aviation and the environment ‘Greener’ skies give rise to dark clouds

by Charles Alcock

Anyone in the air transport sector who remains unconvinced by the clarion calls for aviation to be held accountable for its impact on the environment will surely accept that sustained increases in the cost H S

of jet fuel have removed any remaining O T N I

doubt about the imperative for the industry C M D to make more efficient use of this life- I V A blood commodity. And whether the cli- D mate-change deniers like it or not, airlines operating into and within Europe will soon also aimed at giving Europe ownership of be facing the additional financial burden To reduce aviation’s carbon footprint, many of the technologies that will dominate of being subject to the European Union’s the industry as environmental considerations environmental trading scheme (ETS), Europe bets on ‘Clean Sky’ technologies achieve preeminence in the consideration of which will require them to account for and new aircraft and engine designs. pay for the carbon their aircraft emit. Establishing the governance of the Clean The finer details of how ETS–which by Julian Moxon Sky program was one of the major chal- other industries are already subject lenges faced during its launch. At its heart to–will be applied to air transport are still In early February, Europe got serious aviation is seen as not being acceptable. are a series of principles aimed at “maxi- being resolved, with the European Com- about reducing the impact of aviation on Clean Sky is an excellent way of address- mizing the involvement of European Union mission and the European Parliament the environment with the launch of its ing the challenges we face in developing member states, ensuring full accountability holding different positions on issues such biggest ever technology development pro- more sustainable aviation.” for spending, achieving the right balance as what initial carbon credits airlines will gram–the $2.3 billion Clean Sky initiative. The program is extremely complex and between flexibility and efficiency and en- be granted. In any case, ETS will come The objectives of the program are impres- is expected to involve up to 86 organiza- suring total transparency.” The EC also into effect no later than 2012 and by the sive: to achieve a 50-percent reduction in tions from 16 countries and 54 industries. wanted specifically to involve the so-called time of the next Farnborough airshow in carbon dioxide emissions and 80 percent in The European Commission (EC) and an in- small and medium-size enterprises (SMEs). 2010 carriers will already be required to those of nitrous oxide, a 50-percent cut dustrial group under its Joint Technology The need for transparency in a program of calculate their carbon footprint to be in external noise and a revolution in the Initiative (JTI) mechanism for providing re- this size aimed at developing breakthrough ready to join ETS. technology of recycling aircraft linked to search funding manage the program. It em- technologies brings its own problems in an While the air transport lobby in Eu- their design and manufacture. braces all the major players in the European industry based on competitiveness, both intra- rope has effectively accepted ETS as un- “Clean Sky will address two simple aviation industry, its annual expenditures European and globally. According to Alenia avoidable, it is still fighting against moves questions,” said Saab Aircraft president and being greater than the turnover of many Aeronautica’s special projects manager Achil- at national levels by countries such as the CEO Ake Svensson: “How we fly and what of the small- and medium-size companies le Carbone, the system works by ensuring that UK and the Netherlands to impose addi- we fly. The carbon footprint left behind by involved. It is no secret that the program is Continued on page 42 u tional green taxes on aviation. There has been staunch opposition from the U.S. to EUROPE’S CLEAN SKY PROGRAM INITIATIVES the notion that its carriers will be subject to ETS when they fly into Europe, but Six major integrated technology demonstrator (ITD) packages comprise the $2.3 billion Clean Sky program. Each is headed by two major more recently America’s political tide on European companies that will be supported by several associates tasked with a range of challenges. the environment seems to be turning CO-LEADERS ITD TASK FUNDING toward an acceptance that some form of carbon capping is inevitable. Rolls-Royce Sustainable and Five engine demonstrators will be built to demonstrate low-fuel burn and $648 million So apart from hiring yet more account- and Safran green engines emissions, including two open-rotor configurations. ants to count carbon emissions and nego- Smart fixed-wing Developing new aircraft configurations, active wing technologies and tiate new fuel price hedge positions in Airbus and Saab $605 million what is undoubtedly a seller’s market, aircraft other aerodynamic advances. what can air transport do to ensure a sus- Focusing on all-electric equipment and new systems architectures, tainable future for itself in the long term? Systems for Thales and Liebherr improvements in thermal management, improved trajectory management $468 million green operations The rising cost of jet-A and the prospect and improved ground operations. of emissions trading have provided an even stronger impetus to a multi-pronged Alenia Aeronautica and Delivering low-weight aircraft using smart structures, low external noise Green regional aircraft $267 million drive to find technological answers to EADS CASA configurations and integrating technology developments in other areas. aviation’s green dilemma. Innovative rotor blade designs, engine installation, reduced airframe In the report that follows, AIN staffers Eurocopter and Green rotorcraft drag, integration of new diesel engine technology and advanced $244 million outline some of the main initiatives being AgustaWestland advanced to reduce aviation’s environ- electrical systems for elimination of noxious hydraulic fluids. mental impact, while also sharpening its Focusing on reducing the environmental impact of aircraft throughout competitive edge at a time when its cost Dassault Aviation and Eco-design the life cycle, from design to withdrawal from service and minimum- $178 million Fraunhofer Institute structure is facing the prospect of some energy, maximum recovery recycling. uncomfortable buffeting. I

