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Goals

Achieving climate neutral air mobility

Short-term (<2030)
  • By 2030, net CO2 emissions from all intra-EU flights and those departing the EU are reduced by 55% compared to the 1990 baseline (11);
  • By 2030, non-CO2 climate effects are fully understood, managed, monitored and reduction targets are set in- line with the latest scientific understanding and available mitigation solutions;
Medium-term (<2035)
  • By 2035 new technologies, fuels and operational procedures in service result in a 30% reduction in non-CO2 climate effects of all intra-EU flights and those departing the EU relative to the 1990 baseline;
Long-term (<2050)
  • By 2050, net-zero CO2 emissions has been achieved for all intra-EU flights and those departing the EU;
  • By 2050 new technologies and operational procedures in service result in a 90% reduction in NOx emissions from all intra-EU flights and those departing the EU relative to the year 2000 12;
  • By 2050 new technologies and operational procedures in service result in a 90% reduction in non-volatile particulate matter (nvPM) emissions from all intra-EU flights and those departing the EU relative to the year 2000;
  • By 2050 new technologies and operational procedures in service result in a 90% reduction in warming contrail cirrus relative to the 2000 baseline;
  • By 2050 new technologies, fuels and operational procedures reduce the climate impact of CO2 and non-CO2 effects of all intra-EU flights and those departing the EU by 90% relative to the year 2000;

11 Derived from European “Fit for 55”
12 Derived from FlightPath2050

Putting the citizen at the centre

Short-term (<2030)
  • A single framework is in place to protect travellers’ rights in a consistent way across all transport modes;
  • By 2030, European citizens are able to make informed mobility choices and have affordable access to sustainable, reliable, resilient, equitable, flexible, customer-centric and seamless connectivity both as passengers and for freight. Mobility choices are contextualised and personalised taking into account environmental impact and customers’ individual preferences and requirements;
  • Operational noise abatement procedures are applied such that for Continues Descent Operations (CDO), relative to 2019 baseline, there is a 50% of reduction of average time in level flight by 2030 in Europe during night-time;
  • By 2030, all airports have carried out an assessment of the best trade-off between noise exposure and emissions reductions in order to implement the most efficient Noise Abatement Departure Procedure(s);
  • Aviation is a desirable sector to work in meaning that all posts are filled quickly and that there is low turnover of employees.
Medium-term (<2035)
  • A policy framework is established and applied, comprising metrics and calculation techniques for predicting, measuring and setting standards for the health, social, environmental, climate and other impacts of air transport, such as noise and local air quality, and enforcing compliance;
  • By 2035 land use management principles are applied for each airport region in Europe such that, relative to 2019 baseline, there is no population increase within Lnight=50 dB contour, and no existing population within Lnight=50 dB contour without noise insulation measures and no population increase within Lden=65 dB contour, and no existing population within Lden=65 dB contour without noise insulation measures in place.
Long-term (<2050)
  • 90% of travellers within Europe are able to complete their journey in less than four hours;
  • 90% of freight within Europe is able to complete the journey, seamlessly, in less than four hours;
  • Air transport is an integrated component of the overall mobility system that is resilient to and automatically reconfigurable against disruptive events so that the traveller or cargo has a 95% probability of completing the journey on-time;
  • By 2050 technologies, operational improvements and noise abatement procedures reduce the perceived noise emission of flying aircraft by 65% 13 per operation relative to the 2000 baseline;
  • Land use management principles are applied for each airport region in Europe such that, relative to 2019 baseline, there is no population increase within the Lden=45dB contour by 2050;
  • Operational noise abatement procedures are applied so that for Continues Descent Operations (CDO), relative to 2019 baseline, there is a 90% of reduction in average time in level flight by 2050 in Europe;
  • All external mobility costs are internalised consistently, equitably and transparently across all transport modes when designing, developing, constructing, operating and maintaining the integrated, intermodal transport system.

