefforts by engine manufacturers to tackle thechallenges of technologies adaptationneeded to continuously improve environ-mental performances.

Sharing new technologies will providecombined solutions to Europeanmanufacturers. ■

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We will be able to test allstages of the development

in a virtual environment.“Torbjörn Kvist,

VERDI Project Managerat Volvo Aero

”VOLVO AERO:“Team Work” for the Environment

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Alternative Fuels: Promising Options

Francis Couillard, Vice-President Environment Policies,European Affairs DirectorateSAFRAN

In order to further reduce greenhousegases emissions, new solutions that are

complementary to engine and aircrafttechnological improvements are required.Optimization of fuel characteristics toreduce the contribution to greenhouseeffect and/or alternatives fuels to lowerCO2 net production is considered.

Alternative fuels could answer severalconcerns raised by the use of fossilresources:• Provide environmental benefits ifalternative fuel production is clean;• Reduce the fuel supply dependency;• Possibly, offer a lower price.

For obvious safety reasons, aviation fuelhas to match very stringent specifications,such as heating values, thermal stability,critical temperatures, spray, viscositycapacities, etc… It must also bechemically compatible with fuel systemmaterials at aircraft and engine level.

LOOKING FORWARD

The current market proposes a firstgeneration of bio-fuels like ethanol orFAME. The 2nd generation of alternativefuels is produced by synthesis and aim atdelivering a fuel with similar specificationsto kerosene. Coal to liquid (CTL) or natural gas to liquid can be an option forkerosene replacement. Coal to liquidbased kerosene is under production inSouth Africa and demonstrates the capability of the chemical industry toproduce and validate an alternative fuel atacceptable economical conditions.

Biomass to liquid could better meet theenvironmental concern, and although not

yet industrially developed, it is the mostpromising alternative to kerosene. It willbenefit from the experience gained on theCTL process. Current concern could bethe availability of biomass.

A complete substantiation on engines willbe needed.

Other alternative fuels, such as hydrogen,cannot be considered as a substitute tokerosene due to concernsabout safety, storage, andlife cycle analysis assess-ment.

The introduction of an alter-native fuel will obviouslyrequest a full coordination between fuelcompanies, aircraft and engine manufac-turers, research labs, and authorities. ■

Finding alternatives to kerosene would require close co-operation

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Alternative fuels could answer several concernsraised by the use of fossil resources.“ ”

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Francis Couillard,Vice-President

Environment Policies,European Affairs

Directorate, SAFRAN


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Why EmissionReduction Matters

SOUND OPERATIONS

Product performance is also aboutoperations performance and soundaircraft operations (flight operations and maintenance alike) are key to fuel efficiency.Airbus and its suppliers support the airlines in deploying methods and software tools for aerodynamically cleanaircraft, well-maintained engines andgood flight planning, which will lead tocuts in costs and… emissions.

We do not say it often enough: Aircraftoperations are 20% more fuel-efficientthan 10 years ago and aircraft enteringtoday’s fleet are 70% more fuel-efficientthan 40 years ago!

WAYS FORWARD

When it comes to climate change, environ-mental performance is not just in thehands of one or the other players in theindustry. Everyone has a share.

We believe in a global solution that willencompass technological improvements,operating procedures, optimised air trafficmanagement and flight efficiency, awayfrom excessive regulation.

This is why Airbus supports and will keepsupporting the work and role of ICAO. It isalso why Airbus aligns its vast researchprogramme on the 2020 vision of theAdvisory Council for Aeronautics

Philippe de Saint Aulaire,Vice President EnvironmentalAffairs, Airbus

Aviation is now being asked to act fornothing less than an environmentally-

sustainable flying future, in response to a growing demand for air transport andgrowing environmental concerns. Thismay just appear as having to solve aparadox of a world that wants mobility…and a clean future.

It is no paradox however; it is aviation’scommitment. And it is our commitment atAirbus to design and support safe andprofitable aircraft that will meet increasingenvironmental stringencies. It is a life-longcommitment to our customers and, if I maysay so, non-stop innovation smoothes theway.

Reducing aircraft emissions is a priorityhigh on our agenda. The reason is simple:Economic performance and environmentalperformance are intrinsically bound toge-ther, embedded into fuel efficiency.

ADVANCED DESIGN

CO2 engine emissions are proportional tothe amount of fuel being burnt and fuelburn has a significant share in DirectOperating Costs, which has been on a rise.Alternative CO2-free fuels are not for thenear future and when it comes to reducing

CO2 emissions, the equation is straight-forward: this will be achieved throughlower fuel consumption that per se is thecore business of aircraft and enginemanufacturers. Fuel consumptionmitigation has always been one of thefundamentals of making of an aircraft.Typically, over an optimum range, the lowerfuel required, the higher the passengerand/or cargo payload.

