What changed

Follow up to the European Parliament non-legislative resolution on electric aviation – a solution for short and mid-range flights

MOTION FOR A EUROPEAN PARLIAMENT RESOLUTION

Rapporteur: Erik BERGKVIST (S&D / SE)

on electric aviation – a solution for short and mid-range flights

Reference numbers: 2023/2060 (INI) / A9-0438/2023 / P9_TA(2024)0014

(2023/2060(INI))

Date of adoption of the resolution: 16 January 2024

– having regard to the Treaty on the Functioning of the European Union (TFEU), in particular Article 90 thereof,

Competent Parliamentary Committee: Committee on Transport and Tourism (TRAN)

– having regard to the Treaty on European Union (TEU), in particular Article 3(3) thereof,

Brief analysis/ assessment of the resolution and requests made in it:

– having regard to the Commission proposal of 16 March 2023 for a regulation of the European Parliament and of the Council on establishing a framework of measures for strengthening Europe’s net-zero technology products manufacturing ecosystem (the Net Zero Industry Act) (COM(2023)0161),

The– having regard to the Commission proposal of 14 July 2021 for a regulation of the European Parliament resolutionand of 16 Januarythe 2024Council on electric aviationthe –deployment aof solutionalternative forfuels shortinfrastructure, and mid-rangerepealing flightsDirective –2014/94/EU adequatelyof highlights:the European Parliament and of the Council (COM(2021)0559),

the benefits of aircraft electrification for the connectivity of the European citizens as an environmental-friendly option where geographical conditions do not allow for alternative transport modes (e.g. rail), as a technology that positively impacts local air quality and noise and reduces the overall emissions of the aviation sector,

– having regard to the Commission proposal of 14 December 2021 for a regulation of the European Parliament and of the Council on Union guidelines for the development of the trans-European transport network, amending Regulation (EU) 2021/1153 and Regulation (EU) No 913/2010 and repealing Regulation (EU) 1315/2013 (COM(2021)0812), in particular Section 5 thereof on air transport infrastructure,

the technological innovations as a competitive and at the same time ecological option for regional mobility with considerable potential to establish new routes by using less frequented regional and secondary airports and more direct connections, for which in the starting phase considerable public funding is needed to de-risk investments from the private side,

– having regard to the Commission proposal of 7 June 2018 for a regulation of the European Parliament and of the Council establishing Horizon Europe – the Framework Programme for Research and Innovation, laying down its rules for participation and dissemination (COM(2018)0435),

the technological challenges linked to the new type of air mobility,

– having regard to the Commission proposal of 11 June 2013 for a regulation of the European Parliament and of the Council on the implementation of the Single European Sky (COM(2013)0410),

that due to the systemic challenges in terms of technology development, infrastructure, certification and legal and financial support from the public sector, there must be close coordination between the EU stakeholders involved.

– having regard to the Commission communication of 29 November 2022 entitled ‘A Drone Strategy 2.0 for a Smart and Sustainable Unmanned Aircraft Eco-System in Europe’ (COM(2022)0652),

Response to the requests and overview of the action taken, or intended to be taken, by the Commission:

– having regard to the Commission communication of 9 December 2020 entitled ‘Sustainable and Smart Mobility Strategy – putting European transport on track to the future’ (COM(2020)0789),

Paragraphs 1 and 4

– having regard to Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’), transforming the European Green Deal goals into law,

The Commission agrees in principle on the importance of financial support for regional airports, especially those that are active in the field of electric aviation, and the importance of cooperation with relevant regions and Member States.

– having regard to Regulation (EU) No 598/2014 of the European Parliament and of the Council of 16 April 2014 on the establishment of rules and procedures with regard to the introduction of noise-related operating restrictions at Union airports within a Balanced Approach and repealing Directive 2002/30/EC,

The Commission recalls that there are various EU instruments that can support regional airports, such as the Innovation Fund, the European Regional Development Fund, and the trans-European networks in the area of transport infrastructure (TEN-T).

– having regard to Directive 2003/87/EC of the European Parliament and of the Council of 13 October 2003 establishing a scheme for greenhouse gas emission allowance trading within the Union and amending Council Directive 96/61/EC, and in particular the establishment of the Innovation Fund,

The role of regions and Member States is vital for tapping into the potential of regional airports. At European level, this is facilitated through projects financed through the EU’s Research and Innovation Framework Programme (e.g. the H2020 project Modular Approach to Hybrid Electric Propulsion Architecture) and other initiatives such as the Alliance for Zero Emission Aviation (AZEA) – see for example the progress report of this alliance for 2023 - and the State Representative Group of the Clean Aviation Joint Undertaking. Moreover, the Memoranda of Cooperation concluded between the Clean Aviation Joint Undertaking and regions in Europe are important tools through which the Commission further fosters cooperation with regions and Member States.

– having regard to the European Green Deal, which aims to set the EU on the path to a green transition, with the ultimate goal of reaching climate neutrality by 2050,

Paragraphs 6 and 9

– having regard to the adoption of the Fit for 55 package and the proposals included therein, notably the proposal to increase the production and uptake of sustainable aviation fuels (SAF), also known as the ReFuelEU Aviation initiative, and the proposal to revise the EU’s emissions trading systems (ETS) as regards CO2 emissions from aviation,

The Commission agrees that the market prospects and the economic, environmental and social effects of electric vertical take-off and landing aircrafts (eVTOLs) and urban air mobility aircrafts (UAMs) in general depend very much on the boundary conditions of the possible deployment scenarios, since for this type of mobility - next to the technical development of the vehicles - infrastructural and traffic management aspects must be taken into account. During the last General Assembly of AZEA on 26 March 2023, a market potential of up to 27000 vehicles in this market segment was indicated.