13 A reduction of 65% equals minus 15 dB/operation

Improving global leadership and competitiveness

Short-term (<2030)
  • By 2030 technological solutions for sustainable Zero- Emission vehicles have been demonstrated, and suitable certification methods and regulatory frameworks have been developed to support accelerated development and deployment.
Medium-term (<2035)
  • By 2035 Zero Emission air vehicles are starting to be deployed across Europe.
Long-term (<2050)
  • By 2050, the high degree of competitiveness and strong reputation for quality and sustainability means that European aviation products and services have secured a 60% of their respective world markets;
  • By 2050, compared to 2022 there is a 30% increase in cost competitiveness of “Made in Europe” aviation technology, products and services throughout the supply chain achieved by streamlining systems engineering, design, manufacturing and upgrade, enhancing technology and people capabilities, and improving process efficiency;
  • By 2050, there is a 50% reduction in the cost of certification, enabled by enhanced digital capabilities and new standards.

Aviation in the european energy and fuels system

Short-term (<2030)
  • Aviation is fully integrated with the European energy and fuels sector to ensure availability, affordability and security of supply;
  • By 2030, SAFs make up 10% of all of the aviation fuel consumed in Europe for intra- EU and departing flights;
  • By 2030, sustainably produced hydrogen will be available in key EU airports for ground operations and aircraft demonstration;
  • By 2030, aromatics and sulphur maximum contents in jet fuel uplifted in the EU are reduced, minimising non-CO2 impacts;
  • By 2030, standards for the composition of SAFs are available and the means of ensuring compliance are in place;
  • All types of refuelling – battery charging, fuel cell exchange, hydrogen – is available at EU airports for ground vehicles providing access to the airport.
Medium-term (<2035)
  • In Europe, by 2035, 20% of conventional jet fuel is replaced by sustainable aviation fuel.
Long-term (<2050)
  • By 2050, over 80% of conventional fuel will be replaced by SAF;
  • By 2050, sustainable hydrogen is available as an aviation fuel at all European airports;
  • The energy and transport chains are integrated within the mobility as a service system, e.g. the passenger can ride on a hydrogen powered bus to an hydrogen powered airport to board an hydrogen powered flight.

Vehicles and propulsion

Short-term (<2030)
  • By 2030 Europe will demonstrate the “first-of- kind” hydrogen and hybrid electric, regional and short- and medium-range (SMR) solutions;
  • By 2030, European fleet efficiency improvement and emission reductions are enabled by retrofitting and forward fitting of technologies matured under European research programmes, ACARE driven initiatives, matching national programmes and industrial research. Together with fleet replacement, this reduces overall emissions more than countering the effects of any traffic growth;
  • All aircraft 14 and engines entering service after 2030 will be certified for 100% non-blended SAF or other low/ zero carbon fuels (e.g. [liquid] hydrogen);
  • By 2030, new regional and short-medium range aircraft will be defined and product developments launched. These aircraft will start entering service by 2035.
Medium-term (<2035)
  • By 2035, all aircraft have 100% capability and over 10% make significant regular use (around. 50% of the time) of SAF in Europe;
  • By 2035, overall European fleet fuel efficiency potential improves by at least 10% over 2018 levels with a stretch target of 15% improvement. This is enabled by the ramp up of new solutions with lower fuel burn aircraft to comprise between 30% and 50% of the overall fleet;
  • By 2035 Europe has introduced the world’s first certified commercial hybrid-electrics and hydrogen solutions.
Long-term (<2050)
  • By 2050, 75% of the European regional and short- medium range fleet will comprise
    the new aircraft that started entering service from 2035;
  • By 2050, overall European fleet fuel efficiency will have improved by between 30% and 50% compared to 2018 levels;
  • By 2050, air vehicles, their propulsion systems and the energy sources they utilise will be designed using circularity principles, facilitated by eco- design, with transparency and traceability from production, operation to end-of-life;
  • By 2050, the European aeronautical supply chain and manufacturing sector will have achieved net- zero greenhouse gas emissions across all of Scope 1, Scope 2 and Scope 3. The cycle time through design to certification is reduced by 50% in order to meet aggressive time schedules.

14 Due to propulsion systems and fuels used General Aviation may have different timescales

Infrastructure, operations and services

Short-term (<2030)
  • By 2030 air transport operations throughout Europe use the most efficient generation of vehicles supported by best-in-class air traffic management (ATM) and ground operations;
  • All air vehicles have access to optimised ground infrastructure;
  • By 2030, 30% airports and other aviation infrastructure operate climate-neutral;
  • By 2030 operational fuel efficiency has improved by at least 5% compared to 2018 due to optimised flight trajectories and flight operations. This includes the benefit of minimised aircraft movements on-ground and reduced engine/electric taxi;
  • By 2030, airports have plans in place to adapt their infrastructure to allow operations of hydrogen aircraft once they enter the market;
  • All flights are planned with the ability to re-plan dynamically en-route, to climate optimised routes eliminating adverse environmental and minimising social impact, such as emissions and noise
Medium-term (<2035)
  • All air vehicles have access
    to ground infrastructure optimised for their operation, multimodality and passenger experience. Coherent ground infrastructure has been developed including airports, vertiports and heliports with the relevant servicing and connecting facilities to other modes (incl. baggage handling and integrated security);
  • An ATM system is in place that provides the required capacity and flexibility to cater for demand. It delivers a range of services to handle all types of vehicles (fixed-wing, rotorcraft) and systems (manned, unmanned, highly automated) that co-exist in shared airspace and are integrated into and interoperable with the overall air transport system with 24- hour efficient operations of airports;
  • European airports, ATC and energy production such as green electricity, SAF and Hydrogen operations will evolve to support new aircraft and fuels/energy systems;
  • Theavailabilityatallmajor airports with sustainable fuels increases progressively. By 2035, SAF is available for flights departing an EU airport with a minimum share of 20% SAF;
  • By 2035, at least 100 EU airports have become hydrogen hubs, initially for emission
    free ground transport while preparing the infrastructure for hydrogen-fuelled aircraft.
Long-term (<2050)
  • By 2050, hydrogen fuelling will have become standard with high availability to meet demand;
  • By 2050, airports and other aviation infrastructure operate with zero emissions.

Aviation in the european energy and fuels system

Short-term (<2030)
  • Aviation is fully integrated with the European energy and fuels sector to ensure availability, affordability and security of supply;
  • By 2030, SAFs make up 10% of all of the aviation fuel consumed in Europe for intra- EU and departing flights;
  • By 2030, sustainably produced hydrogen will be available
    in key EU airports for ground operations and aircraft demonstration;
  • By 2030, aromatics and sulphur maximum contents in jet fuel uplifted in the EU are reduced, minimising non-CO2 impacts;
  • By 2030, standards for the composition of SAFs are available and the means of ensuring compliance are in place;
  • All types of refuelling – battery charging, fuel cell exchange, hydrogen – is available at EU airports for ground vehicles providing access to the airport.
Medium-term (<2035)
  • In Europe, by 2035, 20% of conventional jet fuel is replaced by sustainable aviation fuel.
Long-term (<2050)
  • By 2050, over 80% of conventional fuel will be replaced by SAF;
  • By 2050, sustainable hydrogen is available as an aviation fuel at all European airports;
  • The energy and transport chains are integrated within the mobility as a service system, e.g. the passenger can ride on a hydrogen powered bus to an hydrogen powered airport to board an hydrogen powered flight.