Advanced aircraft design saves weightand innovation makes a difference. Onemajor strand of our research investment isprogressively introducing advanced materials, lightweight systems, and newprocesses, along with optimisedconfigurations and aerodynamics. Thisachieves substantial weight reductionsthat make it possible to burn less fuel andin turn to reduce emissions.

Let me highlight the environmentalperformance of the A380: with a muchhigher percentage of new materials in itsstructure, the aircraft has a very low fuelburn of just 2.9 litres per passenger per100 kilometres and generates as little as80 g of CO2 per passenger kilometre.

Design impacts all the parameters makingup the overall environmental performanceof the aircraft. Therefore, environmentalobjectives are an integral part of thedefinition of any new aircraft developed byAirbus, as well as when improving existingproducts.

Economic efficiencyand environmental performance

are intrinsically bound together. “Philippe de Saint Aulaire

Vice President Environmental Affairs,

Airbus

”

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(ACARE), targeting a 50% cut in CO2

emissions per passenger km an 80% cutin NOx emissions. This is also why theCompany has joined the industry-drivenCleanSky initiative that will bring technolo-gies to maturity and the step changesrequired within the next seven years.

Constructive ways forward require dialogue and synergies with all the stakeholders - customers, engine manufacturers, suppliers, air navigationproviders, airports, scientific research andregulators.

I believe environment is a field where we all have much to say and much tocontribute. ■

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The Airbus A80 has a remarkable noise performance, showing unprecedented certifiednoise levels with a 17-EPNdB cumulative margin to ICAO Chapter 4 noise limits. It alsomeets the night noise requirements of the most stringent international airports, beingQC/2 for departure and QC/0.5 for arrival at London Heathrow. The A380 also featuresa programmable automatic noise-over-ground Flight Management System to minimisenoise exposure underthe flight path for a further 2 to 4 decibels in perceived noisereduction.

AIRBUS A380: CLEANER, QUIETER, GREENER, SMARTER

The A380 provides a new way to copewith air traffic growth in major marketsworldwide, carrying more people andfreight further while burning less fueland releasing fewer emissions.

The aircraft has a very low fuel burn of just 2.9 litres per passenger per 100 kilometres – the same as for a mid-sized European diesel car.

The aircraft generates lower CO2

emission levels, as low as 80 g perpassenger kilometre – the car industrywill aim at 140 g of CO2 g per km in 2009 and 120g in 2012.

The A380 has a higher percentage of new materials in its structure, withsome manufactured using the latest carbon fibre composites and laminates.Its carbon fibre-reinforced plastic composite centre wing box allows a weight saving of up to 1.5 tonnes versus the most advanced aluminiumalloys.

AIRBUS: COMMITTED TO ENVIRONMENTAL PERFORMANCE

Airbus is committed to building aircraft that are part of the solution, not part of the problem.

To this end, Airbus has established an innovative assessment methodology to map, better understand and minimise the ‘eco-footprint’ an aircraft may have over its lifecycle, from design to dismantling. The methodology is at the core of Airbus’ innova-tive lifecycle approach and Sites & Products Environmental Management System (EMS).

In January 2007, Airbus became the first and only aerospace company in the world toreceive ISO 14001 environmental certification at corporate level, which covers the company’s production sites and products throughout their life cycle. This is proof ofthe robustness of Airbus Sites & Products EMS that has been deployed Company-wideto systematically and continuously explore new ways to improve our environmental performance.

➜ Airbus Environment, Social and Economic Report is available at www.airbus.com


An interview with Mike Ambrose,Chairman of The Committee forEnvironmentally Friendly Aviation

Q.: CEFA stands for Europe’s Committeefor Environmentally Friendly Aviation. Can you tell us about the mission of yourorganization?

Mike Ambrose: When we were formedin 1996, our original purpose was to try tocoordinate the promotion of all the effortsthat are to be made by all the differentstakeholders within air transport to try tobuild an improved public perception. That original mission is still importanttoday but in the last half decade, CEFAhas transformed into a vital committeethrough which the principal Air TransportIndustry Associations coordinate theirviews on environmental policies. And thatwe believe is not just helpful for the airtransport industry, it is also helpful forregulators and the politicians, because itencourages the establishment of a strong,clear policy from the unified industriesrather than having ten or fifteen individualorganizations, each pushing their own particular concern. So, we are looking at questions of airtransport and the environment from thehighest level that we possibly can and ourmission is to help guide regulators andpoliticians on environmental policy.

Q.: So, the challenge is to make Aviationand the Environment compatible?