– having regard to its resolution of 9 May 2023 on the new EU urban mobility framework,

The Commission agrees that both eVTOLs and fixed-wing electric aircraft are complementary forms of new urban air mobility and supports the market uptake of both types through research and innovation, deployment, certification and infrastructure development. The Commission notes that despite the differences in aircraft design between the two technological solutions, there are several similarities at the aircraft system level, in particular concerning the powertrain and energy storage systems.

– having regard to its resolution of 11 November 2015 on aviation,

The further development of these products up to market maturity is supported by various instruments: (i) in the collaborative part of Horizon Europe which focusses on highly innovative solutions with low Technology Readiness Level (TRL) and through the Clean Aviation Joint Undertaking developing first demonstrators while aspects of the safe integration of aircraft are addressed by Single European Sky Air traffic management(ATM) Research (SESAR 3 Joint Undertaking), (ii) in close collaboration with the European Aviation safety Agency (EASA) in the early stages of the projects to ensure certifiability from the beginning and (iii) the integration of the aircraft as well as the requirements for the overall system are dealt with within AZEA in frequent exchange with the Renewable and Low-Carbon Fuels Value Chain Industrial Alliance (RLCF)

– having regard to its resolution of 10 May 2012 on the future of regional airports and air services in the EU,and its resolution of 16 February 2017 on an Aviation Strategy for Europe,

Paragraph 15

– having regard to the European Union Aviation Safety Agency (EASA) special certification conditions SC E-19 for electric/hybrid propulsion systems,

With reference to the comments on paragraphs 1 and 4, it is pointed out that the provision of the necessary ground infrastructures will create the essential framework conditions to enable flight connections for emission-free flying. In addition, within the framework of AZEA and in cooperation with industrial stakeholders, possible networks are being discussed on which emission-free aircraft (battery-powered or hydrogen) can be operated economically. Eurocontrol and EASA are members of AZEA and at the same time working groups leaders within this alliance, so that there is a constant exchange between both stakeholders. It is noted that apart from the potential reductions in CO2 emissions, non-CO2 emissions and their climate impact are addressed.

– having regard to Rule 54 of its Rules of Procedure,

Paragraph 19

– having regard to the report of the Committee on Transport and Tourism (A9-0438/2023),

The Commission agrees with all points raised, namely (i) to properly implement the Alternative Fuels Infrastructure Regulation (AFIR), (ii) the need for evaluation – in collaboration with the Member States - of the state of the market for hydrogen-powered and electric aviation, (iii) the preparation of a feasibility study and a corresponding deployment plan for alternative fuels infrastructures at airports.

A. whereas by 2019, emissions from international aviation had increased by 146 % compared to 1990; whereas this share is expected to grow as demand for air travel increases;

The Commission confirms its commitment to ensure a proper implementation of the AFIR Regulation, including its proper evaluation. It is noted that in particular AZEA is the leading initiative within the Commission to address these issues in cooperation with Member States and local industrial partners. In addition, various options for public and private financing of future scenarios are being evaluated within the alliance to ensure the economic viability. In this regard, the Connecting Europe Facility (CEF) is a suitable instrument to support the financing of the necessary ground infrastructure.

B. whereas 50-55 % of emissions could be reduced by shifting to SAF, 30-35 % by deploying new technologies, 5-10 % by optimising aircraft operation and infrastructure, and 5 % by opting for new market-based measures;

Paragraphs 26

C. whereas in order to deliver the required emission reductions by 2050, 75 % of the global civil fleet will have to be replaced from 2035 onwards;

The Commission agrees that existing and planned legislation must not hinder the development of climate-friendly technologies in the aviation sector and that equal opportunities must be created for different technological approaches. In order to achieve the goals of the European Green Deal, the introduction of different technologies is essential. The involvement of independent external bodies, such as the Advisory Council for Aviation Research in Europe (ACARE), is always an important component for the strategic orientation.

D. whereas the case for truly clean aviation requires deeper collaborations across research, manufacturers, airlines, governments and other stakeholders; whereas a subset of the aviation industry is already active in developing advanced concepts of aircraft such as electrical vertical take-off and landing (eVTOL) aircraft;

Through the formation of alliances and the constant exchange across the Commission services (e.g. in the form of steering groups), it is ensured that the interests and perspectives of the different Commission services are also incorporated into the design of proposals for EU-wide legislative initiatives. As a concrete example, reference can be made to the sub-mandate for Renewable Fuels of Non-Biological Origin (RNFBOs) in the ReFuelEU Aviation regulation, which explicitly provides for hydrogen as eligible Sustainable Aviation Fuel (SAF).

E. whereas the Clean Aviation Joint Undertaking (CAJU) is the EU’s leading research and innovation programme for transforming aviation towards a sustainable future; whereas the CAJU and EASA are cooperating on adapting the standard certification regime for a new generation of aircraft;

The Commission will continue to maintain close internal exchanges between the Commission services and promote exchanges with independent external interest groups.