Education, training and research

Short-term (<2030)
  • From 2022 onwards, as identified in the EREA 7PP, links to other transport modalities and industrial sectors and links between national programmes and EC activities are established. These links generate and secure benefits from knowledge sharing, synergies and spin-offs in both directions;
  • From 2025, Europe leads the world’s accelerated innovation path for sustainable aviation;
  • From 2025, EU aviation is attractive to start-ups and venture capital as disruptors/accelerators of innovation;
  • By 2025, compared to 2020 there is 30% more effort on readying climate neutral aviation solutions for industrial use in science, technology and education;
  • By 2030, education initiatives attract and educate 30% more people in aviation sector skills compared to 2020, creating new, high- value skills for the future European workforce, accelerating development of know-how for new, key technologies and differentiators;
  • By 2030, research programmes and public- private partnerships have increased the research and innovation pipeline in climate neutral aviation technologies by 50% compared to 2020;
  • By2030,Europeistheworld-leadingaviation centre for academic and applied science in hydrogen and SAF, passenger centricity and noise reduction;
  • By 2030 Europe is the most attractive place for aviation research, demonstration, deployment, conferences, and developing international policy and implementation;
  • By2030,Europeisattheforefrontofclimate impact and atmospheric research, developing a full system understanding of CO2 and non-CO2 effects, minimising uncertainties, assessing the impact and risks resulting from those uncertainties and taking the lead in the formulation of a prioritised environmental action plan and establishment of global environmental standards.
Medium-term (<2035)
  • European research is supported by appropriate infrastructure, living labs and high fidelity digital tools that are also used for training. As identified in the EREA 7PP, oversight is provided by a European Aviation Research Union;
  • Specialised training in the design and certification of new, innovative concepts is provided through collaborative organisations for education and training, perhaps established a Joint Undertakings;
  • By 2050, Europe is recognised as leader is sustainable aviation education, in technical and non-technical areas of study and research.
Long-term (<2050)
  • Between 2035 and 2040, the research focus includes large and ultra-efficient hydrogen powered aircraft

Digital transformation

Short-term (<2030)

    • The challenges of digital transformation have been solved by 2030, including:

      • European standards for data handling, sharing and access and cyber security are in place so that all actors can share the same sets of data for certification, performance, maintenance and end-of-life purposes;

      • the development of digital European aviation standards as a prerequisite for efficient research collaboration and to virtually integrate and leverage the results of numerous disciplines and stakeholders on compatible European Zero Emission aircraft platforms;

      • understanding the relationship between the human and the machine and the associated safety implications;

      • test, validation and certification of complex systems that show non- deterministic, emergent and learning behaviours;

      • dissemination and sharing of requirements, new rules and best practices, contributing to standardising a digital approach to leverage innovation across European research;

      • making European results and IP recognisable and protectable;

      • GDPR compliant exchange of personal data;

      • a holistic approach to security, addressing physical infrastructure, people, processes, and technology, through the system life-cycle from design through manufacture and certification to operations, maintenance, and decommissioning, including all aspects of the supply chain.

    • There are no successful cyber-attacks on aircraft and critical aviation infrastructure.

Medium-term (<2035)
  • European aviation is using the new EU digital back- bone and design standards, enabling researchers, the supply chain and the OEMs to validate via digital twins the end-to-end viability and impact of European Aircraft;
  • The first major aircraft components have been flight-certified with the help of digital certification;
  • Short- and medium-term weather forecasts make use of a worldwide network of ground based and airborne sensors;
  • Fully GDPR-compliant passenger support before, during and after a journey is integrated so much that the average travel can be considered seamless;
  • Each aircraft and its components can be tracked and monitored from design and production throughout their operational lives.
Long-term (<2050)
  • All major aircraft parts are certified largely by means of digital certification;
  • All routing is based on fully digitised 4D navigation where the system has been proven to be very resilient in case of minor and major disruptions;
  • In research computing capacity is no longer a limiting issue. Real time simulations including CFD- and FEM-analyses are possible to a level such that both design and off-design performance are being predicted accurately;
  • Digitalisation has proven to bring an important contribution to the safety of aircraft.