Mike Ambrose: No, and I am going tochallenge that question because aviationand the environment are alreadycompatible. The principal challenge is toensure a higher level of understanding ofaviation’s environmental performancesamongst politicians, the media, andregulators; and the role that air transportplays in Europe. We have an effect on the environment, wecannot deny that. We cannot move peoplefrom one place to another without burningenergy and burning energy producesvarious forms of pollution. But what wehave been doing in the last fifteen years isconsistently improving our environmentalperformance through self-fundinginvestment in the air transport industryand we have many reasons to be veryproud in Europe. People from SNECMA,Rolls Royce, ATR, and Airbus havefocused on successive products to getcontinuous improvement in environmentalperformance. So what we have to do is tochange the public perception. If we look at the EU Commission’s own figu-res on the amount of carbon dioxide that isproduced by the different segments ofindustry, last year air transport was quotedas being 3%. However, and this didn’t getvery much publicity, because it is not politi-cally acceptable to do so, very quietlyduring the autumn of last year, the EU

Emissions trading is not the solution,

it is only one element. “

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Aviation and the Environment

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Commission revised this figure and it revised air transport contribution downward to1.5%(1). If you look at all of the environ-ment publications and media coverage, itwould be very easy to get the impressionthat air transport is responsible for climatechange. It is not. We in fact contribute avery little to pollution.

PROFILEAppointed Director General of theEuropean Regions Airline Associationin 1987, Mike Ambrose is an activeleader in Europe’s aviation industry. He participates in major specialistbodies such as the global Flight SafetyFoundation and Europe’s Committeefor Environmentally Friendly Aviation(CEFA). A frequent speaker on subjects affecting regional aviation, he receiveda Regional Airline World LifetimeAchievement Award in 2004 for‘devotion to the regional airline industry and for championing many ofthe initiatives and policies associatedwith the safety and profitability of regional airlines.’ Mike has been a Board member of theFlight Safety Foundation since 1997and Vice Chairman International sinceJune 2003. He is also a member ofthe Foundation’s Executive Committee.He is a Fellow of the Royal Society,Royal Aeronautical Society and RoyalInstitute of Navigation.

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Europe’s positioning in the world andthere is no reason why EU funding shouldnot continue to support further environ-mental performance and improvement oftechnologies.

Q.: What are the views of the Europeanairlines on the proposal of theCommission to include aviation into theEU ETS?

Mike Ambrose: We have certainly looked at all of the options being conside-red. Of all the financial options, emissionstrading seems to offer the most construc-tive solution and that is why the Europeanair operators are supporting emissionstrading as a concept. Obviously, there aresome sensitive elements in the processthat we want to ensure are feasible, such as the carriers to whichemissions trading are applied, the datathat we have to collect, and the amount ofcarbon considered. These are issues onwhich we have to get further clarificationbut as a concept, yes, we support it. Theimportant point is that no politician orregulative authority should see emissionstrading as the solution. It is only one element. The other element is investment. We alsohave the opportunity of making furtherimprovements to flight procedures. Andthe one very real and significant improve-ment that could be made in a relatively short term and that doesn’trequire new technology is to overcomethe political hurdles that are holding upthe implementation of the singleEuropean sky because that would reducefuel consumption by more than 12%.

Q.: From your position what will be thefuture challenges?

Mike Ambrose: The coming challengeis that we have to change the public,media and political perception. It is tomake sure that we communicate on envi-ronmental performance more effectively,and to recognise that environmentalissues need to be at the forefront of allour business and communications strate-gies, whether we are an airline, airport, air-craft manufacturer or a company whichprovides products or services to the

Q.: Can we speak about an environmentalresponsibility and a culture of commit-ment?

Mike Ambrose: We have had a commit-ment expressed in the best possible formthrough massive investments in newequipment and operating procedures. Thatcommitment has been made by airlines,airports, aircraft and engine manufactu-rers for decades. What we have to do nowis to make that commitment and theadvances that we have demonstrated farmore obvious. We can do that in a numberof ways. There is a campaign currently being run bythe Air Transport Action Group to try to make the public more aware of thecontribution of air transport in reducingpollution. Significant improvements havebeen made. Aircraft engines in today’sfleets are 20 decibels(2) lower than aircraftforty years ago. If we look at the EUCommission’s statements about the number of people affected by aircraftnoise, it has been reduced by more than90%(2). Engines in today’s fleets are 70%more fuel efficient than they were fortyyears ago(2). All these improvements comefrom a commitment at the highest possi-ble level.

Q.: What do European airlines expectfrom aircraft manufacturers regardingemissions reduction?

Mike Ambrose: First of all, we expectthem to remain our partners. No stakehol-ders within air transport can survive bythemselves. We have a wonderful historyof co-operation between aircraft, enginemanufacturers and airlines. We expectthem to continue investing in the supportof the environmental performance impro-vements. We are seeing the benefits ofthis effort already: the next generation of engines is to be quieter and consume lessfuel. We are seeing aeroplanes that are farmore fuel efficient in terms of aerodyna-mics design, because they are using com-posites materials that make them lighter. We also want to see that funding going onto improve products and we want to see that funding is done and partially supported by EU funds. Aircraft and airtransport industries are important for

industry. We have to make sure that envi-ronmental policies are sensible and mode-rate, based on the true facts about avia-tion’s environmental impact and takinginto account its contribution to socialcohesion and the economy. Finally, it is inthe interests of all organisations throu-ghout the industry to work together toensure that the above goals are reached.■