F. whereas small electric test aircraft of up to nine seats are already flying in various EU regions; whereas electric aircraft of up to 30 seats are planned for the late 2020s, and regional aircraft for the 2030s; whereas the first fleet of electric aircraft certified by EASA is already engaging in safe and environmentally friendly pilot training activities; whereas several eVTOL models have already applied for type certification with EASA;

Paragraphs 27, 28 and 29

G. whereas EASA has proposed rules for the safe operation of VTOL aircraft, which includes air taxis, and a comprehensive set of operational requirements for piloted electric air taxis, spanning across the domains of operations, flight crew licensing and rules on the air and air traffic management;

The Commission agrees that the transition of air transport, the necessity of which arises from the European climate targets, will have a far-reaching impact on the transport system and the energy system. The need for a systemic approach was met by the creation of AZEA. Within this alliance, as well as in the corresponding working and sub-working groups, possible future scenarios are also evaluated regarding their requirements in terms of ground infrastructure and the resulting energy demand. As mentioned above, this is done in cooperation with key stakeholders in European industry. The Commission services are continuously informed about the progress of the Alliance, e.g. through the constant convening of the steering group, the General Assembly and the preparation of reports.

H. whereas electric and hybrid-electric aviation could bolster urban and regional air mobility and connectivity, offering a whole range of innovative public transport solutions; whereas, in the meantime, plans are also taking shape for the widespread take-off of hydrogen-powered aircraft by 2035;

The Commission shares the views that the EU regulatory framework should support the decarbonisation objectives of the aeronautics industry and confirms its support to ACARE, AZEA, and the implementation of the Net Zero Industry Act (NZIA), which are important for the development of a common strategy for electric aircraft, covering research and innovation, deployment and infrastructure requirements.

I. whereas electric and hybrid-electric aviation will improve competitive travel times over shorter distances through faster transfer; whereas electric aircraft will carry fewer passengers in small airplanes, which means less time spent on boarding and ground handling;

Paragraph 31

J. whereas the EU is witnessing rapid development in battery technology in terms of both production volumes and development expenditure;

The Clean Aviation Joint Undertaking focuses amongst others on electric and hydrogen-powered aircraft. For example, hybrid-electric propulsion systems are being extensively investigated, especially for regional aircraft, and have a good chance of being introduced to the market by 2035.

K. whereas the success of highly complex research and development projects in the field of clean aviation directly depends on financial and political support, including that of the EU institutions and the Member States; whereas multiple alliances on clean aviation have been formed, such as the Alliance for Zero Emission Aviation (AZEA), which are currently working on project pipelines, but need effective EU support; whereas public incentive for these projects is key in attracting private investment;

On the issue of going beyond TRL 6, the Commission wishes to clarify that regarding EU Research and Innovation (R&I) funding provided through Horizon Europe, it cannot be provided beyond TRL 6. Nevertheless, the Commission is developing concepts to support the application of aviation technology through other funding opportunities, in particular the Innovation Fund, to further increase the level of technology maturity and thus to use aviation emission charges for climate-friendly solutions in this area.

L. whereas Member State investments in the electricity supply of stationary aircraft will be needed in the upcoming years in order to comply with the targets set out in Regulation (EU) 2023/1804 of the European Parliament and of the Council of 13 September 2023 on the deployment of alternative fuels infrastructure, which could become a stepping stone towards the future deployment of charging infrastructure for electric aircraft;

The Commission agrees that the significant investments are needed to realise the ambition of European leadership in net-zero aviation. The Horizon Europe budget available for the Clean Aviation Joint Undertaking has its limits. That is why it is important to join forces with national and regional investments in net-zero aviation (subject to compliance with State aid rules where applicable), other EU programmes, such as the Innovation Fund and private investments. The Commission takes note of the reference to the next Multiannual Financial Framework (MFF).

M. whereas the carbon footprint calculation of electric and hydrogen-powered aviation needs to be based on its entire life cycle, including the source of energy production and battery manufacturing;

Paragraph 32

N. whereas although the aviation sector has had a sharp reminder of its vulnerability to pandemics, geopolitics and economic shocks, it has proved its key role in keeping the supply chain uninterrupted, especially for essential goods;

The Commission takes note of the view of the European Parliament in the context of the preparations of the next MFF.

O. whereas green and digital skills in technical education and expertise, such as aviation technology and engineering, science and mathematics, are vital for the sustainable development of aviation, and create attractive jobs for young people;

Paragraphs 33 and 34

P. whereas safety must remain the number one priority in aviation;

The Commission agrees and fully shares the view regarding the European Battery Alliance and NZIA. The Commission wishes to underline the substantial effort, based on available resources, that goes into coordinating the Work Programme activities and synergies within Horizon Europe. In this regard, the Batt4EU Co-Programmed Partnership is of particular relevance. Throughout Horizon Europe (2021-2027) this Partnership is investing EUR 925 million in R&I, matched with the same amount by the private side, with priorities being defined jointly with the European battery industry, academia and other relevant stakeholders. Furthermore, solid-state batteries are already a priority in this partnership, as are sensors and battery management systems that are fundamental for thermal management, especially when high charging rates are used. Also, 20% of the funding allocated so far has been dedicated to battery recycling technologies, aiming at reducing the external dependencies of the EU, increasing it resiliency, and reducing the environmental impact of battery production. Specific coordination actions are underway to explicitly include in the EU and national research programmes, the priority of high (gravitational and volumetric) energy density batteries and fuel cells for aviation.