40 Aviation International News • July 14, 2008 • www.ainonline.com aviation and the environment Future engine advances: a vital part of ‘Clean Sky’ success Counter rotating propfan Counter rotating LPT Structural mid frame by Julian Moxon

With the cost of crude oil heading for service between 2015 and 2025, and Nacelle & primary exhaust $150 a barrel, the need to develop more include a 15- to 20-percent reduction in Variable pitch system fuel-efficient engines has never been carbon dioxide production, a 15- to 40- greater, but with the industry already com- percent cut in nitrous oxides and a 15dB mitted to doubling by 2020 the historic reduction of noise compared to aircraft LP compressor Adaptation of IP turbine 1-percent per year rate at which fuel effi- entering service today. existing HP core ciency gains are made, where do the extra The program is split into two segments: savings come from? advanced low- and high-pressure system Doubts have been expressed about the viability of open-rotor engine technology, but with oil prices The European Commission’s Clean technology, and new engine concepts. threatening the very sustainability of air transport, engine makers Snecma and Rolls-Royce are Sky program is a “very important” part of It covers the design, manufacture and united in their belief that they have to make a go of advanced new concepts such as this. the answer, according to Rolls-Royce’s ground test of engines or high-pressure director of research and technology Ric sections. Demonstrators will center on Parker, and with two of the five potential high bypass ratio, low-weight technolo- demonstrator engines focusing on open- gies, high-efficiency components, new power conventional turbofan demonstrator, the that those living near an airport do not rotor designs, the emphasis on what the for more electric engines and new controls emphasis is very much on open rotors. All perceive the noise of an open rotor as Clean Sky agenda calls “radical architec- for smart engines. possible options will be considered, includ- different from that of today’s engines.” ture change” is clear. Declared objectives are “to design, build ing contra rotating pusher and puller, as Safran’s Ventre is optimistic that open Under the European Commission’s and test a number of demonstrator vehicles well as direct and geared drive. Rolls- rotors have a future. “If the price of oil Clean Sky Joint Technology Initiative (JTI), and rigs to validate the benefits of innova- Royce and Safran subsidiary Snecma will remains as it is or continues to rise, I don’t Rolls-Royce and its partner Snecma are tive, environmental technologies in a realis- each build demonstrators, depending on the see how we can do without this kind of leading the sustainable and green engines tic operating environment.” Anticipated results of initial tests of scale models, some technology,” he said. Parker agreed: “I am op- integrated technology demonstrator (ITD) deliverable results, expected in 2014, are of which have already being carried out. timistic that, given time and adequate invest- program, which will receive ?421 million “proven architecture for advanced engines, Rolls-Royce will pursue a geared contraro- ment, we can solve the technical problems.” ($648 million) in funding, more than any of and mature, ready-to-use technologies.” tating solution. Safran subsidiary Snecma is General the five other Clean Sky ITDs. Parker said the Clean Sky program is “We’ve already done a scaled model to Electric’s partner on the CFM56 program According to Marc Ventre, CEO of valuable not just because of the need to validate low-noise concepts,” said Parker, and is expected this week to be confirmed Safran’s Aerospace Propulsion Division, produce advanced engine technologies “and we’re due to start high-speed perform- as its partner for future narrowbody engine the seven-year Clean Sky program offers a but also “because it gives Rolls-Royce ance tests later this summer.” Snecma will cooperation. This means its work under the “new way of doing research in Europe the ability to work with the European work on direct drive versions. Clean Sky program will be available for its through a 50/50 public/private partnership.” supply chain and with newcomers, Noise, not fuel burn, is the “make or stake in whatever technology path CFM Ventre, who is also chairman of the Clean through the partnership program.” The break issue” with open rotors, maintained chooses. Ventre does not see this as a prob- Sky Governing Board, added that it is an program envisions smaller, possibly non- Parker. While the technology of open ro- lem. “The technologies we develop will be “innovative way of achieving the dramatic aviation companies carrying out specific tors has progressed “very considerably” used for engines we offer to the market. All performance improvements we have to find tasks. “We’ll start opening calls for part- from the 1980s, when General Electric technologies are going the same way, in both engines and aircraft.” ners in the fourth quarter of this year,” tested its Unducted Fan open-rotor de- toward reducing fuel burn and improving The performance targets for the sus- Parker told AIN. sign, noise has moved further up the environmental performance,” he concluded. tainable and green engines ITD are some- Radical engine architectures are central agenda as the general public has become The Clean Sky initiative is providing what vague, reflecting the fact that there to the program, and while there are tur- less tolerant of the impact of aircraft funding for by far the biggest-ever Euro- are several aircraft platforms and depend- boshaft (led by Safran’s subsidiary Tur- around airports. “It’s much more of a pean research program into future engine ing on whether radical or conventional ar- bomeca) and geared turbofan (involving political issue,” said Parker. “You’ll never technology. Given the dramatic rise in the chitectures make it to the demonstrator MTU, Fiat Avio and Volvo) demonstrators, make an open rotor as quiet as an en- cost of fuel, it seems it could not have come phase. They are aimed at aircraft entering as well as a Rolls-Royce-led three-shaft closed turbofan, but the target is to ensure at a better time. J