1 Source: European Pollutant Release & Transfer Register2 Air Transport Action Group: www.atag.org

CEFAThe Committee for EnvironmentallyFriendly Aviation (CEFA) was formed in1996, following a meeting with the ECand the air transport industry, whenthe European Civil Aviation Conference,Directors General Civil Aviation (DGCA)predicted that environmental concernswould probably be the greatestconstraint on the development of civilair transport in the future.The Membership is open to anyEuropean association representing theinterests of civil air transport. Currentmembership comprises: AEA, ACI(Europe), ASD, EBAA, EEA, ERA,ELFAA, IACA. Additionally, a represen-tative of Eurocontrol’s EnvironmentalFocal Point attends CEFA meetings asan observer.In order to promote civil air transport’sgood environmental performance andto achieve secure conditions for itsfuture development and growth, theconstituent members of CEFA will:•Develop common positions on envi-ronment-related issues and policieswhenever possible; •Share knowledge, information andviews;•Put forward the CEFA position tobodies such as the EuropeanCommission (EC) and the EuropeanParliament (EP);•Seek to inform decision-makers,opinion-formers and the general publicin order to avoid misconceptionsconcerning air transport’s environmen-tal performance;•Promote public and political recogni-tion of the economic and socialcontributions made by air transport inEurope’s regions;•Ensure that the industry is properly represented that data and facts whichallow its performance to be measured.

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The JTIs are now indispensableand will certainly become more

and more important in the future. “ Philippe BusquinMEP”

An interview with Philippe Busquin,Member of the European Parliamentand former EU Commissioner forResearch (1999-2004). Q.: When you were in charge of Researchat the European Commission, you tookseveral initiatives aimed at making a bet-ter connection between Research and theEnvironment. What was your purpose?

Philippe Busquin: Sustainable develop-ment and protection of the environmentare two essential objectives that becamepriorities during my tenure at theEuropean Commission. My purpose wasto avoid an over concentration on issueswithout actively engaging in the effort tosolve them. Only through significantresearch programmes, can bettermethods, new mechanisms and concreteresults become possible.Directly concerning aviation, we set up thefirst technological platform necessary tomeet the objectives of the programme“Vision 2020.” This Vision was the directresult of the work done by The Group ofPersonalities, a group that I initiated andchaired. With Vision 2020, the environ-ment received special attention, in particu-lar we addressed key issues like noise andemissions reduction.Aircraft manufacturers, airlines andANSPs, with strong backing from theCommission, defined this Vision. Thecommitments were clearly identified, eachfitting well within the overall goal of contri-buting to the protection of the environ-ment. Among these commitments were a50% reduction in CO2 emissions, a 80%reduction in NOx emissions and a 50%reduction in noise. This programmebenefits from a high level of collaborationbetween public and private sectors as well

as between European and nationalresearch programmes. Accordingly, theGroup has then been able to define thedifferent stages of a strategic agenda thatwill enable us to build the plane of thefuture.

Q.: In particularly, what is your opinion onthe Clean Sky Joint Technology Initiative?

P.B.: The Joint Technology Initiative CleanSky is an indispensable step towards achie-ving the technological platform necessary toachieve “Vision 2020.” A JTI runs for sevenyears, which means in practise that it is pos-sible to accommodate the long developmentcycles within aerospace. It also means that itwill be possible for the Clean Sky consor-tium to set up the technology demonstratorswhich will allow the research on GreenerAviation to go beyond the mere definition ofresearch actions. The JTI aims at achievingbetter common funding of research anddevelopment programmes. The JTI’s arenow indispensable and will certainly becomemore and more important in the future.

Q.: As a Member of the EuropeanParliament do you have a specific agendaregarding aviation and the environment?

P.B.: As President of the Sky and SpaceIntergroup I regularly organise meetingswith the purpose of disseminating infor-mation to the Members of the EuropeanParliament in order to obtain their support.It is important that Members of Parliamentunderstand that it is through specific pro-grammes such as the Clean Sky that wecan anticipate, lead and manage futuredevelopments.

Q.: Looking to the future, what are yourviews on the evolution of air transport overthe next 30 to 40 years?

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Building the Aircraft of the Future

P.B.: It is true that 9/11 affected ourindustries in a negative way. The hugeimpact this event had on air transporthighlights to what extent geopoliticalfactors, which are outside our control,directly affect us. It is important that wekeep the changing geopolitical structuresin mind when we look at the industrydevelopments. Air transport is a drivingforce for economic growth and socialbenefits, not only in terms of technologybut also in employment. In Europe today,the integration of the enlarged Uniondepends on air transport.

Q.: From your point of view, what role willaircraft manufacturers play in this deve-lopment?

P.B.: As manufacturers you already play acrucial role with your efforts to design andbuild the aircraft of tomorrow. Theseaircraft must be safe, clean, quiet and costeffective. Beyond that the ongoing changeof airports and air traffic managementoperations will play a crucial role, as theycontribute significantly to any environmen-tal improvements.