Benefits of aircraft electrification

Paragraph 35

1. Observes the importance of regional airports in the Union for short and medium-range electric flight operations; highlights the potential of regional airports as multimodal innovation hubs and of small and medium-sized enterprises (SMEs) throughout the whole supply chain, benefiting research and competition not only in the aviation sector, but also in other transport sectors such as road, maritime and rail; asks the Commission, therefore, to affirm its financial support for regional airports, especially those that are active in the field of electric aviation;

The Commission takes note of Parliament's proposal to use part of the revenues from the Emissions Trading System (ETS) Aviation or any taxation on aviation for the Clean Aviation Joint Undertaking, in accordance with the proposal on the Energy Taxation Directive. It will examine this proposal carefully. The Commission wishes to underline that the money raised via the ETS is reinvested into the Innovation Fund. Technology Transfer - transforming the results of research and development into marketable products and services - is a strategic area for the EIF.

2. Is convinced that cleaner, faster and more convenient air transport options would increase connectivity and accessibility in smaller, more isolated and sparsely populated areas, including island regions and the outermost regions, and particularly in terms of access to public services, the creation of job opportunities and more sustainable tourism;

Paragraph 36

3. Notes that the outermost regions will be difficult to connect to Europe’s mainland via electric aviation owing to their remoteness and the limited battery capacity of the aircraft; highlights, however, the potential of electric aviation in ensuring connectivity between the outermost regions, contributing to their development and partially alleviating the negative consequences for their economy resulting from their difficult topography; stresses the need for financial, substantive and technical support for the peripheral regions in order to ensure that the infrastructure necessary for the fast and reliable charging of batteries, the servicing of eVTOL aircraft and the training of highly qualified technicians and operators develops at an appropriate pace;

Hydrogen is an essential part of the strategy for the transformation of the energy system and is therefore explicitly mentioned in the RePowerEU Plan. This includes the production of green hydrogen from renewable energies, where REPowerEU sets a target of 10 million tonnes of domestic renewable hydrogen production and 10 million tonnes of renewable hydrogen imports by 2030. In addition to the production and import of green hydrogen, REPowerEU addresses the distribution and storage of hydrogen (a total investment for key hydrogen infrastructure categories is estimated to be in the range of EUR 28 – 38 billion for EU-internal pipelines and 6 - 11 billion for storage) and will work on the implementation of these objectives as a high priority. National support for these investments would need to be realised in compliance with any applicable State aid rules.

4. Stresses that when faced with geographical barriers, the time saved using electric flights as a new means of public transport that does not rely on existing roads or rail tracks can be considerable; refers to the experience of the Nordic countries, which combine geographies characterised by fjords, lakes and mountains, a low population density and a strong focus on sustainable energy, and of the outermost regions, which are characterised by their insularity, remoteness, small size and difficult topography and climate; asks the Commission to explore this potential in close cooperation with the relevant regions and Member States;

Moreover, the current Work Programme of Horizon Europe Cluster 5 includes a topic on ‘hydrogen-powered aviation’, which focusses on the adequate ground-based refuelling and supply system for liquid hydrogen at air transport ground infrastructures. The grant agreements have just been signed and the European Commission supports two projects under this topic with an amount of EUR 22.5 million.

5. Considers that the electrification of regional aviation could make previously abandoned routes economically viable, improving connectivity, boosting regional development and attracting new regional investment; underlines the credible prospects of hybridisation in view of the regional aviation constraints related to the autonomy and number of passengers;

Paragraph 37

6. Reiterates the Commission’s vision that eVTOLs, as expressed through the Commission’s Drone Strategy 2.0, are set to become a staple of passenger transport by 2030, becoming integrated into existing transport systems and contributing to the decarbonisation of the EU, while minimising any adverse environmental impacts; highlights the fact that, despite the rapid technological developments in eVTOLs, they are currently still limited to six seats, while fixed-wing electric aircraft are already able to carry more passengers on both existing and new urban air routes; calls on the Commission to differentiate between the two possibilities as they use different technologies and serve different markets; is convinced that both eVTOLs and fixed-wing electric aircraft must be seen as complementary forms of new urban air mobility;

The Commission welcomes and agrees to the need for a coherent strategy to ensure that the necessary infrastructure for electric aviation, including power generation, grid connection and charging infrastructure, is deployed commensurate to the uptake of electric aircraft. The Commission has various tools and instruments to ensure this, including through AZEA and EU research and innovation activities.

7. Highlights that aircraft with electric engines cause close to zero operational pollution, meaning a reduction in local emissions that could adversely affect the health of citizens living close to airports; considers, therefore, that low-decibel airplanes, in particular, should benefit from simplified procedures to obtain noise-related permits or derogations from flight restrictions; stresses that noise reduction achieved through low-decibel electric aviation can improve the situation of some airports and nearby residential areas;

EASA has been involved as advisory board and as partner in EU-funded collaborative research and innovation projects for more than a decade. EASA and the U.S. Federal Aviation Administration (FAA) have identified electric and hybrid propulsion in one of their technical sessions for collaboration. It was concluded that harmonization efforts should be pursued by the authorities.

