What changed

MOTION FOR A EUROPEAN PARLIAMENT RESOLUTION

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

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

Rapporteur: Erik BERGKVIST (S&D / SE)

(2023/2060(INI))

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

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

Date of adoption of the resolution: 16 January 2024

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

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

– 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,

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

– 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 European Parliament resolution of 16 January 2024 on electric aviation – a solution for short and mid-range flights – adequately highlights:

– 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),

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 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 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 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,

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

– 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,

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 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,

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

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

Paragraphs 1 and 4

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

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 its resolution of 10 May 2012 on the future of regional airports and air services in the EU,

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 Rule 54 of its Rules of Procedure,

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 report of the Committee on Transport and Tourism) A9-0000/2023),

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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 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.

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

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.

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 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)

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;

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E. whereas small electric test aircraft of up to nine seats are already flying in various EU regions; whereas electric aircraft of up to 19 seats are planned for the late 2020s, and regional aircraft for the 2030s; whereas the first fleet of electric aircraft certified by the European Union Aviation Safety Agency (EASA) is already engaged in pilot training activities in a safe and environmentally friendly environment;

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.

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

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G. 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 shaping a horizontal standard certification regime for a new generation of aircraft;

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.

H. 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;

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.

I. whereas electric and hybrid aviation could bolster urban and regional air mobility, offering a whole range of innovative public transport solutions;

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J. whereas 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;

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.

K. whereas the aviation sector has had a sharp reminder of its vulnerability to pandemics and economic shocks;

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).

Benefits of aircraft electrification

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

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 innovation hubs 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;

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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 particularly in terms of access to public services, the creation of job opportunities and more sustainable tourism;

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.

3. 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; asks the Commission to explore this potential in close cooperation with the relevant regions and Member States;

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.

4. 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;

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5. Considers that the electrification of regional aviation could make previously abandoned routes economically viable, boosting regional development and attracting new regional investment;

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.

6. Highlights that aircraft with electric engines cause close to zero operational and noise pollution, meaning that no local emissions are created that could adversely affect the health of citizens living close to airports;

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.

7. Argues that the substantial needs related to the replacement of the civil fleet represent not only a challenge but also a major market opportunity that could lead to new jobs and skills for the whole transport sector in Europe;

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).

8. Strongly believes that electric and hybrid aircraft could offer new possibilities for urban mobility; welcomes the work undertaken by EASA on vertiports and electric vertical take-off and landing (eVTOL) aircraft intended to be used as air taxis, as well as its work on the design of the necessary ground infrastructure for safe urban air mobility operations;

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Investing for the future

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

9. Considers that while short and mid-range 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;

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10. Insists that developing electric aviation for commercial use requires effective 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;

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.

11. 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; stresses that this is essential for the EU to maintain its industrial leadership and competitiveness on the international scene;

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12. 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;

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.

13. Stresses that, after shifting to alternative propulsion systems, existing large airports could consume 5-10 times more electricity by 2050 than they do today; stresses 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;

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Technological challenges and solutions

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.

14. 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), air and shipping (on the use of alternative fuels) and air and railways (on electrical distribution systems);

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.

15. Recalls that electric aircraft operations involve stringent requirements for batteries to be light, compact, quickly rechargeable and provide the high power required for the take-off and climb segments;

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16. Stresses that continued improvements in battery technology, 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 electric distribution and thermal systems, airframe integration and improving aerodynamics;

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.

Action in the framework of the EU

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.

17. 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; 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;

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18. Is concerned that the budget envisaged for the 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;

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.

19. 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;

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.

20. 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 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;

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21. 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.