Q.: What are the messages or recommen-dations you would like to share with all theair transport stakeholders?

P.B.: My message is that aviation shouldcontinue to play its part in mitigating anyimpact on the environment. I see, inparticular, that programmes and initiativeslike SESAR and Clean Sky will beinstrumental in achieving the high targetswe are setting together with the industry.Besides the environment, I also think thatsafety must remain a high priority. The aviation industry has an outstandingcapacity to combine these criticaldevelopments. Time has come to think, actand move forward together on the roadtowards progress. ■


banning of substances for certain uses(for instance in consumer products).

However, the most dangerous substances(those of very high concern) will besubject to time limited authorisation,thereby putting the burden on theapplicant to show that the risks are adequately controlled or that thesocio-economic benefits from the useoutweigh the risks. All the non-authoriseduses of substances will be then prohibited.The substances of very high concern aresubject to particular attention and must betracked, as their presence in articles mustbe notified to the European ChemicalAgency if their concentration exceeds0.1% weight/weight of the article andtheir volume exceeds 1T aggregating allarticles produced in a year.

WHERE DOES ASD STAND

REGARDING REACH?

ASD Companies are supportive of theaims of REACH and are fully conscious ofthe expected positive long-term effects of REACH on human health and theenvironment.

However, we expect that the implementa-tion of REACH will affect our sector duein particular to its safety obligations, whichcannot be compromised. We will do ourbest to anticipate and resolve any issue.

ASD companies are using a large numberof chemicals. The ASD products arecomplex, with a great number of partsinteracting with each other and oftenmanufactured in different countries.

ASD companies mostly operate asDownstream Users, according to REACH,then buy substances or preparationswithin the EU to integrate them into themanufacturing process; they can also actas importers of these substances,preparations and/or articles. All the ASDsectors are concerned, as REACH appliesto each substance but also to each use ofsubstances from production to disposal,used as their own but also in preparations(sealants, paints, resins…) or articles.Even though exemptions exist for subs-tances used where necessary in the inte-rest of defence, the manufacturing

WHAT IS REACH?

Recognising the improvements neededto be brought to the previously exis-

ting system to evaluate the properties anddangerousness of chemicals (5% havebeen screened since 1981 over morethan 100 000 substances used inEurope), the EU has recently adopted anew regulation called REACH, publishedon 30/12/2006 with an Entry into Forcescheduled for the 1st of June 2007.

REACH means Registration, Evaluationand Authorisation of Chemicals. It aims atreplacing or supplementing all previouslyexisting regulations on substances and it intends to significantly improve the protection of human health and the environment. REACH is based on the precautionary principle; the burden ofproof for demonstrating the safe use of chemicals is, according to REACH, now transferred from Member States toindustry.

REACH applies to all substances,preparations (a combination of substan-ces) and articles being manufactured,imported, or used in Europe, unless they

are already covered by a similar process(as for biocides…). REACH is perhaps thelargest piece of EU Regulation everproduced: nearly 1000 pages of legisla-tive text, with 17 implementationguidelines (RIPs: Reach ImplementationProjects) currently being prepared thatwill complete the legislation.

R FOR REGISTRATION

REACH obliges producers and importersto provide information about theproperties of the chemicals they produceor import into the EU in quantities greaterthan 1 tonne per year. These data, com-municated through a formal registrationprocess, should be sufficient to furtherevaluate the risk of the intended use ofthe substance, and the producer mustprovide information regarding the corres-ponding safe use. This information willfollow the substance from the manufactu-rer/importer to downstream usersthroughout the supply chain.

Should a pre-registration be made(between June/November 2008), theregistration could then be spread over aperiod of 11 years; it would concern about30.000 substances in use today. A substance not registered according toREACH obligations can no longer be puton the market. Each registrant will be partof a forum of exchange to further sharethe existing data of the concernedsubstance and jointly perform furtherevaluations.

A FOR AUTHORISATION

Under REACH, the use of certain dange-rous chemicals is acceptable as long asappropriate risk control measures areimplemented. If these measures are notsufficient to keep the risks for humanhealth and environment acceptable,REACH foresees limitations or even the

Getting Ready for REACH

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Bruno Costes,Chairman of Environment and Sustainable DevelopmentCommission, GIFAS Director Environmental AffairsIndustrial Coordination,AIRBUS

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structure to address REACH in the mostefficient manner.

The key challenge our sector is facing isthe management of the data to beexchanged between the supply chain andauthorities including the EuropeanChemical Agency; these exchanges arenecessary to ensure compliance andshould be as standardised and consistentas possible if we want to limit theduplication of our efforts andsubsequently our costs. Important actionsshould be devoted to achieving thisobjective.

of defence products often uses the sameproduction line/substances as the civilproducts which are under the scope ofREACH.