8. Stresses the need to capitalise on the potential of the significantly lower noise levels of electric and hybrid-electric aircraft; urges the industry to make use of EASA’s work in defining the first Environmental Protection Technical Specification for the noise assessment of certain eVTOL aircraft, which aims to provide a high and uniform level of environmental protection for European citizens and facilitate their integration into the aviation ecosystem and urban environment;

Paragraph 38

9. Strongly believes that electric and hybrid-electric aircraft will offer significant potential for the reduction of greenhouse gas emissions in aviation and new possibilities for urban mobility; welcomes the work undertaken so far by EASA on eVTOL aircraft intended to be used as air taxis, on the design of the necessary ground infrastructure for safe urban air mobility operations and on the adaptation of the aviation regulatory framework to facilitate the entry into the market of aircraft that use electric and hydrogen-powered propulsion; stresses the key role of EASA in certifying these types of aircraft as it could speed up their development; supports the commercialisation of environmentally friendly aircraft using alternative propulsion technologies to complement the measures launched under the sustainable aviation fuel initiatives; invites the Commission to take action in the future to ensure that electric flights serve short regional routes for the purposes of public service obligations under the applicable EU rules;

The need to provide the necessary infrastructure is highlighted in the "Smart & Sustainable Mobility Strategy" published in 2021. In addition to the need for blending mandates of SAF, it calls for the market launch of zero-emission aircraft in 2035 as well as the recharging and refuelling infrastructure required for this. The Commission is pursuing a strategic approach to climate neutral and competitive European aviation research and innovation within the Strategic Research and Innovation Agenda of the Clean Aviation Joint Undertaking, which is updated in regular time intervals according to the needs. The Commission takes note of the European Parliament’s request for European strategy for a coordinated approach to the development, certification and deployment of the new generation of aircraft in the context of the work of AZEA and the preparation of the next college.

Investing for the future

In addition, the Commission agrees that awareness raising among European citizens is important and will continue with its communication and outreach campaigns, for example through the Clean Aviation Joint Undertaking and on projects funded under the current and previous Framework Programmes for Research and Innovation at large.

10. Considers that while short and medium-haul flights account for a fraction of emissions, every electrified route represents a reduction in aviation’s climate and environmental footprint and is a worthwhile investment; insists that pooling of the necessary investment must start now;

11. Considers that low and zero-emission targets will also be reached using the hybrid-electric technologies developed for regional and international short and medium-haul flights operated for the purposes of both commercial and business aviation, and calls for the necessary research and development investments for aircraft and propulsion system design, batteries and other hybrid solutions; notes that with the commercialisation of electric aviation, Member States should consider revisiting their legislation banning short and medium-haul flights;

12. Notes that the substantial needs related to the replacement of the civil fleet represent a challenge and require substantial financial investment, while also being a major market opportunity that could lead to the creation of new jobs and skills for the whole transport sector in Europe;

13. Insists that developing electric aviation for commercial use requires effective financial and regulatory support at both national and EU level; stresses the very positive results achieved with the help of public procurement and considers it to be an effective tool for the electrification of the industry without disrupting the market;

14. Invites the Member States to explore market incentives and benefits for the electric aircraft manufacturers, operators and SMEs concerned in order to promote the development and adoption of this eco-friendly technology; believes that these incentives and benefits for electric aviation components, electricity and emissions credits can drive market growth;

15. Notes that there are many short and medium-haul flights being operated across Europe; calls on the Commission, in cooperation with Eurocontrol and EASA, to identify the flight routes that are most suitable for full electrification and that would result in more significant CO2 reductions, as this will help the concerned airports to start the necessary adaptations; stresses that hydrogen can play a significant role in reducing emissions; points out that companies are placing their hopes in electric aircraft for smaller-scale solutions and hydrogen-powered aircraft for larger ones;

16. Considers it necessary to examine the possibility of modifying existing EU State aid rules to enable the creation of a targeted investment framework that builds on public and private funding to support the emerging resource-intensive eVTOL sector in order to strengthen Europe’s strategic autonomy in this area, as eVTOLs are bound to become a strategic part of the transport sector;

17. Considers that EU companies active in the field of electrifying the aviation sector should work in closer cooperation with national and EU authorities to develop an integrated technical roadmap and joint research programmes; welcomes the work undertaken under AZEA; stresses that this cooperation is essential for the EU to maintain its industrial leadership and competitiveness on the international scene;

18. Notes that smaller electric aircraft can operate from existing shorter and simpler runways, which could reduce the need for large and expensive infrastructure in the future;

19. Stresses that the planning and readiness of energy infrastructure is a key factor in determining the take up of electric and hydrogen-based aviation, as only once the infrastructure has been prepared and tested will deployment of electric aviation be possible; notes that, after shifting to alternative propulsion systems, existing large airports could consume 5-10 times more electricity by 2050 than they do today, and observes that infrastructure for electric aircraft and the electrification of sites such as airports has not yet been sufficiently developed; points out that, to meet the expected energy demand, the first elements of on-airport infrastructure must be in place by 2025, and calls for the necessary investment to be secured; stresses, furthermore, in this regard, that in order to ensure a proper rollout of electric aircraft, the Commission and the Member States must properly implement the Alternative Fuels Infrastructure Regulation (AFIR) to further promote the electrification of sites; highlights the utility of dedicated infrastructure funding projects, in this regard, such as the Connecting Europe Facility for transport and energy; recalls that, under AFIR, the Commission must evaluate at the end of 2026, and every 5 years thereafter, the current state and future development of the market for hydrogen and electric propulsion aviation; urges the Commission and the Member States to ensure that this evaluation takes place, including a feasibility study on the deployment of the relevant infrastructure to power aircraft, followed by a deployment plan for alternative fuels infrastructure in airports, in particular for electric recharging and hydrogen refuelling points; encourages the industries on a global level to agree on global standards for ground charging stations for stationary aircraft as soon as possible;