Europe bets big on Technology Demonstrator (ITD) ners,” which can be selected for But central to the program is a ment of ground movements). The packages, each co-led by two participation in the program strong imperative to ensure that EC also insists that the Clean new technologies major European companies (see through a process of one- or two- technologies developed in any Sky effort be fully coordinated box on page 40): Sustainable and stage calls for proposals. Each particular ITD are integrated with with another huge JTI program, Continued from page 40 green engines; Smart fixed-wing ITD steering committee will pro- others across the entire spectrum the SESAR air traffic manage- u aircraft; Systems for green opera- pose these calls and they will be of activities. ment research-and-development each company declares in advance tions; Green regional aircraft; reviewed by both the joint under- The smart fixed-wing aircraft initiative leading to the future which technologies they wish to Green rotorcraft; Eco-design. taking and EC, then published in ITD, for example, will “focus on Single European Sky. bring to their part in the program, In addition to the ITD partners the media and on the Web. “We’re an innovative smart-wing design The program will be led by and these are protected. there are a number of “associ- already planning activities and and the integration of novel engine an executive director that the JTI “We naturally want to be sure ates,” which are public or private calls for proposals for partners, concepts,” he said. It will include will choose later this year. “We the technologies offered by spe- organizations that commit to car- but there have been no selections “gamechanger” technologies such are at a good point,” said Car- cific players are owned by them, rying out specific work packages yet,” said Carbone, who is colead- as the open-rotor designs that will bone. “This is the first time the but are also made available to in one or more ITDs for the full ing Alenia Aeronautica’s green re- come out of the sustainable and European Commission has set other partners dealing with this seven-year period of the Clean gional aircraft ITD. “They are green engines ITD. up such a big program and a lot technology,” said Carbone. He ac- Sky program. Each ITD has be- being called in for specific activi- Participants must also take has been achieved in the two knowledged issues surrounding tween four and six associates. ties where we believe there is a into account previous and ongo- years since it was initiated. It is intellectual property rights, but Under the EC’s Clean Sky gover- need for a particular expertise.” ing European research into areas a very ambitious prototype, but added, “We must overcome them. nance rules, the ITDs receive 50 It is no surprise that by far the such as the Optimal program for all of us are relying on it as a We have a responsibility to spend percent of the funding, and the biggest share of the Clean Sky developing new procedures for means of ensuring that the next public funds carefully.” associates 25 percent. budget goes to developing tech- approach and landing, Flysafe generation of aircraft our indus- The Clean Sky program is The remaining funding is nologies for improving the envi- (management of meteorological try produces will not only be broken into six major Integrated available to unnamed future “part- ronmental performance of engines. hazards) and Emma (manage- green, but competitive.” J

42aaAviation International News • July 14, 2008 • www.ainonline.com aviation Fuel Cell and the environment Technology Explained Sir William Grove discovered the principle of the fuel cell in 1839. It is essentially the Amid soaring oil reverse of electrolysis, taking two hydrogen Low-cost European carrier molecules and combining them with an oxygen molecule (the oxidant) to create water and prices, fuel cells energy (2H2+O2=2H2O). Unlike a battery, the drives radical green designs reaction takes place on the fuel rather than the electrodes, and instead of recharging, it needs by Ian Goold power up for replenishing with fresh fuel. Energy density is a factor of five times better than an equivalent Forward-swept wings and tail- margin, according to CFM’s envi- size battery. mounted open-rotor engines will ronmental affairs general manager auxiliary roles There are six major types of fuel cell: alkali, distinguish the designs of modern Francis Couillard. HPTs now in- phosphoric acid, solid oxide (SOFC), molten airliners by late next decade, corporate “low-shock” airfoils by Ian Sheppard carbonate, proton exchange membrane (PEM) according to EasyJet. The UK and LPT nozzles enjoy a lower and direct methanol. PEM is favored for auto- low-fare airline says its Ecojet scrap rate, while both turbines Oil prices are surging and aviation’s im- motive applications, has an efficiency of up to Concept, which it claims could feature improved cooling, he said. pact on the environment is at the top of the 60 percent and an energy density of 120W/kg. arrive “by 2015,” would run 25 Introduction of the CFM56- EasyJet’s “Green CFM56” represents the best of available and mature agenda–two factors that have given a mas- Direct methanol is being used to develop percent quieter and 50 percent 5B/3 “marks a new chapter in our technologies for the environment, sive boost to the search for alternative power replacements for laptop batteries, which can more fuel efficient than current long relationship with EasyJet,” sources, using more affordable fuels while aircraft, while producing 75 per- said CFM president and chief ex- according to CFM International. give twice the life of current batteries, with a reducing or eliminating harmful emissions. cent less mono-nitrogen oxide ecutive Eric Bachelet. “This air- key breakthrough in that market being the Forward-swept wings and tail-mounted Aerospace companies already have ex- Boeing recently started flying its (NO ) compared with aircraft line’s ‘Green CFM56’ represents open-rotor engines are the key recent decision by the U.S. Federal Aviation x pertise in fuel cells through group activi- fuel cell demonstrator aircraft, using today’s technology. the best of available and mature characteristics for mid-next decade ties led by, for example, Rolls-Royce’s based on a Diamond Dimona Administration to allow methanol cells to be EasyJet revealed its Ecojet technologies for the environment airliners, according to EasyJet. motor glider, in Spain. Initially, carried aboard aircraft. power generation arm, UTC Power and fuel cell applications for aircraft plan for a future aircraft as it in- and will enable EasyJet to meet NASA did much of the early work during Bombardier–the latter which has devel- will be largely focused on troduced the CFM International future international emissions reg- oped a concept one-wheel motorcycle providing power for APUs, as the Gemini program, which used PEM fuel CFM56-5B/3 Tech Insertion en- ulations with significant margins.” inherent noise challenges in ei- charges–needed to be developed, using fuel most efficiently. He called the Embrio. well as systems such as hydraulic cells on its later missions, while the Apollo gine variant on its latest Airbus CFM sees two possible paths ther tractor- or pusher-configured biofuels are “hugely compli- added the industry also must en- Other modes of transport are moving pumps and landing gear. missions employed alkaline fuel cells devel- A319 last month. CFM said it for future technology develop- applications. While conventional cated” and any solution would gage with regulators on incentives quickly to adopt this promising new tech- oped by UTC Power. UTC cells are now an inte- will install the CFM56-5B/3, ment via conventional and uncon- architecture reduces noise levels require “considerable global re- for environmental efficiency and nology. For example, the first passenger gral part of the power system for the Space which adopts advanced technolo- ventional architectures. Following as well as emissions, the same search and development.” that investment made in technol- ship powered by fuel cells is starting opera- to operate efficiently at much higher tem- edge of technology innovation as any other Shuttle and International Space Station. gies that reduce environmental a traditional route, its LEAP56 can’t be said of unducted-fan de- Citing various biofuel research ogy “must, and surely will, pro- tion this summer in Hamburg. It is the peratures. This makes them more suitable in recent years.” The Shuttle uses three 12kW UTC Power impact and operating and mainte- program, compared with CFM56 signs. “The open rotor is promis- ventures under way at Snecma, vide the long-term solution.” Alster zero-emissions ship, or Zemship, for stationary power-generating applica- The other major commercial aircraft cells providing all electrical power, while the nance costs, on all new A319s. base performance, has set aggres- ing, but we need to do more work Boeing/Virgin Atlantic Airways/ EasyJet believes the European which has a fuel-cell hybrid drive devel- tions. At Boeing, this technology is being fuel cell project Boeing has been working astronauts use the water byproduct as drinking Depending on thrust rating, sive goals of about a 50-percent on noise issues,” said Couillard. General Electric, Boeing/Conti- emissions-trading plan should oped by Germany’s Proton Motor Fuel Cell. studied for secondary power-generating on has been an APU for Boeing 737-sized water and for cooling. Mission STS123 earlier operators of the new variant (or 10 to 15 dB) improvement in Considering the LEAP56 pro- nental Airlines/CFM and DARPA, encourage airlines to invest in Current interest for aircraft applications systems, such as auxiliary power units. aircraft, in joint three-year research effort this year saw the fuel cells surpass 100,000 should enjoy longer on-wing noise levels combined with a spe- gram’s environmental credentials, Couillard said an engine manu- new technology and that “auc- divides into two areas: primary power Boeing does not yet envision fuel cells with NASA Glenn Research Center under hours in operation, said NASA. time and 5- to 12-percent lower cific-fuel-consumption gain of 15 Couillard said the reduction in facturer must “ensure that any tioning of permits is not justi- sources (or prime movers) for unmanned providing primary power for future passen- the agency’s Revolutionary Aeropropulsion Imperial College London is working on a maintenance costs following im- to 20 percent and 25 percent carbon emissions of a 10-aircraft fuel change will have no negative fied.” While welcoming the aerial vehicles (UAVs) and small light air- ger commercial airplanes. However, the Concepts program. The manufacturer is number of fuel cell projects and has close provements to the high-pressure longer on-wing life. With an am- fleet would equate to “planting impact on safety, reliability, European Commission’s planned craft, and auxiliary power on