Our sector will do its utmost to resolvesituations resulting from the discrepancyin duration between the 11 year period forthe REACH Implementation compared tothe long life cycle of our products (25-40years for an aircraft). However, we expectthat substances/products manufacturedin small volume will be withdrawn from themarket due to unaffordable costs for theproducer to continue production. Thedirect expected consequences of suchsituations will be supply chain disruptionsleading to research & development andre-qualifications of a wide number ofalternative options with the subsequentcompliance costs for adapting our proces-ses/installations/products.

Further contacts with our supply chain aswell as preliminary inventories of substan-ces used within our companies haveconfirmed our analysis: for some particularsubstances portfolios, more than 70% ofthe corresponding uses will be affected byREACH.

HOW CAN ASD COMPANIESPREPARE THEMSELVES?

ASD companies should actively prepareinternally and start discussions with theirsuppliers to ensure that all the supplychain is aware of these new obligations,their corresponding schedule andanticipate the consequences.

The first action to be undertaken shouldbe to get an understanding of the REACHprovisions together with their implicationson the supply chain. In this perspective,ASD has launched several initiatives inclose co-operation with nationalassociations (GIFAS, SBAC, BDLI, etc…),other concerned sectors such as themechanical industry and major companies.Some information toolkits are being pro-duced, such as a “REACH implementationguide” aiming at providing our sector withsummaries/explanations of the variousprovisions and the main actions toundertake in order to ensure anappropriate compliance. Each companyshould set up an appropriate multi-skills

http://ec.europa.eu/environment/chemicals/reach/reach_intro.htmhttp://ec.europa.eu/enterprise/reach/index_en.htmhttp://ecb.jrc.it/reach/rip/http://www.gifas.asso.fr/en/http://www.sbac.co.uk/http://www.bdli.de/http://www.asd-europe.org

MORE INFORMATION IS AVAILABLE ON THE FOLLOWING WEBSITES: @

In parallel, participation of our sector to theREACH Implementation Projects (RIP's)has been organised to ensure that ourspecificities are appropriately consideredin the development of the relevantguidance and IT-tools of the Agency. The European Commission coordinates activities closely with the stakeholders i.e.Member States, Industry, NGOs and sec-torial associations such as ASD.

The following interview will give youinsights on what is happening in theseRIPs, and practical recommendations tobest prepare for a smooth REACHImplementation. ■

REACH and RIPSWhat Did We Learn?

Ragnhild Bruhn, from Volvo AB and Jack de Bruijn from the European Commission/Joint Research Centre provide ASD Focus withsome guidelines to better understand REACH.

Adownstream user has, as all otheractors, an important function and

must identify his role in REACH, saysRagnhild Bruhn. Downstream users, shecontinues, are practically all companiesthat use chemicals.

Ragnhild Bruhn is an Industrial Hygienistat Volvo Technology Corporation and oneof the many users involved in the workwith the REACH Implementation Projects,RIP.

Within REACH, there are several types ofchemical users and roles in the chemicalsupply chain: manufacturer, importer (fromnon-EU states), formulator (one kind ofdownstream user), and end downstream

user. A company can have several rolesand subsequently have different tasks andobligations to respect.

Yes, agrees Jack de Bruijn and he goes onto stress that a key issue for anydownstream user is to check that their keysubstances will be pre-registered in ordernot to cause a possible stop in theirmanufacturing processes. Jack de Bruijnis coordinating the RIP 3 and 4 projects atthe European Chemicals Bureau (ECB) ofthe European Commission Joint ResearchCentre and he emphasizes the absoluteimportance for all users – whatever theirrole in the supply chain – to prepare them-selves and act now.

Within the European Community organi-


soon as possible, as non pre-registeredsubstances will have to be registeredbefore being used.

ON RISK MANAGEMENT SCENARIOS

Ragnhild Bruhn agrees and says thatthere are certain results from the REACHImplementation Project that areparticularly interesting. The REACHRegulation reinforces the notion of riskmanagement (already present in someCommunity legislation) when usingchemical substances compared to anapproach based on hazard. Theimplementation of risk managementmeasures is enabled by exposurescenario. i.e. the set of conditions thatdescribe how the substance is manufactu-red or used during its life-cycle and howthe manufacturer or importer controls, orrecommends downstream users tocontrol, exposures of humans and theenvironment. In practise, this means that inevery Safety Data Sheet for a chemicalsubstance or preparation it will be clearlyidentified how a substance must behandled in a safe way. This is a reinforce-ment compared to the previous legalsituation.

The second major result that RagnhildBruhn stresses is the possibility toparticipate in the case studies onexposure scenarios that currently arebeing developed in collaboration betweenthe JRC and the REACH users. Byparticipating in the various case studies,downstream users can learn how the sys-tem of exposure scenarios will work inpractice and can gain experience on howthe REACH regulation can affect acompany.

Both Jack and Ragnhild have the impres-sion that this co-operation process hasalso led to an understanding within theconcerned companies that Environment,Health and Safety staff should be heavilyinvolved in the preparation for REACH.Equally, it is also important to involve theprocurement and commercial staff, e.g.purchasers. The purchasers can pressurethe provider to start the pre-registration assoon as possible.

On the question of whether REACH might

have a commercial value in the same wayISO 9001, the interviewees both agreethat this could be the case. RaghnhildBruhn also points out that if a providercannot prove that he complies withREACH this might mean that they will losebusiness.

A CALL FOR ACTION

On the question of which role ASD canplay in this process, Ragnhild Bruhn pointsout that since this work must be discussedon an European basis, the European asso-ciations of ASD’s type certainly have a roleto play in ensuring that their specificitiesare effectively considered through theremaining work currently being underta-ken in the RIPs, in order to track anyrelevant initiatives and promote aconsistent implementation within thesector for the benefit of all. In any case, itis up to the companies to actively act nowin order to anticipate and comply with thenewly adopted REACH Regulation. ■

The assessment and advice given in this document isthe opinion of the writers and is not a guarantee ofregulatory compliance.

sation, the ECB, together with DGEnterprise and Environment, has beenresponsible for developing the REACHImplementation Projects and since thebeginning of the development work it hastaken the opportunity to involve the futureusers of these guidances.

From the JRC point of view, this co-opera-tion was a very valuable way of working,says Jack de Bruijn. The JRC immediatelygot a better understanding from the usersof what we were trying to achieve. TheJRC also received important input fromthe future users in a way that it would nothave received during a “normal” consulta-tion process.

ON PRE-REGISTRATION PROCESS

Today, one of the key issues is to preparefor the pre-registration process. AsREACH will come into force on June 12007. In order not to loose commercialmomentum, i.e. to enable users tocontinue to use the necessary chemicalsubstance while they have not yet registe-red, the pre-registration process will starton June 1 2008 and will run for sixmonths. All pre-registered substances,depending on their tonnage and property,will benefit from a staged registrationperiod, i.e. a period of 3, 6 or 11 years.time window for the producer/importer tocomply with the registration obligations.

Any producer/importer of substances willof course have the opportunity to registertheir chemical products after REACH hasentered into force, says Jack de Bruijn.However, we do recommend everyproducer/importer to start the process as

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All users must prepare themselves

and act now.“ ”

Jack de Bruijn,European

Commission/JointResearch Centre

The REACH Regulation reinforces the notion

of risk management.“ ”

Ragnhild Bruhn,Volvo AB


has also been developed for more thanten years and the structures allowing itsdevelopment are not even set up. Evensustained by a significant commercialmarket, industry cannot survive without asufficient institutional market.

We enter today a new era: that of wordstranslated into actions. The decisions ofengaging programmes have to be takenrapidly and the funding, at the same levelof ambitions must be secured. The objec-tion can be raised that space is not thesole priority of the European citizen andthat health, security, employment, etc….also deserve a special endeavour. This istrue, but the decision on which choicesshould be taken now and the result will beirreversible as far as Space is concerned.

Europe, with the help of Space Agenciesand in the first place ESA, has built up anindustry at the service of its citizen and itsambition. It would be prejudicial to Europeif it was to become unable to preserve theindependence of a number of its tools ofknowledge, appreciation and action. ■

Alain Gaubert, ASD Director Space, Secretary General EUROSPACE

The Commission of the EU and ESAhave recently adopted the European

Space Policy, a jointly elaborated document.It is certainly not up to the Space Industry toact in the place of politicians and say whatEurope has to do in Space. On the otherhand, and because European SpaceIndustry holds the know-how in this field, ithas the imperative duty to beware those incharge of setting the orientations andinform them on the scope and consequen-ces of their decisions.

European Space Industry splits its activitybetween institutional and commercialprogrammes mainly using the same techno-logies. Institutional programmes representapproximately 60 % of its turn-over but in the last ten years, the volume hasstagnated. Commercial programmes,essentially in the field of telecommunica-tions, have suffered from a strong economicrecession due to an important market slumpeven though their performance remainedquite satisfactory. Despite the excellentpenetration of ARIANE, the launchingservices market is facing commercial risksas it profits only exceptionally fromEuropean preference and faces fierce com-petition with launchers of countries the eco-nomy of which is not comparable to ours.

Thus, Space Industry has lost 20 % of itsworkforce during the past five years andemploys presently only some 28.000people, mainly specialised engineers. Theimmediate consequence of this situation is that this industry faces problems inmaintaining its competence. Competitivityand the capacity to satisfy Europeanrequirements are at stake and consequentlythe aptitude of Europe to preserve itssovereignty.

TRANSLATION INTOACTIONS

Space Industry thus faces adeep crisis. Its situation isunique in the world. Everywhereelse, in the U.S. or in Russiaand singularly in all theemerging countries, theinstitutional space funds areincreasing. Space budgetshave been raised by 25 %during the past ten years,except in Europe. The U.S.devotes 3 to 4 times more thanthe Europeans for civil spaceand about 15 to 20 times in themilitary field thus, stronglysupporting the concept of‘space dominance’. Withoutsimilar ambitions, Europe will remainlargely behind American industry thatbenefits substantially from this advantage.