Technological challenges and solutions

20. Given that technological trends in various transport sectors are moving in the same direction, welcomes the existing cross-industry research and development partnerships between air and automotive industries (on the development of the next generation of batteries and fuel cells), air and shipping (on the use of alternative fuels) and air and railways (on electrical distribution systems);

21. Points out that while electric and hybrid-electric aircraft hold immense promise for a more sustainable aviation future, their current generation of batteries presents significant challenges, primarily related to weight and energy density; notes that these limitations impact the range, payload capacity and overall efficiency of electric aircraft;

22. Recalls that electric aircraft operations involve stringent requirements for batteries, prioritising safety, but also requiring them to be light, compact, quickly rechargeable and to provide the high power required for the take-off and climb segments; underlines that such high performance batteries require critical raw materials, which are often not available in Europe; calls on the aviation industry to be part of the industries’ efforts to provide a sustainable supply chain;

23. Recalls that the altitude conditions specific to air transport impose particular technical constraints on batteries, compared to other modes of transport;

24. Highlights the potential of hydrogen-powered aviation based on fuel cells, which is an alternative form of electric aviation, particularly in terms of autonomy; stresses that continued improvements in battery and fuel cell technologies, paired with more energyefficient aircraft designs, can enable better environmental performance; reiterates that some of the biggest technological challenges faced by the industry currently include the weight and dimensions of batteries, the maximum power output of fuel cells, electric distribution and thermal systems, airframe integration and improving aerodynamics;

25. Stresses that the increased use of batteries in aeronautics will require the immediate set-up of an EU recycling industry compatible with the needs of the sector in order to avoid the creation of new dependencies on non-EU countries;

Action in the framework of the EU

26. Recalls that the aeronautics industry is not only an important enabler of economic activity, but also one of the most successful high-tech sectors in the EU; asks the Commission for proactive policies to support and develop the industry in close cooperation with existing forums such as the Advisory Council for Aviation Research and Innovation (ACARE) and AZEA; calls on the Commission to ensure that the existing EU regulations in the field do not counteract each other or prevent the aeronautics industry from developing its decarbonisation and electrification projects;

27. Believes that further alignment between the Aerospace and Defence ecosystem and the Energy ecosystem is needed to enhance electric flight; notes that the Commission is working on separate transition pathways for both ecosystems; recognises the paramount importance of transition pathways for enabling the industry to effectively translate climate aspirations into tangible climate actions, thereby preserving and creating value for our society, our planet and businesses alike; is nevertheless concerned by the diverging transition pathways of the two ecosystems, particularly in the light of the shared imperative to establish sufficiently stable electricity grids and ensure the affordability of clean electricity, including for aircraft electrification; underlines, in view of the above, the importance of a common strategy for electric aircraft and urges the Commission to take proactive steps to formulate such a strategy; calls on the Commission, furthermore, to initiate a joint structural dialogue between the Directorate-Generals for Mobility and Transport and for Energy, in this regard, and to complete the pathway before the European elections in 2024 so that it can be used as a reference for future regulations by the new upcoming Commission in 2024;

28. Recalls that AZEA was created on the initiative of the Commission to gather all private and public partners across the aviation ecosystem to prepare for the entry into commercial service of hydrogen-powered and electric aircraft; calls on the Commission to work with and support AZEA in developing knowledge about electric aviation; notes that the Net-Zero Industry Act skills academies could be used in this respect and calls on the Commission and the Member States to promote them;

29. Underlines the current shortage of skills in electrical and systems engineering; recalls that the EU Contest for Young Scientists could be used as a reference point to develop a thematic EU contest for young talents for all industrial ecosystems, including for electric flights; calls on the Commission and the Member States to increase awareness about opportunities in green careers in aviation and to encourage national and EU projects in this regard;

30. Welcomes the Commission’s intention to create coordinated services of calls under the existing EU instruments and the European Investment Bank (EIB) loans to support the new flagship project on drone technologies; urges the EIB to introduce and deploy targeted funding instruments designed to bolster the emerging European electric aviation sector and support its needs, acknowledging its capital-intensive nature and unique requirements, and recognising that the rollout of eVTOLs will also require investments in ground infrastructure, including vertiports and charging infrastructure;

31. Is concerned that the budget envisaged for CAJU under the Horizon Europe programme is far below the scale of its ambition; recalls that the level of innovation associated with each project is very high and that the support must be commensurate and continuous under the new multiannual financial framework from 2027 onwards; considers that CAJU should also be encouraged to handle electric aviation and prioritise the funding of innovative projects on zero-emission aviation such as electric and hydrogen-powered aircraft; points out that new funding is necessary to go beyond Technology Readiness Level 6 in order to bring technologies to the market; welcomes the recent announcement of the UK as an associated country to Horizon Europe, which will boost our common efforts towards clean aviation;