commercial U.S. airframer does believe that demonstra- due to test a solid oxide fuel cell unit links with Intelligent Energy, the UK company compressor (HPC) and high- and bitious 60 percent lower than 6,800 trees every year,” while a durability, emissions, operability, directive on NOx emissions, aircraft such as airliners and business jets. tions like this help pave the way for using this year installed in a 737, with expected that developed fuel cells for a Boeing-devel- low-pressure turbines (HP/LPT). CAEP 6 NOx emissions target, 10- to 15-dB noise reduction (rel- et cetera, while being responsive which reside in the atmosphere With various different types of fuel cell this technology in small manned and efficiency of 45 percent compared to 15 oped fuel cell demonstrator aircraft. Dr. Greg Improved combustors reduce NOx LEAP56 could see 15 percent ative to current Stage 4/Chapter to customer and environmental for “up to several months” com- technology available, the favored candi- unmanned vehicles. percent for a gas turbine. emissions and the engine’s 1 per- better maintenance costs, accord- IV standards) “equates to making needs.” pared with CO , which could Offer, research associate, said PEM cells op- 2 dates are proton-exchange membrane “The benefit of the Boeing demonstra- Initial applications for this type of fuel cent-lower fuel consumption will ing to Couillard. a jack hammer operate as quietly Acknowledging that a tripling remain for around 100 years, the erate at around 80-degrees Celsius, which (PEM) for prime movers and the solid tion was that it proves that IE’s [Intelligent cell could be to power landing gear, possi- cut carbon-dioxide (CO2) emis- as an alarm clock.” of oil prices since 2002 and airline contends that “reducing means that they can start from ambient tem- Open Rotor Saves Fuel oxide fuel cell for on-board power. Energy’s] fuel cells can deliver the requisite bly for future versions of the new Boeing sions “by 200 tons/aircraft/year,” On the question of future en- emerging European Union avia- CO2 emissions should remain the power and that the fuel cells are extremely 787 airliner. perature relatively quickly, while solid oxide said the engine maker, a joint ven- The unconventional approach ergy sources, Couillard said “car- tion-emissions legislation pre- primary objective.” Boeing Demonstrator Airbus has also started to explore a fuel fuel cells operate in the 500- to 1,000-degree- ture between General Electric and takes CFM down the open-rotor bon-free” references implied the sented more onerous challenges, Essex said that EasyJet’s 160- Celsius range and so need half an hour In April, Boeing Research and Technol- Two years ago, AeroVironment cell APU, which it presented for the first Snecma that delivers about 40 road, where the engine manufac- availability of alternative fuels, EasyJet head of operations de- strong fleet has an average age of ogy Europe (BR&TE), part of the famous and NASA combined to fly a fuel- time during the ILA Berlin airshow in May to heat up. Offer added, however, that “this CFM56-5Bs a month. turer sees a potential fuel burn but he conceded that he sees “no velopment Chris Essex said that three to four years and that the cell-powered, unmanned scale excess heat can be valuable.” Phantom Works division, achieved a key on board an Airbus A320. Before the show, The HPC incorporates new improvement of up to 30 percent. instant fix.” He said hydrogen airlines must “move beyond a de- airline has reduced CO2 emis- model of the Global Observer One current challenge, said Offer, is the landmark by flying its fuel cell demonstra- long-endurance aircraft. the fuel cell demonstrator aircraft performed compressor blades and an im- Such dramatic progress would solutions remain “far away,” CO2 pendency on kerosene and adapt sions per passenger by 18 percent tor aircraft, which is based on a Diamond a test over France where fuel cell power was cost. The current rule of thumb is around proved exhaust-gas temperature come at a cost, however, given the capitation–that is, passenger to a carbon-constrained world” by since 2000. J Dimona motor glider. The aircraft is pow- provided to one of the aircraft’s hydraulic $1,000 per kilowatt, which is one reason why ered by a 50 kW PEM fuel cell with sup- pumps, successfully moving the ailerons, fuel cells can’t yet compete with internal com- porting lithium ion batteries. rudder and other flight control systems. bustion powerplants. But the U.S. Department The first flight took place in Ocana, Airbus Deutschland acquired seven of Energy is projecting that this cost will Spain, and, according to Boeing, marked 12kW fuel cell modules from Mississauga, decrease to $50 per kilowatt by 2020. the first time in aviation history that a efficient and power dense,” said Jon Moore, Ontario-based Hydrogenics in January this Another issue is the catalyst in PEM cells, manned airplane maintained straight-and- co-founder of IE, which is also developing year. “Fuel cell technology has played a which invariably use platinum. The cost of plat- level flight on power generated solely by fuel cells for London taxis. “This demon- vital role in the aerospace industry since inum has increased fourfold over the past five hydrogen fuel cells. During takeoff and strator aircraft is a long way from becoming the days of space exploration,” said Hydro- years, which is not a problem for solid oxide climb, the hybrid powerplant, built by a commercial reality,” he told AIN. “Realis- genics president and CEO Daryl Wilson. fuel cells as they use nickel. However, said Intelligent Energy of Loughborough, UK, tically, we don’t expect fuel cell systems to “Today we are seeing the next phase of Offer, solid oxide fuel cell manufacturers are was assisted by the batteries, but during a be able to compete with existing propeller commercialization for auxiliary power “around five years behind PEM cell manufac- 20-minute cruise all the power came from motors and certainly not jet engines, as the applications in commercial aircraft.” turers in terms of development.” the fuel cell. power-to-weight ratio is not comparable. In July 2005, NASA and AeroViron- The European Space Agency has started a According to Boeing, because PEM fuel “Where there is a future for this type of ment pioneered the application of fuel cells five-year project to search for catalysts for fuel cells operate at relatively low temperatures system is in taking the load off the fuel in unmanned vehicles by flying the first cells that are less expensive than platinum, and offer the highest power output for the tanks by powering on-board electrics via fuel cell-powered UAV, a scale model least amount of weight, auto companies fuel cells,” added Moore. “This is really a of the planned Global Observer long-en- such as Ni-Co-Cu alloys. favor them as a replacement for the internal ‘tip-of-the-iceberg’ project and there is lots durance aircraft. Since then there has been The magazine Fuel Cell Today reported re- combustion engine. Solid oxide fuel cells, more across the [aerospace] sector that will widespread interest among the UAV com- cently that the focus of patent applications is on the other hand, use a solid ceramic elec- emerge in due course. It’s fair to say that munity. Global Observer will be able to fly shifting to improving efficiency and durability, trolyte, which makes them heavier and able aerospace has been as close to the leading missions lasting a week at 65,000 feet. J and storage. –I.S.

44aaAviation International News • July 14, 2008 • www.ainonline.com www.ainonline.com • July 14, 2008 • Aviation International Newsaa45 aviation and the environment Aircraft breaker Sun set to rise on Solar Impulse I

by Thierry Dubois D to adopt method R A N O E Solar Impulse, the project that aims to hibits rolling it at high angles so engi- L O I D developed by Airbus fly an airplane around the world on solar neers developed an alarm device to alert U A L

power, is gearing up for the rollout of its the pilot–via vibrations in his left arm–in C L F P

first aircraft early in 2009. Aviation envi- the event he is relaxing or asleep when E by Thierry Dubois / E S

ronmentalist Bertrand Piccard and com- the aircraft’s attitude exceeds six degrees L U P M Newly formed aircraft storage and dis- pany CEO André Borschberg completed in roll. Normal roll angles range from I R A mantling specialist Tarmac Aerosave plans two virtual flights in Dübendorf, Switzer- zero to five degrees. “Above 10 degrees, L O to launch operations in October at Tarbes, land in May that helped them get accus- there is a risk of instability, with the pos- S southwest France. The consortium of six tomed to the flying qualities of the sibility for the aircraft to enter a spiral The Solar Impulse HB-SIA prototype airplane is slated to fly early next year. aerospace firms led by Airbus will build single-occupant, 200-foot-wingspan air- dive,” Borschberg warned. on the technologies developed under the craft. The assembly of the first prototype The HB-SIA prototype, to be unveiled A number of partners are providing Watchmaker Omega is working on the research project meant to make a green and (designated HB-SIA) is well under way. in the first quarter of next year, has un- technical expertise for the Solar Impulse: electric propulsion system, and engineer- profitable business from dismantling retired Borschberg and Piccard each spent 25 dergone slight changes since the latest Belgium’s Solvay is supplying light mate- ing partner Altran is helping with mission aircraft known as Pamela (Process for Ad- hours in the cockpit, one after the other, drawings were released in the second rials that can thermally insulate the cock- simulation. One of the latter’s responsibili- vanced Management of End of Life Aircraft). during the virtual flights. “We tested the half of 2007. The group said these modi- pit, which will have no heating, and ties is to calculate–depending on the “Our outdoor storage and dismantling ergonomics, checking that the controls are fications significantly improve the air- Dassault Aviation has helped with flight amount of sunlight available–how much areas are almost completed,” Tarmac easy to reach. We also wanted to get craft’s flying qualities. The first flight control design, flight simulation and energy the aircraft can store and the conse- Aerosave president Philippe Fournadet told familiar with the aircraft’s behavior in has been rescheduled for early 2009. design reviews. quent range it will allow. AIN. Meanwhile, construction continues flight,” Borschberg told AIN. The long “This is due to the design changes we Etel, a Swiss-based company with expe- The combined Solar Impulse work- on a hangar large enough to house an duration of the sessions also allowed the carried out late in 2007, which involved rience in the satellite industry, is responsi- force, supplied by the partners, numbers A380. The company expects to finish the pilots to explore another dimension–train- more computation on the wing’s struc- ble for the electric motors. However, around 50, along with the core team of 55 building in time for its October launch. ing for fatigue management. Borschberg ture,” Borschberg explained. another firm is developing an alternative people. Tarmac expects civil aircraft storage to did not sleep, breaking his time into 45- The fuselage and nose section have motor that could be chosen for the sec- Flight testing should last until mid-2009, account for 70 percent of its business, while minute periods of actually “flying” the been completed and the aircraft’s wing ond aircraft, which will fly around the during which the Solar Impulse team ex- Storage areas are the remaining 30 percent consists of civil almost complete at aircraft and 15-minute relaxation periods boxes are being built. Borschberg expects world. “Our approach is to find the opti- pects to fly HB-SIA for around 500 hours. and military dismantling. The facilities will Tarmac Aerosave’s site during which he meditated and performed the manufacturing phase to be complete mum motor at the aircraft level,” said “If we are not happy with the aircraft’s have enough capacity to store 20 aircraft “of in Tarbes, France. They breathing exercises. by September and ground testing to fol- Borschberg said. “Weight is factor number- behavior, we will fly more. Otherwise we appear here as six any type” simultaneously. The storage area The design of the Solar Impulse pro- low immediately. one, before efficiency.” Continued on next page u must comply with environmental regula- white rectangles. To the left of the hangar tions, including the ability to collect all leak- under construction are ing fluids to avoid soil pollution. the dismantling area Plans call for the dismantling rate to start (almost triangle) and at around 10 aircraft a year and increase to a neighboring area for 30 to 40 aircraft annually over five years. The sorting materials. company’s workforce would grow accord- ingly, from six employees by year-end to 15 late in 2009 and 30 to 40 by around 2013. Tarmac Aerosave is a joint venture be- The hangar, which tween Airbus, Suez Sita (a company that will be used for both pre- and post-storage specializes in waste processing), TASC Avi- maintenance, should be ation (a Dubai-based Airbus subsidiary that completed in October. specializes in spare parts), engine mainte- nance provider Snecma Services (Hall 4 Stand B12), Equip’Aéro (an equipment number of Airbus and Boeing aircraft. reverse supply chain and undergo recycling at the source makes them more valuable manufacturing and repair company) and The 32-month Pamela project, which for sale as a usable raw material. Malaval- than mixed metals. aerospace engineering firm Aéroconseil. concluded late last year, used an old lon said such reverse supply chains are still Airbus is considering encouraging the Noting that civil aviation authorities have A300 as a prototype for devising environ- relatively modest and need expanding. establishment of authorized dismantling yet to issue any rules stipulating the fate of a mentally friendly disposal methods. The The cutting phase accounted for as centers, using Tarmac Aerosave as the tem- retired airliner, Airbus’ Pamela project man- dismantling process starts with the decom- much as 135,000 pounds, reducing the plate for the business model and processes. ager, Olivier Malavallon, said that the only missioning phase, which consists of clean- A300’s carcass to just 29,000 pounds, It has yet to address recycling of compos- guiding principle for aircraft disposal today ing the aircraft and draining potable water, consisting of cabin lining, cargo-hold lin- ites, material that accounts for just four per- lies with the simplistic axiom, “whatever toilet and fuel tanks. ing, insulation materials and parts con- cent of an A300 but that appears in a much won’t fly again shall be destroyed.” But be- The airplane is then parked to conform taining soiled materials. In other words, larger part of more modern aircraft. “We cause no clear rules about how to dispose of with Part 145 maintenance safety regula- about 12 percent of the A300’s dry weight will address these materials in 15 to 20 an aircraft exist, the risk of careless storage tions. In this phase, Pamela’s A300 lost remained as scrap. Malavallon said to years, when aircraft with a significant and soil pollution runs high. Aware that 40,000 of its initial 233,500 pounds, reduc- reduce that percentage even further, his portion of composites reach end of life,” an some 1,200 of its airliners will reach retire- ing its dry weight to 193,500 pounds. group is urging Airbus’s engineers to con- Airbus executive said. ment in the next 20 years, Airbus manage- The second phase involves removing the sider the end-of-life process when design- For the time being, composite recycling ment has made planet-friendly aircraft engines, APU, landing gear, avionics and ing future airliners. appears to yield less value than metal re- dismantling part of the company’s general ram-air turbine. The engines, for example, “We proved that recycled aircraft alu- cycling. Composites can be crushed and environmental policy. can fly again if their condition permits it; minum can be used in airframe construc- incorporated into certain kinds of plastic Those running the Pamela project in otherwise they too get dismantled. This phase tion, whereas previously it was seen as or concrete. They can also be burned to Tarbes have concluded that about 85 per- took another 29,500 pounds off the A300. suitable only for non-aviation industries,” generate heat or chemically processed to cent of the dry weight of an aircraft can be The third phase consists of the actual Malavallon said. Recycling aluminum con- recoup fibers. However, such processes are recycled, rather than the currently accepted dismantling. First, workers scavenge any sumes 90 percent less energy than produc- aggressive and compromise the material’s maximum of 60 percent. remaining fluids and remove hazardous ing new aluminum. properties to the point that it becomes un- Malavallon stressed that Airbus intended materials. Then comes the most spectacular Of course, the more metal one can ex- suitable for aerospace structural applica- the Pamela project to apply to all aircraft job–cutting the airframe apart. Materials tract from the carcass for recycling, the tions. More importantly, current processes types, not just its own. Forecasts suggest get sorted so that each kind of material more profitable the dismantling process be- for recycling composites do not produce a that by 2020 operators will retire an equal (aluminum, copper and so on) can join a comes, and advanced sorting of the metals worthwhile financial return. J

46aaAviation International News • July 14, 2008 • www.ainonline.com www.ainonline.com • July 14, 2008 • Aviation International Newsaa47 aviation and the environment uContinued from preceding page try to keep any increase in the fuselage will rapidly go ahead with the second air- size to a minimum. The autopilot will be craft,” Borschberg said. more sophisticated and the cockpit will The second aircraft must perform bet- be pressurized when the aircraft flies at ter than the first, but the design team will high altitudes, which is planned to be S O R G E N A H P E T S / E S L U P M I R A L O S Solar Impulse CEO André Borschberg in the simulator during the aircraft’s virtual flight at Dübendorf, Switzerland, in May. Both he and project initiator Bertrand Piccard flew 25 hours each, evaluating the ergonomics of the cockpit and getting the initial experience of the aircraft’s behavior.

about 12 hours each day. imum power of 10 hp. The propellers have Now in development is a small, high- two blades and their diameter is 3.5 meters speed (500,000 rpm) turbocharger that will (11 feet). Their rotation speed will be in the operate the aircraft’s pressurization system. 200 to 400 rpm range. It will consume an average of 40 Watts in a The key to flying at night is being able 24-hour period. to store solar energy accumulated during The airplane’s average true airspeed the day. The energy accumulators needed over a 24-hour period will be close to 38 for night flying weigh 400 kg (880 knots. Its wing load is just under eight pounds). Another way to store energy is to kilograms per square meter (1.6 pounds climb during the day to allow scope for per square foot). It has 200 sq m (2,150 losing altitude during night. sq ft) of photovoltaic cells, distributed Solar Impulse has so far raised ap- over a 61-meter (200-foot) wingspan. The proximately $70 million for the project. Solar Impulse’s takeoff weight, which That amount comprises 70 percent of the equals its landing weight, is 1.5 metric full program and includes the costs of tons (3,300 pounds). HB-SIA’s flight tests and the design of Each of its four motors will have a max- the second aircraft. Borschberg, Piccard and their team are now looking to raise another $30 million to complete the am- bitious program. J

Sustainable Aviation– the Future of Flying

Here at the Farnborough Interna- tional show, the Society of British Aero- space Companies is hosting an industry summit focusing on how all parts of the industry can safeguard aviation’s future while meeting its environmental obli- gations. The event is being held on Wednesday from 10 a.m. to 12:45 p.m. in the Media Centre. Speakers will in- clude Airbus chief executive Tom En- ders; British Airways CEO Willie Walsh; Giovanni Bisignani, director general of the International Air Transport Associa- tion; Cathay Pacific CEO Tony Tyler and Rolls-Royce’s director of engineering and technology Colin Smith. SBAC’s environmental briefing papers can be found online at www. sbac.co.uk/pages/92567080.asp. I

48aaAviation International News • July 14, 2008 • www.ainonline.com