Development, demonstration and deployment

Short-term (<2030)
  • By 2030, the first-of-its-kind hybrid-electric, short/medium range solution have been demonstrated;
  • By 2025, efficient upgrades to 100% non-blended SAF potential have been developed and certified;
  • By 2025, deliver climate friendly air traffic routing solutions;
  • Deliver latest generation aircraft with greater than 20% improved efficiency compared to 2020;
  • Accelerate the delivery of the latest generation of components and vehicles by 2030;
  • Demonstrate passenger-centric aircraft, including easy access, cabin comfort and baggage handling
  • Societal acceptance of new technologies (e.g. AI), vehicles (e.g. air taxis), systems, services and operations (e.g. supersonic flight) is assessed and understood.
Medium-term (<2035)
  • Facilities and infrastructure, such as large-scale demonstrators, D-planes and living labs are in place and widely available;
  • Demonstrate cost competitive circular- and eco- design, manufacture and assembly as the future of EU aircraft production for further implementation and impact;
  • Deliver a comprehensive EU deployment plan for hydrogen including assuring its availability, certified standards for products, handling and services including maintenance, repair and overhaul (MRO);
  • Establish EU Flag carrying pilot projects supported by pre-commercial public procurement for demonstration and deployment, enabled by cross border/ EU regulatory sand boxes to experiment and validate impact across Europe.
Long-term (<2050)
  • Deliver the first pan-European, full scale climate neutral solutions and develop more efficient, larger and longer- range solutions;
  • Deliver next generation, high efficiency 100% non- blended SAF vehicles;
  • Deliver the first hydrogen- hybrid-electric solutions.

Safety, security and resilience

Short-term (<2030)
  • By 2030 the Safety Management System (SMS) encompasses risks from diseases, security threats and climate change;
  • By 2030 the SMS takes full benefit of operational data collected daily for all segments of the air transport, though validated processes, tools, solutions and training for end-users;
  • By 2030, a close link has been established between aviation and international health organisations (EMA, WHO) and, through this, systems have been developed to help prevent future pandemics. Based on scientific modelling, the aviation industry (with other transport modes) can adapt operations and networks at short notice in to prevent illnesses from spreading
  • By 2030, apply disruptive technologies such as AI, digital twins, interconnected systems to develop enhanced manned- unmanned teaming for air transport security management;
  • By 2030, develop dedicated training devices such as hybrid simulation tools in order to qualify and/or certify the air transport security devices;
  • By2030,airtransportresiliencehasbeen demonstrated against cyber/physical threats by addressing the following situations:
    • Threat management: Detection of threats and engagement of mitigation actions;
    • Attack management: reduce damages by protecting persons and neuralgic systems during the attack (cyber / physical);
    • Crisis management: Engage actions to rescue persons and reconfigure the air transport system.
  • By2030 Europe is the first to demonstrate seamless air mobility operation with other transport modes including integrated tickets, GDPR-compliant exchange of journey information and automatic reconfiguration in case of disruption in greater than 30% of journeys.
Medium-term (<2035)
  • Levels of safety have increased by a factor of two compared to 2020;
  • Safety, security and resilience are assured seamlessly and to the same standards along the entire journey irrespective of the modes used.
Long-term (<2050)
  • Levels of safety have increased by a factor of five compared to 2020;
  • By 2050, implement intelligence solutions in the Safety Management System (SMS) to infer prevailing risks in real-time and support their mitigations with the concerned actors collaboratively;
  • By 2050, apply a cross-sector risk management system to support the detection, characterisation and mitigation of common threats, cascading failure cases from interconnected systems and systematic risks;
  • By2050,demonstratethe autonomous management of air transport security (in all situations) by an interconnected resilient system, while maintaining human in the loop;
  • By 2050, develop standards and periodic exercises to check and adapt the air transport system security management to new threats;
  • By 2050, demonstrate the interconnect ability of air transport resilient Security system to outside systems (city, national, etc.) for a global Security management at the level of cities, countries or Europe;
  • By2050,thetransportsystem is resilient to disruptive events; it is capable of automatically and dynamically reconfiguring individual journeys within the network to meet the needs of the traveller if disruption occurs helping the system to remain operational at (acceptably) high performance levels. Airspace users have full situational awareness of the transport system as a whole as well as its customers’ itineraries. Flights arrive within one minute of the planned arrival time in normal conditions.
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