32. Regrets the fact that, despite the substantial effort and commitment demanded by the aviation sector in its pursuit of decarbonisation, there is no specific EU aviation fund designated explicitly to supporting aviation; calls on the Commissions to launch specific calls to finance projects supporting electrification and actions to reduce the overall impacts of aviation; recalls, however, that the Innovation Fund under the ETS and the use of Carbon Contracts for Difference, are important instruments for deploying and bringing to industrial scale the technologies that could pave the way for electric and hydrogen-powered aviation; recalls Directive (EU) 2023/959, which amended Directive 2003/87/EC and broadened the range of eligible projects for funding under the Innovation Fund to encompass a wider array of zero-carbon products, processes and technologies;

33. Stresses the need to improve battery thermal management and battery charging and replacement management as well as to accelerate the development of the battery recycling sector; calls on the Commission to invest in research and development of next generation solid-state batteries that have twice as much energy as lithium-ion batteries and approximately three times higher storage potential; calls, therefore, on the Commission to encourage, through instruments such as the Net-Zero Industry Act and the European Battery Alliance, decreasing dependencies in the battery supply chain and ensuring sufficient supply of critical raw materials, thereby reducing our external dependencies on batteries; encourages the Commission and the Member States to continue developing, in parallel, strategic partnerships with like-minded non-EU countries in the area of raw materials for aeronautics;

34. Calls on the Commission to ensure consistency between the development of electric transport and mobility, the required infrastructure and EU policies aimed at increasing European battery production capacity, including the supply of the raw and advanced materials needed for battery production; calls, therefore, on the Commission to revise the Strategic Action Plan on Batteries, which links the aforementioned aspects and specifically includes the introduction of quantified and time-bound targets for EU battery production; calls on the Member States and the Commission, in view of the above, in cooperation with the industry, to identify potential synergies with the road transport sector in order to maximise public and private investment, especially in the production and recycling of batteries and fuel cells;

35. Calls on the Commission to create a policy framework that will support the uptake of electric aircraft technologies, such as channelling part of the revenues from ETS aviation or any taxation on aviation to CAJU, in accordance with the proposal on the Energy Taxation Directive;

36. Calls on the Commission to create a strategy to ensure that the necessary infrastructure for electric aviation, including power generation, grid connection and charging infrastructure, is deployed commensurate to the uptake of electric aircraft; recalls that the scarcity of green hydrogen and the lack of infrastructure could delay the entry into service of hydrogen-powered aircraft; urges the Commission to develop a targeted strategy for hydrogen production and storage;

37. Calls on EASA to continue working towards setting certification standards and pathways to make electric and hybrid-electric airplanes viable and capable of significantly shortening the time-to-market of such airplanes; calls on the Commission to provide the necessary resources, especially staff, in this respect;

38. Calls on the Commission to come up with a European strategy for a coordinated approach to the development, certification and deployment of the new generation of aircraft, including eVTOL aircraft, in order to raise awareness among European citizens of its benefits and to boost private and public investment, while maintaining the technological base and leadership in Europe; believes that electric aviation holds the promise of a more sustainable future for air travel and that a focused information campaign is vital in raising public awareness about its potential benefits and impact;

°

° °

39. Instructs its President to forward this resolution to the Council and the Commission.

EXPLANATORY STATEMENT

Aviation accounts for a relatively small share of global emissions but is one of the most challenging sectors to decarbonise. Your rapporteur argues that electric and hybrid aviation for short and mid-range flights could offer an entirely new pattern of air transport services, simultaneously creating such positive side effects as a viable urban and regional air mobility network and Europe’s continuous industrial leadership throughout the transition to climate neutrality.

Although currently a significant part of decarbonisation effort in the field of aviation focuses on sustainable aviation fuels (SAF) that require few, if any, alterations to aircraft or airport infrastructure, a segment of the industry is already working on advanced concept of battery-electric and hybrid aircraft – the enabler of electric aviation.

From a purely technical standpoint, all-electric configuration eliminates CO2 emissions along with greenhouse gas and water vapour, making it the most sustainable form of technology capable of zero emissions during flight operations. Today, all-electric aircraft are successfully used in providing a more environmentally friendly education to prospective pilots.

While various technological and regulatory complexities put a limit on the flying range of battery-electric aircraft, predominantly using them for short and medium-haul operations, this type of aircraft could become an optimal solution for urban and regional air mobility. This is especially relevant considering the recent historical ban on short-haul domestic flights, which can be covered by train, in one of the EU Member States.

Electric vertical take-off and landing (eVTOL) aircraft highlight the promise and progress of electric and hybrid aircraft in the context of urban environment. Ability to bypass congested urban nodes, connect smaller and large airport hubs and, simultaneously, reduce congestion and vehicle parking requirements at large airports are only some of the advantages they present. Importantly, to support this innovative technology, EASA has prepared the guidance on vertiports, including the design of the ground infrastructure necessary for the safe operation of urban air mobility services.

When it comes to regional air mobility, electric aircraft offers cleaner, faster, and more convenient means of transportation, particularly, between remote and geographically isolated areas. Your rapporteur draws attention to the experience of the Nordic countries that share many accessibility challenges related to their remote regions, where large bodies of water, vast forest areas, long coastal lines, mountain ranges and fjords restrict mobility. Geographical barriers also mean limited access to public services, jobs as well as the larger national and international transport system. Bearing in mind the lack of roads or limited public transport, it becomes evident that some of these places are more accessible by air than by land. Particularly in this context, more flights within ‘point-to-point’ network operated by smaller electric planes could be offered, representing a completely new way of seeing local public transportation.

