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a wide percentage range. The main obstacle to wide implementation of SAF is not technical, but economic, as SAF is not yet produced at competitive cost compared to conventional jet fuel. • Operational improvements include measures taken by airlines, airports and ANSPs in their day-to-day operations, such as reducing the weight of onboard equipment, selecting most fuel-efficient routes or flight profiles and using fixed ground power supply instead of the aircraft’s auxiliary power unit (APU) during airport turnaround. • Airport and airspace infrastructure improvements include creation and installation of new flight routes, airport runways, procedures or equipment that allow more fuel-efficient operations. 1.2. Scope of this Report In its role to represent, lead, and serve the aviation industry, IATA is bringing together manufacturers, researchers, infrastructure providers, government agencies as well as airlines to ensure that all stakeholders work together to achieve the best results in reaching the aviation industry’s climate goals through the commitment to improving technology for the future air fleet. This report aims to show a possible timeline of future technological innovations and their effect in reducing CO2 emissions from the global aircraft fleet and the likelihood of their implementation. Some can be retrofitted to aircraft in service, others can be implemented as serial upgrades in existing models, and some require new aircraft designs. From 2035 onwards, radical technological innovations with higher fuel efficiencies including aircraft configurations other than classical tube and wing and new forms of propulsion, such as battery or hybrid electric power, could become possible. They are expected to allow a substantial • Finally, market-based measures do not reduce physical emissions within the aviation sector but help achieve emissions reductions in other sectors where they are more cost-effective. Driven by the current momentum towards renewable energy and States’ commitments under the Paris agreement, it is likely that other industry sectors will move to decarbonize in the coming decades. One example is replacing fossil fuel powered cars by electric ones. Aviation needs to make strong efforts to reduce its CO2 emissions at a similar pace. The IATA four-pillar strategy helps to achieve this goal. contribution to the 2050 carbon reduction goal. However, it must be considered that not all innovations that are technologically feasible will be implemented if they are not sufficiently supported by economic and business considerations. 1.3. Technology Objectives Aviation has always been a high-tech industry, and continuous progress in the development of new technologies is vital for a sustainable growth of the aviation industry. They are not only the basis for a more fuel-efficient fleet, but also a key factor for improvements in flight and ground operations, for a pleasant passenger experience and for reducing as much as possible the impacts of air transport growth on the environment. Responding to the aviation industry’s need for advances in research and technology (R&T), government-funded programs in various countries are an effective means to support R&T activities in aviation. Reducing the From 2035 onwards, radical technological innovations with higher fuel efficiencies including aircraft configurations other than classical tube and wing and new forms of propulsion, such as battery or hybrid electric power, could become possible. New technologies are a key factor for improvements in flight and ground operations, for a pleasant passenger experience and for reducing as much as possible the impacts of air transport growth on the environment. 11PDF Image | Aircraft Technology Roadmap to 2050
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