Reports on this alarming situation are notlacking. But it does not seem to produceany reaction from the European politicalworld.

However, the publication of the EuropeanSpace Policy remains a major event. Suchpolicy, anticipated by everybody for overten years, should give Europe a commonaxis around which all actors shouldfederate and work together. It remains tobe seen whether this policy will be suffi-ciently ambitious to allow industry to sur-vive. It can already be feared that thechapter on Defence may passed over insilence. It also remains to be seen whatMember States would do concretelyconcerning its implementation in terms oforganisation and funding.

Space programmes are implemented overa specific time scale: Galileo was initiatedmore than 10 years ago and its operatio-nal satellites are not yet in orbit. GMES

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Space Policy:the Turning Point

Space Industry is committed to achieving the European strategic autonomy. (Fires in Portugal and Spain). P

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Space budgets raised by 25 %during the past ten years,

except in Europe.“ ”Alain Gaubert,

ASD Director Space, Secretary General

EUROSPACE


Management Leader for the InternationalAerospace Quality Group IAQG, i.e. ASD-STAN coordinates the worldwidepublication of Aerospace QualityStandards.

ASD-STAN cooperates with the AmericanAerospace Industries Association AIA andwith the American Society of AutomotiveEngineers SAE for common standardiza-tion activities. Further intensification andexpansion towards global co-operation isforeseen in the near future. ■

Gunter Lessmann,ASD-STAN Director

ASD-STAN, previously known asAECMA-STAN, establishes, develops

and maintains standards requested by theEuropean Aerospace and DefenceIndustry for worldwide use and application.

ASD-STAN is registered as a non-profitAssociation under Belgian law and acts asan “Associated Body” to CEN, ComitéEuropéen de Normalisation, the EuropeanStandardization Organization establishedby the European Commission. ASD-STANacts as the “Sole Provider of AerospaceStandards” to CEN. ASD-STAN coopera-tes with ECSS, European Co-operation forSpace Standardization, to which it hasdelegated the establishment of Spacerelated standards.

ASD-STAN establishes prEN pre-Standards according to industrial needswhich subsequently are transformed intoEN European Standards following CENrules for subsequent publication asnational Stan-dards within all 30 CENmember countries. Additionally ASD-STAN establishes TR TechnicalReports and currently prepares for a newtype of European Industrial Standard EA.

ASD-STAN activities are self-financedthrough membership fees from its mem-ber states Germany, France, UnitedKingdom, Italy, Spain, Sweden andBelgium and by the sale of prEN and TR.It is also sub-contracted by SBAC Societyof British Aerospace Companies for thesale of SBAC Technical Specifications.ASD also mandated ASD-STAN for thesale of their documents ASD-STE100Simplified Technical English and S2000M:

International Specification for MaterialManagement -Integrated data processingfor military equipment.

A STREAMLINE PROCESS

In 2006 ASD-STAN has started 40 newwork items and has completed theestablishment of 100 new and revisedstandards. From its stock of prEN andfrom new standard developments, ASD-STAN has published 242 EN viaCEN in 2006. The current stock onstandards maintained by ASD-STAN is1163 prEN and 253 TR. 88 newstandards and standard revisions arecurrently in process.

AS D - STAN ac ts as S tandards

Shaping Standards from Industry for Industry

http://www.asd-stan.org

FOR FURTHER INFORMATIONPLEASE SEE @

The working structure of ASD-STAN is part of the organizational environment of its member

associations and their member companies. The current ASD-STAN working structure

comprises the following Domains and Sectors throughout 7 European countries:

D2 Electrical

General, Cables, Connectors, Relays,

Protection Devices, Lamps, Batteries,

Harnesses Components, Data Bus, Optical

D3 Mechanical

Parts of mechanical systems,

Fasteners, Hydraulics

If you are interested in participating in one or more of these working groups,

please do not hesitate to contact us by email: [email protected]

D6 Quality

European Aerospace Quality Group

D1 Engineering Procedures

LOTAR LOng Term Archiving and Retrieval of

digital technical product documentation

MOAA Modular and Open Avionics Architecture

ICE Ideal Cabin Environment

D5 Non-Metallic

Elastomers / Sealants, Thermoplastics,

Adhesives / Honeycomb, Paints / Varnishes,

Surface treatments, Composite Material,

Textiles, Ceramics

D4 Metallic

Aluminium, Titanium, Heat resisting alloys,

Steels, Test methods, Welding / Brazing

Gunter Lessmann,ASD-STAN Director

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The work of ASD-STAN will expand towards

global co-operation.“ ”

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issue 1summer 2007 · european commission acare and astera: the background of a successful agenda...

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