In the same vein, flying electric could open up new opportunities to spur economic development by repurposing regional airports and servicing previously abandoned or currently underserved areas. To support this ambition, a long-term EU strategic plan should be considered to address the challenges and opportunities that regional airports face in relation to the emerging electric aviation, focusing on their role in ensuring cohesion among EU regions and supporting them as one of the pillars of the EU’s growth and jobs strategy as well as drivers of innovation.

The future of electric aviation will largely depend on the future of battery technology. Although the EU is seeing rapid development in this field, the current situation cannot ensure sufficient maturity to cover the same distances as jet fuel-driven aircraft. Electric aircraft operations set stringent requirements on batteries, which have to provide the high power required for the take-off and climb segments. Furthermore, they need to be housed inside the airplane with sufficient cooling measures to prevent thermal runaway and, ultimately, failure. As a strategic part of Europe’s clean and digital transition, this key enabling technology should remain one of the focal points of the EU research, development and innovation activity.

In this sense, your rapporteur applauds various cross-industry research and development partnerships, as technological trends within different transport sectors tend to move in the same direction. For instance, development of the next generation of batteries could and do benefit from collaborations of air and automotive industry. On top of that, a significant work in transforming aviation towards a sustainable future is undertaken by the Clean Aviation Joint Undertaking (CAJU). Co-funded by the European aeronautical industrial stakeholders, this largest impact-orientated public-private partnership under the Horizon Europe programme is a key player in driving aviation research and innovation. Regrettably, although aeronautics is one of the most successful EU’s high-tech sectors, an important enabler of economic activity and a driver of competitiveness, the work of CAJU is not enjoying the level of funding necessary to match the scale of its ambition. Therefore, a European strategy for a coordinated approach to the development, certification, and deployment of the new generation of aircraft should be considered to raise awareness of its benefits among the European citizens, and to boost private and public investment while maintaining the technological base and leadership in Europe.

Going sustainable implies a sweeping fleet renewal by 2050. Although this is a challenge in itself, it also represents a major market opportunity that could lead to new jobs and skills for the whole transportation sector in Europe.

While aircraft developers and manufacturers are envisioning a new future of electrification, airports should start shifting their focus to the issue of long-term power demand. To deliver electricity the aircraft will need, airports and airlines will need to ensure significant infrastructure investments. As roughly 90% of this investment will be used for off-airport infrastructure – primarily for power generation – the aviation sector should consider partnering with other industries to secure enough of green electricity and to support their infrastructure needs.

Finally, the advent of electric and hybrid aircraft means a brand new body of global rules and standards related, among other things, to certification methods, recharging, refilling, and maintenance. In this respect, your rapporteur welcomes the shared work of CAJU and EASA that comprises different projects aiming to de-risk the development and the demonstration of the new concepts and technologies as well as to define new certification methods and means of compliance for aircraft and systems designs.

Aviation is fundamental to the EU’s economy and to keeping people connected. After grappling with the consequences of the COVID-19 pandemic and the energy crisis unleashed by the war in Ukraine, the aviation industry seems to be set on its rebound path. Its task today is to restore its normal operations while prioritising innovative technological solutions to ensure next generation flight operations with low environmental impacts. In this context, the future of short and mid-range electric travel promises a transformational market boasting a network of highly efficient regional transportation with positive environmental and logistical benefits.

ANNEX: ENTITIES OR PERSONS FROM WHOM THE RAPPORTEUR HAS RECEIVED INPUT

Pursuant to Article 8 of Annex I to the Rules of Procedure, the rapporteur declares that he has received input from the following entities or persons in the preparation of the report, until the adoption thereof in committee:

Entity and/or person

Transportföretagen

Scandinavian Airlines

SAFRAN

Rolls-Royce

GKN Aerospace

SINTEF AS

Clean Aviation Joint Undertaking

Europe Air Sports

Trafikverket

General Aviation Manufacturers Association (GAMA)

Conference of Peripheral Maritime Regions (CPMR)

Heart Aerospace

The list above is drawn up under the exclusive responsibility of the rapporteur.

INFORMATION ON ADOPTION IN COMMITTEE RESPONSIBLE

Date adopted

7.12.2023

Result of final vote

+:

–:

0:

27

0

12

Members present for the final vote

José Ramón Bauzá Díaz, Izaskun Bilbao Barandica, Karolin Braunsberger-Reinhold, Marco Campomenosi, Jakop G. Dalunde, Karima Delli, Mario Furore, Isabel García Muñoz, Jens Gieseke, Bogusław Liberadzki, Peter Lundgren, Elżbieta Katarzyna Łukacijewska, Tilly Metz, Cláudia Monteiro de Aguiar, Caroline Nagtegaal, Tomasz Piotr Poręba, Bergur Løkke Rasmussen, Dominique Riquet, Thomas Rudner, Vera Tax, Barbara Thaler, István Ujhelyi, Achille Variati, Elissavet Vozemberg-Vrionidi, Lucia Vuolo, Kosma Złotowski

Substitutes present for the final vote

Tom Berendsen, Sara Cerdas, Maria Grapini, Ondřej Kovařík, Ljudmila Novak, Dorien Rookmaker, Nicolae Ştefănuță, Kathleen Van Brempt

Substitutes under Rule 209(7) present for the final vote

Andreas Glück, Erik Marquardt, Andżelika Anna Możdżanowska, Wolfram Pirchner, Eugen Tomac

FINAL VOTE BY ROLL CALL IN COMMITTEE RESPONSIBLE

Key to symbols: