Global Aviation Innovation Analysis
Setting the Scene for the Netherlands

Table of Contents
GLOBAL ANALYSIS

SUMMARY

APPENDIX: DETAILED ANALYSIS

1. Civil Aviation Policy Memorandum 2020 – 2050

1. Policy and Market Developments​

1. Innovations in Aircraft Platforms​

2. ​Global Aviation Innovation Analysis

2. Trends in Aviation​

2. Innovations in Future Fuels

3. Scope of the Innovation Areas

3. Stakeholder Landscapes and Value Chains

3. Innovations in Airports

4. Innovations in Aircraft Platforms

4. Contributions of Innovations​

4. Innovations in Airspace Design

5. Innovations in Future Fuels

5. Resources

6. Innovations in Airports

6. Monitoring Activities​

7. Innovations in Airspace Design

List of Sources
List of Abbreviations

click to jump to the chapter

click to jump back to the table of contents
Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

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About the Authors
To70 provides research and advisory services to the global aviation community for more than 20 years. Our strength lies in our broad and
international scope and in our close relation to both policy and sector developments from a strategy point of view. With its main office in The Hague,
the Netherlands, and with fourteen offices globally in Asia, Australia, Americas, and across Europe, To70 has a global perspective that allows it to
gather a broad range of information and data. Our experience lies in safety, environment, efficiency and capacity and promoting these performance
areas to improve aviation.
Regarding sustainable aviation, To70 has many years of experience in environmental research, starting with noise reduction and developing towards
into sustainability strategy and verification. Within the team, relevant experience in Collaborative Decision Making (CDM), Air Traffic Management
(ATM) and safety is leveraged to contribute to sustainable aviation. Regarding sustainability strategy and innovation, To70 has experience in both
aviation and airport sustainability verification and roadmaps. Research projects often look into both environmental as well as financial impacts
assessments and analysis, thereby giving integrated insights that look at multiple aspects that need to be taken into account when looking into
innovation and sustainability.
Unified International, located in The Hague in the Netherlands, has an extensive strategy, market and technology experience providing consultancy
services.
Our expertise is aviation and defence projects ranging within five main pillars of consultancy services, being: 1. Public procurement lead and support,
2. Mergers and acquisitions, 3. Strategy development & roll out, 4. Strategic business development, and 5. Mediation and arbitration.
New areas we support are Urban Air Mobility (UAM) and Vertiports. Like the title implies it is air mobility in an urban context. But in reality, it is more
than that, it is the next generation of aviation. The term UAM is becoming more popular but it underserves the phenomenal changes it will bring to
our countries, cities and lives.
Unified International provides end to end consultancy services for new energy sources enabling a green and sustainable future from a market and
technology perspective.

Unified International brings together experienced professionals who believe in bringing success to our clients. We are focused and driven towards
delivering results that are practical and positive. Our knowledge and experience allow us to understand what our clients need and work to achieve
their desired end results. As we grow, we will ensure that all of our valuable team members believe in the same philosophy – remain client-focused
and bring value to your business.
Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

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4

SUMMARY

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

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Civil Aviation Policy Memorandum 2020 – 2050
In November 2020, the Ministry of Infrastructure and Water Management (hereafter referred to as the Ministry) published the Civil Aviation Policy Memorandum 2020-2050.
In the memorandum, innovation is identified as the key to climate-neutral aviation. New forms of transport may be introduced in the future, and new providers of mobility and
online platforms will appear that offer mobility as a service. Such providers will play a major role in aviation soon. Besides making room for new types of aircraft, the sector
also faces a considerable challenge in becoming cleaner, quieter and more efficient. Innovation also creates opportunities for the Dutch aviation industry. For the energy
transition, also cooperation with other sectors like the automotive, the energy and charging infrastructure sector is opportune.
With this in mind, the government is drawing up a Civil Aviation Innovation Strategy.​ This Civil Aviation Innovation Strategy will consist of five parts:

1. A definition of scope, importance and goals for innovation (part of this report)​
2. A baseline analysis of various relevant topics for the Netherlands in an international context (part of this report)
3. An analysis of the innovation capacity, main challenges and barriers facing the Dutch ecosystem to increase the innovation capacity
4. The strategy itself i.e., the proposed measures to be taken to overcome the barriers
5. A proposal for monitoring innovativeness and the impact of the proposed measures
In December 2021, the Ministry has commissioned a baseline analysis (hereafter: Global Aviation Innovation Analysis) for the Civil Aviation Innovation Strategy covering the
first two parts of the Civil Aviation Innovation Strategy. The result of the Global Aviation Innovation Analysis is presented in this document.

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Global Aviation Innovation Analysis
The purpose of the Global Aviation Innovation Analysis is to create an overview for the Netherlands in an international context for four innovations areas.​

Aircraft Platforms

Future Fuels

Airports

Airspace Design

The overview covers a range of topics with a specific focus on the technology innovations needed to make aviation future-proof.​

Policy​

Technology
roadmaps​

Contributions
of innovations​

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Value chains​

Stakeholders​

Research &
development​

Resources​

Monitoring
activities​

6

Scope of the Innovation Areas
AIRCRAFT PLATFORMS

FUTURE FUELS

AIRPORTS

Outcome 1: Aircraft are powered by
sustainable energy powertrains that have a low
impact on the environment, driven by:

Outcome 1: Sufficient green hydrogen fuel is
produced and supplied to airports to facilitate
hydrogen aircraft operations, driven by:

Outcome 1: Airports are becoming an energy
hub for its stakeholders and surrounding
community, driven by:

▪ Transition to aircraft platforms on
sustainable aviation fuel (SAF)

▪ Green Hydrogen Production and Import

▪ Energy Hub​

▪ Hydrogen Infrastructure and Certification

▪ Adapt for Aircraft Revolution

▪ (Hybrid)-electric propulsion

▪ Continued classical aircraft platform
optimization
▪ New disruptive aircraft platform
development

Outcome 1: Airspace rules, routes and flight
procedures optimise flight operations and
integrate aircraft seamlessly in all airspace,
driven by:
▪ Systemized En-Route and Terminal
Manoeuvring Area (TMA) Airspace
▪ Arrival and Departure Operational Concepts

▪ Hydrogen combustion

Outcome 2: Aircraft require less energy to fly
and make less noise, driven by:

AIRSPACE DESIGN

▪ U-Space Airspace
Outcome 2: Sufficient SAF is produced and
blended in line with legislative mandates,
driven by:
▪ SAF Production through Multiple Pathways
▪ SAF Blending Mandates

Outcome 2: Towards a sustainable airport, and
a friendly neighbour, driven by:
▪ Reduce Emissions and Become Net Zero

Outcome 2: Air traffic management (ATM)
capabilities are scalable to all airspace users
and resilient to demand and supply disruption
events, driven by:

▪ Accommodate for Climate Resilience

▪ Air Traffic Service Providers​

▪

▪ ATM Data Service Providers

Vertiports

▪ U-Space Service Providers
▪ Automation in ATM Tools
Outcome 3: New platforms for air mobility
meet safety and operational needs of the
airspace, driven by:

Outcome 3: Electric infrastructure that
supports novel aircraft designs and logistics is
available at airports, driven by:

Outcome 3: Digitalisation and automation are
key for optimised and safe operations at
airports, driven by:

Outcome 3: Surveillance and communication
infrastructure is available on the ground or
space to support all aircraft types, driven by:

▪ Certified vehicles (electric vertical take-off
and landing platforms - eVTOLs - and drones)

▪ Resilient Electric Charging Infrastructure

▪ Terminal Seamless Flow​

▪ Optimizing Current Communication,
Navigation and Surveillance (CNS)
Infrastructure​

▪ Electric and Autonomous Airside​
▪ Intermobility

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

▪ Advancement of New Surveillance and
Communication Technology
7

Global Innovation in Aviation
Slide 9 to 16 provide an overview of the global innovations for aircraft platforms, future fuels, airports and airspace design. For each innovation area the overview comprises
of:
▪ the CONTRIBUTIONS OF INNOVATIONS to safety, connections, liveability and climate. The impact ranges from small/neutral to large.
impact: small/neutral

impact: medium

impact: large

▪ the MAJOR MILESTONES for now, 2025 – 2030, 2030 – 2035 and 2035 and after.

▪ the CURRENT RESOURCES IN THE NETHERLANDS in terms of finances, human and infrastructure. The availability of resources ranges from insufficient to sufficient.
availability: insufficient

availability : limited

availability : sufficient

▪ the TOP 10 TRENDS AND POSITION OF THE NETHERLANDS and the position of the Netherlands on the global playing field ranging from innovator to follower.
▪ the CURRENT STATUS ON REGULATIONS RELEVANT FOR THE NETHERLANDS.

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Global Innovation in Aircraft Platforms
CONTRIBUTIONS OF INNOVATIONS

MAJOR MILESTONES

impact: small/neutral, medium or large

safety

NOW

2025 – 2030

▪ European Union (EU) Clean Aviation
launched

▪ Hybrid electric commuters in service

▪ (Hybrid) electric demonstrators for air taxi
and commuter aircraft

▪ First (piloted) air taxi in service

▪ Hydrogen combustion demonstrators
▪ Towards 100% SAF

connections

liveability

2030 – 2035

2035 AND AFTER

▪ Hydrogen combustion aircraft in service

▪ Disruptive aircraft configurations in
service

▪ Hybrid electric regional aircraft in service
▪ (Unpiloted) air taxi fleet scaling up

▪ Fleet renewal with electric and hydrogen

climate

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Innovation in Aircraft Platforms in the Netherlands
CURRENT RESOURCES IN THE NETHERLANDS

TOP 10 TRENDS AND POSITION OF THE NETHERLANDS

availability of resources: insufficient, limited, sufficient

position on the global playing field: innovator, early majority or follower

finances

Advanced air mobility

Battery/hydrogen fuel cell
electric powertrains

(Hybrid)
electric
commuters

human

Sustainable powertrains

Ultra-efficient aircraft
Ultra-high bypass
ratio engines

Hydrogen
combustion
More connectivity
using urban and small
regional airports

eVTOL first
piloted, then
unpiloted

Certification for
100% SAF

Open rotor engines

Optimised classic
aircraft

infrastructure
Disruptive aircraft
configurations

CURRENT STATUS ON REGULATIONS RELEVANT FOR THE NETHERLANDS
Certification regulatory provisions are in place (EASA) for piloted eVTOLs, light Unmanned Aircraft System (UAS up to 600 kg) and small (battery) electric aircraft up to 19
passengers. Gaps in current regulations exist for hydrogen powered aircraft, unpiloted eVTOL and larger hybrid electric aircraft (20+ pax). In the Netherlands, regulations raise a
bar for flights tests since this part of the aviation law is not fully completed yet.
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Global Innovation in Future Fuels
CONTRIBUTIONS OF INNOVATIONS

MAJOR MILESTONES

impact: small/neutral, medium or large

safety

NOW

2025 – 2030

▪ Research on hydrogen operations and
safety

▪ Outcomes of first hydrogen refuelling
pilots

▪ SAF incorporated in current fuel supply

▪ SAF mandates push production and use

▪ Research on electric infrastructure
requirements

▪ Small electric aircraft can recharge at
regional airports

2030 – 2035

2035 AND AFTER

▪ Leading/most innovative airports facilitate
steady supply of green hydrogen fuel

▪ Commercial hydrogen flights require
supply at all airports

▪ EU SAF use 5%, syn-SAF production starts

▪ EU airports able to supply multiple SAF
blends

connections

liveability

▪ Point to point electric aviation facilitated
by airport charging infra

▪ Electric charging at all airports

climate

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Innovation in Future Fuels in the Netherlands
CURRENT RESOURCES IN THE NETHERLANDS

TOP 10 TRENDS AND POSITION OF THE NETHERLANDS

availability of resources: insufficient, limited, sufficient

position on the global playing field: innovator, early majority or follower

finances

Hydrogen

SAF

Electric

SAF blending
mandates
Green hydrogen
production at
sufficient scale

human

infrastructure

Hydrogen supply
and storage at
airport

Scale up of
SAF production

Business models
& investment in
SAF

Hydrogen
safety

Local, renewable
smart grid
development

Electric
systems safety

Feedstock
availability

CURRENT STATUS ON REGULATIONS RELEVANT FOR THE NETHERLANDS
Future fuels use and integration into airports and with new aircraft operations requires extensive research and development on both a national and international level.
Currently, organizations such as EASA, the Federal Aviation Administration (FAA), Certification Authority Authorizations (CAAs) and ICAO are responsible for these
developments, and on integrating national standards with international standards. Within the Netherlands, ILT together with I&W and other public safety providers
are imperative in developing regulations on a national scale.
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Global Innovation in Airports
CONTRIBUTIONS OF INNOVATIONS

MAJOR MILESTONES

impact: small/neutral, medium or large

safety

NOW

2025 – 2030

▪ Emission reductions

▪ Climate resilience actions

▪ Intermobility

▪ Single digitalisation system

▪ First pilot projects of vertiport

▪ Electrification of the airside

2030 – 2035

2035 AND AFTER

▪ Airport net zero emissions

▪ Collaboration to net zero emissions

▪ Operations digitalisation

▪ Automated operations

▪ A sustainable journey point-to-point

▪ Multi-modal hub

connections

liveability

▪ Network of vertiports

climate

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

▪ Energy hub

13

Innovation in Airports in the Netherlands
CURRENT RESOURCES IN THE NETHERLANDS

TOP 10 TRENDS AND POSITION OF THE NETHERLANDS

availability of resources: insufficient, limited, sufficient

position on the global playing field: innovator, early majority or follower

finances

Energy hub

Friendly neighbour

Automated airport

Energy supplier

Terminal
seamless flow

Net zero
emissions

human

Fuel
infrastructure
Circular
economy

infrastructure

Collaborative
innovation
Autonomous
airside

Intermobility
Climate
resilience

Vertiports

CURRENT STATUS ON REGULATIONS RELEVANT FOR THE NETHERLANDS
Airports work closely with fellow regulations stakeholders such as government institutions and Air Navigation Service Providers (ANSPs). Airports are of course also a part of
the larger aviation regulation ecosystem, which is often less adaptive and innovative. Therefore, airports may need to take the lead to support new regulation and certification
for many types of innovation within the sector. Knowledge on safety, infrastructure, and operations regulations are already available for many other industries for certain types
of innovations. For airports, the main challenge is to transfer this to the airport sector.
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Global Innovation in Airspace Design
CONTRIBUTIONS OF INNOVATIONS

MAJOR MILESTONES

impact: small/neutral, medium or large

safety

NOW

2025 – 2030

▪ Optimisation of current CNS infrastructure

▪ Full Required Navigation Performance
(RNP)
▪ Free-route airspace
▪ Collaborative and responsible automated
systems

connections

liveability

2030 – 2035

2035 AND AFTER

▪ Full PBN

▪ U-space full services

▪ TBO deployment

▪ Virtual centers fully operational

▪ Highly-integrated automated networks
▪ Remote towers fully operational

climate

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Innovation in Airspace Design in the Netherlands
CURRENT RESOURCES IN THE NETHERLANDS

TOP 10 TRENDS AND POSITION OF THE NETHERLANDS

availability of resources: insufficient, limited, sufficient

position on the global playing field: innovator, early majority or follower

finances

ATM

Rules, routes and
flight procedures
Performance Based
Navigation (PBN)

U-space

human

Data service
providers

Trajectory Based
Operations (TBO)
Virtual centres

infrastructure

Digitalisation

Surveillance and
communication

Autonomous
ATM tools

U-space service
providers

Telecommunication network
5G

Performance based CNS infrastructure

CURRENT STATUS ON REGULATIONS RELEVANT FOR THE NETHERLANDS
The implementation of new regulation and infrastructure which will enable new classes of air vehicles outside controlled airspace is being managed by the traditional
stakeholders, however, new service providers driven from technology innovation are also increasingly contributing. Resources are required within Europe to develop standards
for U-space design and technological developments surrounding critical tools such as e-Conspicuity. However, this falls with EASA’s remit. Other standards organisations such as
the International Organization for Standardisation (ISO) have begun publishing standards in the field of UAS.
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GLOBAL ANALYSIS
1. Policy and Market Development

2. Trends in Aviation
3. Stakeholder Landscape and Value Chains

4. Contribution of Innovation
5. Resources

6. Monitoring

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1. POLICY AND MARKET
DEVELOPMENTS

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

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Policy Developments
The aviation industry is facing a once in a generation slowdown as a result of the COVID-19 pandemic. All aviation
sectors have had to adapt significantly to survive in such
difficult circumstances. In parallel, the societal impact of
climate change is challenging the energy sector and the
transport industry. The aviation industry has already taken
significant steps to set out its sustainability strategy and since
2020 a range of key initiatives have been launched. The
following key global, European and key national sustainability
initiatives are identified by the Netherlands as influencing our
future strategic direction.
Sustainability at the heart of the policies and regulation
Destination 2050 provides a decarbonization roadmap
for European aviation that is quite similar to the one
proposed by Waypoint 2050 (Air Transport Action Group, ATAG)
at international level. This study describes in term of roadmap
and policy the actions to take to decarbonize the aviation. This
has been ordered by the all the European aviation community.
To complete this roadmap, lots of policies and roadmaps are in
place at national, European and global level.
Developed by the International Civil Aviation
Organization (ICAO) and adopted in October 2016, the Carbon
Offsetting and Reduction Scheme for International
Aviation (CORSIA) goal is to have a carbon neutral growth from
2020. CORSIA uses market-based environmental policy
instruments to offset CO2 emissions: aircraft operators have
to purchase carbon credits from the carbon market.
Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Source: Destination 2050. A route to net zero European Aviation

Starting in 2021, the scheme is voluntary for
all countries until 2027. European Green Deal
includes both general measures such as the
taxonomy and EU Emission Trading System trading
system, but also aviation specific subsidies and
regulations, such as the green airport call, Clean
Aviation (formerly Clean Sky) and blending
mandates. The EU is guiding the sector towards
sustainable aviation with a focus on SAF and in the
longer-term hydrogen powered aviation solutions.

A global air navigation plan replicated at national level
The Global Air Navigation Plan (GANP) is a key
contributor to the achievement of ICAO’s strategic
objectives and has an important role to play in
supporting the United Nations 2030 Agenda for
Sustainable Development. This is completed by the
European Master Plan with a focus on the activities
until 2030 and the Global Air Safety Plan (GASP) with a
focus on safety to keep an acceptable level of safety for
aviation.
19

Market Developments
TRL 9

Levels of innovation can best be divided over technology readiness levels
(TRL). This system developed by NASA describes multiple stages of
development. Four main innovating groups have been identified within
the aviation market landscape. Each of these groups develops
innovations at different TRL levels and at different scales of innovation.
Of course, there are outliers within all groups, but this schematic aims to
indicate where certain market developments are coming from. Critical
within this schematic is the role of policy, which must bridge the gaps
between innovating groups. Crossing the different TRL levels and
TRL 1
connecting singular, modular and systemic innovations is required to
scale of
develop radical new aircraft systems. For example, airports and ANSPs
innovation
require academic conceptual research on infrastructure systems and
communications technology to develop their future infrastructure.
Start-ups and scale-ups
Radical, disruptive innovation by start-ups are leading to
radical retrofit and completely new aircraft. While outliers
also include hypersonic aviation, the focus remains
sustainable GA, commuters and regional. Within aircraft and
future fuels development there is a focus on singular and
modular applications, such as fuel tank systems, power trains
or refueling systems. Within SAF, which is more engrained in
current systems, start-ups play less of a role. Regarding
airspace, start-ups tend to develop mainly singular
innovations, rather than aiming for systemic changes.
Trend for entry into market (often overenthusiastic):
▪ Piloted electric UAM /eVTOL by ~2024
▪ Autonomous cargo in remote areas by ~2027
▪ Unpiloted pax UAM/eVTOL by ~2030
▪ (Hybrid) eCTOL retrofit by 2026
▪ New built eCTOL/eSTOL by 2027-2030
▪ SAF/hydrogen supersonic 2030s (uncertain)

Airports & ANSPs

Start-ups & scale-ups

Large original equipment
manufacturers (OEMs) &
airlines

Research institutions

general aviation aircraft,
singular changes

regional aircraft, modular
changes

Boundary conditions (out of
market scope)
▪ Certification institutions
▪ Renewable fuel
generation
▪ Communication
technology

long range aircraft,
systemic change

Large OEMs and airlines
Although traditionally focused on incremental change,
OEMs are increasingly innovating on a large scale. They can
tackle large scale problems and systemic change through
their overarching capabilities and budgets. Though they do
tend to move more slowly, targets set by OEMs set a
standard for the industry, paving the way for other market
players to innovate towards that goal, mainly in aircraft
and future fuels development.

Research institutions
Research institutions form a key role within market
developments in aviation innovation. Conceptual research
that falls outside of the scope of start-ups and OEMs is
required for many of the innovations currently being
developed, both singular changes such as distributed
propulsion or laminar flow research, as well as systemic
research such as SAF value chain assessments and digital
communications developments. There is a clear lower TRL
focus, as the main goal of fundamental research is to clarify
and conceptualize new ideas.

Airports and ANSPs
Not considered strong innovators, airports and ANSPs are
increasingly developing innovation teams to work on high
TRL implementation. This includes both singular, modular
and systemic work, but mainly focuses on subjects within
their own domains such as passenger journeys and
integration of airspace procedures. Market developments
from leading airports and ANSPs show a step towards
integration of innovative aircraft and future fuels, showing
increased collaboration with other stakeholders. For ANSPs,
systemic innovations including Single European Sky's ATM
Research (SESAR) are coming increasingly to the forefront.

Trend for entry into market (often far ahead):
▪ First hydrogen commercial by 2035
▪ New aircraft configurations (blended wing)
2040/2050
▪ Alignment with new ATM tools and functionalities
▪ New sustainable airlines being founded

Entry into market - not applicable
Focus into research – for an entry into market by 2050
• Blending wing bodies, New Configuration aircraft
• Innovative Power Trains and Propulsion Systems
• Full automated aviation

Trend for entry into market (often understated):
▪ SAF fuelling starting now, large scale up (mandates)
▪ Hydrogen refuelling pilots 2025
▪ U-space development by 2030
▪ Distributed aviation from small airports 2025-2030
▪ Wider adoption of vertiports 2025

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2. TRENDS IN AVIATION

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Trends of the Global Aviation Innovation Analysis
AIRCRAFT PLATFORMS

FUTURE FUELS

Innovation in aircraft platforms for passenger and cargo operations including those operated remotely or autonomous is changing the way
we understand air mobility. Flight performance and lower cost of operation opens a new era for aviation. Importantly, new use cases are
being introduced that provide significant societal benefit such as emergency response and connecting rural communities. The basis of this
new type of aircraft, and a ‘must’ for conventional aircraft platforms, is the energy transition to sustainable fuels, green hydrogen and
electric energy. This is the backbone for achieving net-zero emissions to reduce climate impact and enhance liveability around airports.

Future fuels are an integral part of decarbonizing aviation in both the short and longer term. It can be divided into sustainable aviation fuel
(bio-fuel and synthetic fuel), hydrogen which can either be burned in a turbine engine or used to power a fuel cell which drives an electric
engine, and finally electric power for battery-electric flight. For bio and synthetic fuel, rapidly increasing the technologicalmaturity of
synthetic fuels and scaling up production of bio and waste fuels is required, together with policies that connect supply and demand
uptake. Though not completely emission free, SAF is vital to decarbonize aviation in the short and medium term and for long range
aircraft. For hydrogen fuel, aircraft must be completely reengineered to facilitate the use of hydrogen as a fuel. Furthermore, hydrogen
production, transport, safety and new refuelling operations must be developed and supported by the aviation sector. This will allow testing
and pilots from 2025 onwards for short and regional flights and be a long-term solution for increasingly longer flights from the 2030s
onward. Electric charging supply and facilities are required and must be developed in tandem with ground infrastructure. Battery electric
flight most feasible for general and short haul aviation.

AIRPORTS

As airports are at the heart of aviation operations, they strive to align their infrastructure with the newest operations and anticipate
innovation. As a key player and central actor, they also have an engaging role with all the stakeholders, becoming a leader for innovative
solutions and operate in a sustainable, safe, liveable and connected environment. The airport of the future is a connected, integrated
infrastructure that links passenger flows, energy levels, security and operational systems and processes across landside and airside
operations. It is where passengers enjoy a safe, welcoming, seamless and memorable travel experience.​

AIRSPACE DESIGN

Airspace users require a resilient and ATM system to help ensure safe, efficient, equitable and sustainable operations, whether
transporting passengers or cargo, or recreational flying. The type of traffic, traffic numbers, and the airspace environment they fly in will
place significant demands on the airspace design and the infrastructure. This innovation area is will see a transition from tactical air traffic
control services at the local level to strategic ATM at the network level. This will involve innovation in new airspace and technology
concepts that are tailored to the airspace category or type of operations including low level urban air mobility or high-level space
operations. This will include new airspace routes based on PBN capabilities as well as new air-to-ground and air-to-air communication and
surveillance capabilities.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

As trends in cybersecurity apply to all innovation areas, an overview on these trends can be found on page 21.

22

Overview of Trends in Aircraft Platforms
To realize the policy targets of the European Green Deal of (net-) zero aviation in 2050, a
cascade of developments is needed. Part has been ongoing for decades and part has gained
much attention in recent years.
The current aviation emission are mainly generated by large long haul, short haul and
regional aircraft that have the wing-tube configuration that has been around for decades.
Most emissions and noise savings gained have been accomplished in engine technology, with
more modest contributions from light-weight structures and aerodynamics. This evolutionary
optimisation continues with new engines (e.g. ultra-high bypass ratio engine and counter
rotating open rotors), introduction of large-scale thermoplastic composite structures and
new aerodynamics concepts such as morphing wings. They have been at the forefront of
large research & development programs such as EU funded CleanSky 1 and 2 and were set to
be incorporated in the new major OEM airliner programs for a 2030+ market introduction.
This evolution will however never lead to net zero. The energy transition is inevitable, also
for aviation. SAF is the lowest hanging fruit, yet still emits net CO2 and other emissions. The
energy density of jet fuel versus alternatives (batteries and green hydrogen) leads to a longterm transition roadmap. The innovations needed that dictate the pace of the
transition comprise energy density improvements batteries, and solutions for hydrogenelectric powertrains and storage systems as well as system architecture improvements
(including high voltage aspects), and development and certification of large electrical
engines.
The first electric trainer (2 seater) has been certified in 2020. General aviation up to 4 seats is
within easy reach. 6 Passenger retrofit prototypes have been demonstrated: full electric
(short range), hybrid electric (up to 750 km), and hydrogen / battery. Small conventional
take-off and landing (eCTOL) commuters (~9 pax up to 19 pax) are under development for
market introduction, realistically between 2025 and 2030. This comprises retrofits and new
built aircraft. Certification regulations are not yet available for larger (20+ pax) aircraft. Scaleup to 40 and ultimately 80 seaters will take until the 2030s and 2040s, depending on
progress of certifiable energy storage with increased energy density per weight.
Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Another path to aid the energy transition, and save energy consumption, is presented by
unconventional configurations such as blended wing body (BWB). The Electric motors
provide more design freedom and enable distributed propulsion configurations, in
combination with SAF engines (hybrid) supporting energy intensive take off and climb.
Another propulsion concept investigated is boundary layer ingestions. These new
configurations, especially the BWB, make most sense for larger airlines. Flying scale models
are available, but actual aircraft are not beyond the drawing board. Market entry is not
expected before 2035. The key challenge is to keep the mono-disciplinary aerodynamic fuel
savings in the detailed design (structures weight, systems).
These trends can bring us close to (net)zero aviation in 2050. This requires research &
development funding, adaptation and investments in airport infrastructure and procedures,
and sufficient resources at aviation authorities to certify a high number of newcomers.
As part of Advanced Air Mobility (AAM), eCTOL aircraft can unlock more point to point
connections from small airports (distributed aviation). To leverage smallest airports, or even
‘open public spaces’ also some electric short take-off and landing (eSTOL) aircraft are under
development. In parallel, driven by mobility demand in congested urban areas, 200+ new air
space entrants are being developed for cargo delivery, air taxi and personal air vehicles. This
comprises mainly eVTOLs. Initially these will be need to be piloted (first expected market
entry 2023) as certification regulations do not cover unpiloted yet. Unpiloted (first cargo later
pax) will mostly like be introduced near or in the 2030s. Business models innovations beyond
scheduled and milk-run flights are also considered such as on-demand and even prescription
based.
AAM external success factors are infrastructure connections to other (ground) transport,
(digital) ATM/airspace infrastructure (especially for eVTOL), and a network of vertiports and
small airports, connected to renewable energy, with acceptable noise impact for the
environment. These vertiports should be safe and secure, yet fast for the passengers to
navigate for achieving travel time efficiency.
23

Overview of Trends in Future Fuels
Future fuels are an integral part of the solution to decarbonizing aviation.Future fuels can be
divided into SAF (bio-fuels and synthetic fuels), electric power and hydrogen, which can
either be burned in a turbine engine or used to power a fuel cell which drives electric
engines. For bio and synthetic SAF fuel, rapidly increasing the technological maturity of
synthetic fuels and scaling up SAF production is required, together with policies and market
collaboration that connects SAF production (supply) and SAF uptake (demand). Synthetic fuel
production as well as hydrogen production through electrolysis requires large amounts of
renewable energy, which will become part of the aviation fuel supply chain and therefore
must be scaled up. For hydrogen fuel, new aircraft powertrains and designs are required that
can use hydrogen as a fuel. Furthermore, the aviation value chain will need to innovate for
hydrogen transportation, storage and refuelling, as well as hydrogen safety and certification.
For electric battery powered aircraft, the refuelling infrastructure must be further developed,
although the knowledge from the automotive industry can be leveraged to also facilitate
electric aircraft infrastructure, certification and safety.

The transition to future fuels is a requirement to reach net zero carbon aviation. Future fuels
decrease or eliminate CO2 and in some cases other emissions such as NOx, contrails and
water vapor.

It is important to note that electric, SAF and hydrogen value chains are connected regarding
fuel production and availability. Hydrogen fuel requires enormous amounts of renewable
electric energy generation, and synthetic SAF requires enormous amounts of green
hydrogen. Current SAF production requires bio and waste materials as the main resources.
The transition pathways towards net zero carbon aviation from international organisations
such as ATAG, Airports Council International (ACI), IATA and ICAO, see both SAF and
hydrogen as emerging technology developments that will ensure the aviation sector is able
to decarbonize by 2050. Electric aviation is also seen as a development, yet the impact is
lower due to the range limitations. Although the extent to which hydrogen aviation can
develop commercially is debated due to mainly to technology development and high
investment issues, there is a market consensus that it will become possible in the coming 515 years, and commercially viable between 2030 and 2040. For SAF, bio and waste fuels are
currently being produced and developed, but a large scale is needed to make an impact in
aviation emissions. Regarding synthetic fuels, research is required to produce at an industrial
scale and achieve the goals for 2050.

Electric aviation has the advantage of operation without any type of emissions but is limited
by the performance and the weight of the battery. As a result, electric propulsion is expected
to only be feasible for low capacity, short-haul flights in the next 10-15 years, depending on
battery improvements. Although there are many low capacity, short-haul flights in which
electric aviation can make a change, the largest part of the carbon emissions is caused by
medium to long-haul flights as 58% of emissions are caused by flights over 2000 km. For longhaul flights, SAFs in the short term and hydrogen in the medium to long term have the most
potential to provide a carbon emissions reducing option.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

24

Overview of Trends in Airports
The ownership of Europe’s airports shows that over 40% of Europe's airports have at least
some private shareholders - and these airports handle close to 75% of passenger traffic each
year. This number is slowly increasing each year. In the US, airports are considered only as a
public service while in Asia they are privately owned and therefore operated as a commercial
operation. As European airports are often a combination of private and public ownership,
they also combine the targets of proving a public service and generating revenue through
commercial activities.
Whether public or private, many airports across the world understand the need to innovate
and become sustainable and more connected to their local communities. The main concerns
for airports involve their own carbon footprint and internal sustainability, local noise
reduction and local emissions from aircraft. As an infrastructure provider, airports also
influence the development of aviation sustainability and innovation on a wider scope,
including aircraft, airspace and ground mobility. Their priority remains to ensure that airports
are safe, efficient and provide the infrastructure services required for aviation.
Airports developing the future of their operation often develop target time frames between
2030 and 2050. They engage in sustainability, digitalisation and mobility as a service
strategies within their own operation as well as beyond to achieve targets as set by
themselves and by higher level aviation bodies such as ACI, ICAO and national policy. A
number of projects, including the EU horizon 2020 green airports call, Airport Carbon
Accreditation, as well as the is the 2050+ project which aimed to prepare airports for 2050
and beyond support these aims.

A second major focus is on decreasing the airport’s own environmental footprint to become
sustainable, as well as decreasing their negative impacts on the local community. Most
airports have set targets to achieve positive change between 2025 and 2050. Currently, a
number of Scandinavian airports are Net zero carbon, showing that it is possible to achieve.
Airports are implementing innovations targeting all aspects of environmental emissions, on
local and global scales. The Airport 2050+ targets go into these aspects and aim to “develop
climate neutral operations and low sound pollution”. The ACI airports guidance has set an
industry wide target for all airports to be net zero by 2050. These ambitions and the guidance
provided to achieve this can be critical in airport innovation.
A third major focus for airports is the autonomous airport trend towards digitalization and
integration of systems airside, landside and in the terminal. This is seen as a critical solution
to facilitate efficiency and improvement. Targets within the 2050+ project, for example,
enabling 90% of European travellers to complete their intra-European door-to-door journeys
within 4 hours through increased connection and digitalisation. This also includes the
integration of new modality within the airport infrastructure. Looking forward, different
types and a wider range of mobility options are expected to emerge, and the airport can play
a major role in becoming a central hub for all of these different types of transport. New
supply chains require airports to innovate and work together more closely with their
stakeholders but also with outside parties from different sectors that may be further ahead
with digitalization and sustainability technology.

A first major focus is on the airport as an energy hub. Vehicles as well as heating energy are
increasingly electrifying and new types of fuel also develop, including biofuels and hydrogen.
The airport can take a larger role in developing these forms of energy and their operation at
the airport. As an energy hub provider, airports can also push the decarbonisation of their
own operation as well as their stakeholders.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

25

Overview of Trends in Airspace Design
Innovation in the delivery of ATM services within the future airspace management system
will be critical to its success. This includes managing traditional aviation actors in the
controlled airspace categories alongside the introduction of new vehicles in the lower
airspace, referred to herein as AAM, and the upper airspace which takes into account
supersonic and space vehicles. The capabilities that are required within the ATM system have
been identified and the challenge within the industry is implementation at large scale to
benefit the entire network.
In traditional aviation the global transformation programme is described through ICAO
Framework; namely the GANP and the GASP. The GANP is the highest air navigation strategic
document and details the plan to drive the evolution of the global air navigation system. It
also provides the strategic and technical basis for regional and local planning. In support, the
GASP establishes targeted safety objectives and initiatives while ensuring the efficient and
effective coordination of complementary safety activities between all stakeholders.
At the regional level, within the USA the Next Generation Programme manages changes to
the national airspace system. Within Europe, the Single European Sky (SES) programme is the
leading global initiative with the Technical pillar of the SES being implemented through the
SES’s ATM Research (SESAR). Within Europe, at the national level the contribution to SESAR
dominates the innovation strategies of most states. Outside Europe similar co-ordinated
projects exist and they explore the same concepts linked by the ICAO GANP.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

For AAM and other new airspace users then the trend is that innovation is being driven from
the industry and is driven by high-tech industry knowledge that is unfamiliar within the
traditional aviation sector. The identification of new cheaper and more environmentally
friendly propulsion technology is driving innovation in aviation at a speed not seen before. In
the urban environment and lower airspace then new use cases are being identified to
support personal health and wellbeing, along with cargo and passenger mobility and driving
innovation across aviation but also other transport sectors as we re-think our understanding
of mobility. Supersonic transport and space tourism use cases, whilst at a different scale to
urban mobility, provides new use cases and again challenges our understand of future
mobility

The GANP and GASP has initiated development of their strategic and technical contributions
relating to remotely piloted aircraft systems and other vehicles. Within Europe, the
development of the U-space programme within SESAR has progressed since the Drones
Helsinki Declaration in November 2017. The development of new regulation from the
European Union Aviation Safety Agency (EASA) for U-space and drones along with new USpace projects within SESAR demonstrate the speed at which Europe has responded to the
call from industry users to support safe and efficient integration of users into the European
airspace. The developments in vehicle technology and infrastructure concepts is advancing at
a different rate to the developments in airspace rules. The momentum of the AAM industry
still places pressures on the regulatory environment and change is required to ensure the
predicted benefits are realized whilst ensuring the safety of all airspace users and the general
public.

26

Overview of Trends in Cybersecurity
The aviation system will evolve significantly in the future, with the application of new
operational concepts, an increased use of commercial off-the-shelf products developed using
open standards, increased sharing of data and networking of systems, and the introduction
of new vehicles into controlled airspace. The next generation of systems resulting from the
digitalization of aviation will apply emerging technologies (e.g., artificial intelligence, data
analytics and new security technologies), and may introduce new threats. These threats will
be particularly pertinent in the area of cyber security, the exploitation of which could result
in undesirable impacts.
Creating a cybersecure environment in aviation within Europe is based on a combination of
the Network and Information Security Directive adopted in 2016 and aviation specific
requirements.
In recognition of the challenge of developing cybersecure and recent amendments to ICAO
Annex 17 Standards and Recommended Practices (SARPs) and associated guidelines explicitly
address cybersecurity.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

In Europe, in order to promote a harmonised approach to meeting Annex 17 SARPs, the
current ATM-specific Implementing Rule is IR (EU) 2017/373 which, coupled with
amendment 2020/469, specifies security requirements for ANSPs, the EUROCONTROL
Network Manager, and Air Traffic Flow and Capacity Management (ATFCM). This regulation
compels operators to adopt a broad-based, holistic approach to security, addressing people,
processes, and technology, beginning with the requirement to implement a Security
Management System to protect facilities, personnel, service provision, and operational data.
Besides the operational aviation system, cyber security is also essential for the design,
manufacturing and maintenance repair and operations (MRO) industries, especially when
transitioning to more digital cooperation environments (digital twin, industry 4.0 principles,
virtual certification). Besides the increasing ‘ransomware’ attacks, the aviation industry is
subject to espionage for industrial reasons as well as dual use or military use state of the art
technology. The Cybersecurity Task Force is a cross functional group that is responsible for
the development and implementation of ACI EUROPE cybersecurity policy position on issues
such as the rulemaking by EASA, including the technical and strategic level of the European
Strategic Coordination Platform.

27

3. STAKEHOLDER LANDSCAPES AND
VALUE CHAINS

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

28

Stakeholder Landscape and Value Chain within Aircraft Platforms
LEGISLATION AND
REGULATION

STANDARDISATION
BODIES

MANUFACTURING
INDUSTRY

OPERATING
INDUSTRY

AFTERMARKET &
SERVICE PROVIDERS

EUROCAE

OEMs (aircraft
integrators)

Airlines/
operators

MRO

ICAO

RTCA

EASA
(aircraft,
production,
operators
maintenance)

Tier 1: Systems/
structures
integrators

Tier 2: Large
components &
(sub)systems

(scheduled &
on demand)
Engineering,
testing and
certification
support
Aircraft lease
companies
End of life
solutions

SAE
Tier 3: Parts &
components

Airports

Ministry of
IenW (DGB/ILT)

ASTM

Tier 4: Raw
materials &
processes

(real estate,
ground handling
Support)

RESEARCH & DEVELOPMENT

Research institutes, universities

EDUCATION

Universities, colleges (engineers, production staff, mechanics)

POLICY & GOVERNMENTS

EU, national, regional and local

GENERAL PUBLIC

General public (end users, acceptance)

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Training
(crew,
maintenance,
etc.)

29

Stakeholder Overview within Aircraft Platforms
POLICY, LEGISLATION AND REGULATION
Aviation policies are set by ICAO, The European Commission and the Netherlands Netherlands Ministry of Infrastructure
and Water management.

For aircraft platforms, regulations are in place for safety and emissions. This comprises the design (type certificate),
operation and maintenance. Organisations are also certified or approved for design (DOA), production (POA),
maintenance (MOA/Part 145) and operations (AOC). The key stakeholders are ICAO (global), EASA (Europe) and Inspectie
Leefomgeving en Transport (ILT). Aircraft that are not certified under ICAO principles, such as test and demonstration
aircraft fall under the national authority for permits to fly.
STANDARDISATION BODIES
Provide standards for aviation equipment, systems and design processes. Complying with these standards facilitates
certification. Key new standards under development concern adoption of 100% SAF (American Society for Testing and
Materials, ASTM), charging of electric aircraft (Society of Automotive Engineers [SAE], Radio Technical Commission for
Aeronautics [RTCA], EUROCAE) and detect and avoid/airspace integration of unpiloted aircraft (RTCA/EUROCAE).
OPERATING INDUSTRY
Airlines are operating the aircraft platforms, on scheduled services mainly. Smaller aircraft (business jets and commuters)
are often also operated under ‘on demand’ models. With KLM-Air France, The Netherlands as a major airline for
European and intercontinental flights. Other Dutch airlines are Transavia, TUI Fly and airlines in the Caribbean (Divi Divi,
Winair). The Caribbean with ‘thin-haul’ routes between the islands where little alternatives exist for fast transport could
be early adopters within the Netherlands. A new player could be Lucy that has the ambition to become a 100%
sustainable airline. Further smaller, general aviation operators for e.g. parachute, leisure flights and training (notably eFlight academy) could benefit from sustainable aviation. Key requirements for airlines on sustainable aircraft solutions
are payload-range capacity and turn around times versus life cycle costs. Pilot human factors and workload is also key for
new propulsion concepts and a drive towards single cockpit operations. Other operators that can benefit from
innovations are emergency services aircraft (e.g. air ambulance in the Caribbean)
Lease Companies: lease companies play a role in the ecosystem in acquiring aircraft and providing them to airlines
depending on demand. As owner of aircraft, life cycle costs of new, sustainable aircraft concepts is of high importance.
Airports need to be equipped and ready for new sustainable aircraft in terms of infrastructure and ground services
(including fire fighting). Schiphol is a major European Hub (and leading the EU TULIP green airport project). RotterdamThe Hague, Eindhoven and Groningen are exploring (hybrid) electric domestic flights under the Power-Up initiative.
Teuge airport is hosting DEAC. The distributed aviation model (small aircraft operating on regional point-to-point
connections from smaller airport) could provide increased connectivity for other Dutch airports, especially where city
pair connections via rail and road are cumbersome.
RESEARCH AND DEVELOPMENT and EDUCATION
Under Horizon Europe, the EC funds R&D through public private partnerships of which Clean Aviation is the most
prominent one. Internationally, the Association of European Research Establishments in Aeronautics EREA (e.g. DLR,
ONERA) and NASA are key players. In the Netherlands Royal NLR and TU Delft are the main aerospace research
organisations who are active in all innovation areas relevant to this study.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

TU Eindhoven and TU Twente have knowledge on specific niches. The Universities of Applied Science active on aviation are
Amsterdam (Hogeschool van Amsterdam) and InHolland. TU Delft, Hogeschool van Amsterdam and Deltion college cooperate in
the Dutch Electric Aviation Centre, in addition to various student teams from Delft (Aero Delft), Eindhoven (Falcon Electric) and
InHolland (DragonFly).
MANUFACTURING INDUSTRY
The key value chain for innovations in aircraft platforms is the manufacturing industry, driven mainly by OEMs and Tier 1s as they
decide which innovations make it to the next aircraft program. Key OEMs is Europe for civil transport aircraft are Airbus and
Leonardo. Globally Boeing is the major player. Others are Embraer, COMAC, United Aircraft Corporation (Russia), Bell, De
Havilland, Mitsubishi and a variety of OEMs for commuters and general aviation.
For eSTOL and eCTOL, the OEMs are mainly start-ups. eVTOLs are start-ups and traditional OEMs, leading company examples are
within Europe Volocopter and Lilium and internationally Joby. An overview of the Dutch manufacturing industry in terms of
established capabilities and new developments in the aviation energy transition is included on the next slide.
AFTERMARKET AND SERVICES
Maintenance Repair and Overhaul plays a key role during the operational life to keep aircraft airworthy, safe and efficient. The
MRO industry can also play a role in aircraft conversions, modifications and retrofits towards sustainable powertrains. The
Netherlands has a strong position in MRO around Schiphol, Aviolanda Woensdrecht and Aerospace & Maintenance Park Tilburg
and Maastricht Maintenance Boulevard, supported by SMEs for component repair and spare parts located elsewhere in the
Netherlands.
Engineering, Testing and Certification Services are performed by specialized companies with knowledge, experience and facilities
and approvals for ground testing, wind tunnels and flight testing. This is essential to support the development and certification of
new or retrofit aircraft for Entry Into Service. From the Fokker OEM legacy, the Netherlands still has a strong position with multiple
companies in its industry base and research institutes .
End of life Services (EOL), decommissioning aircraft after their operational life, will play an increasing role in the transformation to
a circular economy model. The Netherlands has EOL capabilities Twente airport.
Initial and recurrent training of flight crew (pilots, flight attendants), ground crew, mechanics is essential for the production,
operation and maintenance of aircraft platforms. Dedicated companies provide training services and training tools (flight
simulators, mock-ups, augmented/virtual augmented reality (AR/VR) solutions, training aircraft). In the Netherlands, several
companies are involved in developing and manufacturing simulators for aircrew and maintenance purpose , this varies from
Desktop to full motion level D Devices.
Also several companies within the Netherlands currently provide the actual training through their ATO or PART 66 of which some
already operate full electrical aircraft.
Within the Netherlands there is a perfect opportunity to play a role in the development of new simulation media like AR/VR and
training course ware in order to facilitate training for the next generation aircraft (e.g. electrical, hybrid and eVTOLs).

30

Value Chain Position for Aircraft Platforms
POSITIONING STRENGTH OF A CLUSTER LEAD BY AN OEM/TIER 1
An OEM or Tier 1 is the driving force behind a product portfolio for a global market with development initiatives and
production deriving from it. The OEM and/or tier 1 is therefore everything that determines the ‘demand’ to the
different elements from the Eco system and the integration. In other words: If there is no targeted demand from the
market and there is no integrator, it will be very difficult to maintain a healthy ecosystem. Conversely, if there is no
ecosystem, it will be very difficult for an OEM nowadays to be successful.
The Netherlands currently has no longer its own demand for development and production. Also, the fact that key
players at the component level in the Netherlands have come into foreign hands has impact on the balance in the
ecosystem in terms of alignment with Netherlands national and regional economic interests.
The current ambition that arises in the Netherlands on sustainable aviation can re-establish a leading position in a
Dutch cluster with the leverage to influence the demand side by the ‘system integrator/OEM’ positioning. With this
step it is possible to position the Netherlands much better and to meet a worldwide demand from airlines that
want/need to fly sustainably. It will lead to a very robust boost to the ecosystem and significant new business with
related employment opportunities. In short, it means that the ‘demand’ of ‘zero emission’ in the Netherlands must
be translated into demonstrators via development programs in order to ultimately meet this demand from
international customers (airlines) via an OEM and tier 1 (system integrator) position.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

DUTCH MANUFACTURING INDUSTRY
The key value chain for innovations in aircraft platforms is the manufacturing industry, driven mainly by OEMs as they decide which
innovations make it to the next aircraft program. The table below presents the established capabilities (already in market) and the
new developments (not yet in the market, at various levels of maturity).
The NAG is the trade association for national and international organisations established in the Netherlands and active in
aerospace & airport development. The NAG has more than 100 members who together represent 95% of the Dutch aviation
industry’s revenue.

Tier

Current Dutch established capabilities in value
chain

Additional new Dutch capabilities

OEM

-

Newbuilt (full electric) aircraft

Tier 1

Lightweight structures, EWIS (electric conversion
and power distribution)

Full liquid hydrogen (LH 2) powertrain, HVDC
distribution

Tier 2

Avionics, compressors, cooling/thermal
management components,

LH2 composite tanks, electric motor/inverter,
fuel cell integration, e-compressor and cooling
system, AR and VR simulation solutions

Tier 3

HVHP components, (in structure) sensors,
Fibre Metal Laminates

Efficient low noise propeller, precision navigation
solutions

Tier 4

Thermoplastics, composites, production
automation, process innovation

Composites for hydrogen, automation and process
innovation for sustainable production at low costs

31

Stakeholder landscape and Value chain within Future Fuels (1/2)
GENERATION

TRANSPORT

STORAGE

REFUELLING
INFRASTRUCTURE

SAFETY &
CERTIFICATION

REGULATION

HYDROGEN
TRENDS IN THE
VALUE CHAIN

Within hydrogen, current energy incumbents transitioning to sustainable fuels can deliver the funding required for
hydrogen production. Further into the value chain, hydrogen stakeholders must collaborate with the chemical
industry who have been handling hydrogen logistics for decades. Hydrogen aircraft start-ups are often integrating
the refuelling into their value proposition. Much research must still be done regarding safety and certification to
transition current knowledge from other sectors to the aviation ecosystem.

SAF TRENDS IN
THE VALUE
CHAIN

In SAF, some incumbent energy producing firms have taken bold steps to lead in SAF production. However,
collaborations and consortiums between multiple aviation stakeholders also work well to cross the value chain
barriers and ensure that the uptake of SAF by airports is aligned with the production. Blending mandates will
increase the integration of SAF into the value chain, although much of the handling is the same as with traditional
kerosine.

ELECTRIC
TRENDS IN THE
VALUE CHAIN

The electric value chain will engage mostly new stakeholders, as both fuel suppliers and airports do not have much
experience. It is vital that within the development, other sectors that have advanced further such as automotive can
share their knowledge.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

32

Stakeholder Landscape and Value chain within Future Fuels (2/2)
ENERGY GENERATION

RESEARCH AND DEVELOPMENT

Energy generation for sustainable fuels is critical to stimulate the development of sustainable
aircraft. For electric aviation, the transition to renewable electricity is well underway, although the
requirement from all other sectors may lead to competition for the scarce amount of renewable
electricity that is available.

Research into sustainable fuels is focused on multiple aspects, including production, storage, safety,
but also business cases and legislation. Universities are working together with market players to
receive EU funding for projects such as hydrogen storage systems or integrated smart grids. These
type of projects must be further developed to higher TRL levels so that businesses inside and outside
of the aviation industry can develop them.

Green hydrogen relies heavily on renewable electricity, as current grey hydrogen production is
largely produced from fossil fuels. Currently, green hydrogen production is 2 to 3 times as expensive
as grey hydrogen and due to the inefficiencies of green hydrogen production, producing green
hydrogen is not the most efficient use of scarce renewable energy. Green hydrogen production can
be applied when renewable energy production peaks due to intense sun or high winds. However, the
shortcoming in such a case is that expensive hydrogen electrolyser systems are not continuously
used, leading to higher costs.
SAF production relies on waste and bio fuels initially, but as the resources for this are scarce, the
industry is currently also looking into synthetic fuels. Using crops as a feedstock for fuels also brings
negative land use externalities and may not lead to sustainable alternatives. Synthetic fuels are
produced using green hydrogen and captured CO2. This process, power-to-liquid is very energy
intensive.
All stakeholders within the aviation value chain must invest largely for all three types of future fuels.
To ensure that these investments are made, there must be a clear demand developed by policy and
through market based cross-value chain collaborations
ENERGY TRANSPORT AND LOGISTICS

For the transportation of future fuels, electricity and SAF can make use of current systems and
infrastructure. For electric aviation, the capacity of energy grids would need to be updated, and
there are opportunities to do this in synergy with local renewable energy production and onsite
storage. For SAF, blending certifications will allow SAF fuel to be integrated inti the current systems.

AIRPORTS
The role of airports in future fuels and their infrastructure must increase if airports want to get
ahead and stimulate sustainable aviation. By providing testing and pilot facilities for the first
hydrogen and electric aircraft, airports develop connections with the frontrunners of sustainable
aviation, and gain knowledge and experience with the infrastructure for future fuels.
SAFETY AND CERTIFICATION
The role that safety stakeholders such as fire departments play must not be underestimated. By
including them into the process of future fuels installations, the certification process is also clearer.
Furthermore, it is important to take the best practices from other sectors to ensure that the
knowledge that is already available is used.
TECHNOLOGY DEVELOPMENT
The development of the technology required to produce future fuels, such as renewable energy,
electrolysis and carbon capture for SAF production processes, is currently well underway, although
much progress still must be made. The aviation sector can connect more closely with the developers
of these systems to ensure that demand from the aviation sector for these systems and this energy is
applied to boost production. Getting even more involved, will also provide opportunities for
stakeholders such as airports that can produce local renewable energy or blend their own SAF onsite.

However, hydrogen systems present a more difficult development. Within the short term, hydrogen
refuelling infrastructure can be supplied through trucking systems, which are well developed within
the chemical industry by incumbents such as Linde and Air Liquide. In the long term, much research
must still be done to develop the storage, handling and transportation systems to and at airports.
Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

33

Stakeholder Overview within Future Fuels
Within future fuels availability and infrastructure, the aviation sector must innovate within their own value chains, also look beyond the current stakeholders.
Other sectors have years or even decades of experience in parts of the value chain that can be very complex.
By leveraging the learnings of other sectors, the aviation sector can make the switch towards future fuels at the pace that will be required to achieve
sustainable aviation.

GENERATION

TRANSPORT

STORAGE

REFUELLING
INFRASTRUCTURE

SAFETY &
CERTIFICATION

ATAG, ICAO,
ACI, IATA

Energy grid
regulators
CURRENT
STAKEHOLDERS

Fossil fuel
energy
providers

Tank storage
systems
Fuel
transport
providers

Chemical
industry
storage

Clean energy
providers
(solar, wind)
Chemical
industry

CROSS SECTOR
OPPORTUNITIES

Airport fuel
service
providers

Automotive
industry
charging
systems

Smart grids
Chemical
industry
refuelling
systems

Electrolyser
initiatives
Heat storage
Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

REGULATION &
OVERARCHING
TRADE BODIES

Airport
safety
professionals

EASA, FAA,
CAAs;
regulatory
bodies

Chemical fire
safety
professionals

Electrical
safety
professionals

Safety
regulation and
standards from
other
industries

LEGISLATION

National and
EU blending
mandates, CO2
targets, EU
ETS, CORSIA

Fit for 55, EU
green deal,
Horizon 2020,
EU taxonomy
Dutch climate
accord &
climate policy

External
firefighters
34

Value Chain for Future Fuels
Within future fuels, there are multiple value chains for
the different energy carriers. As described below, they
are connected to renewable electricity as a main energy
source. Within the Electricity and SAF value chains, the
transport, storage and refuelling infrastructure have
already been developed, while within the hydrogen
value chain, this infrastructure must still be developed.
As there is a strong development of electric recharging
systems within the automotive industry, aviation can use
this as a stepping stone. While the electric value chain is
more simple to develop, electric powered aircraft are
limited in pax and range. For the SAF value chain, smart
integration into the current refuelling value chain
presents the easiest way to integrate into aviation.
However, SAF production at the beginning of the value
chain presents a challenge due to the low feedstock
availability for bio and waste SAF and low TRL levels and
high energy costs for synthetic SAFs. For the hydrogen
value chain, there are still many challenges, but
hydrogen does present the opportunity to fully
decarbonise aviation even for longer range flights,
although the time frame is larger than for SAF due to the
low TRL levels for hydrogen powertrains and aircraft.

Airports will require much larger energy systems to
handle electric aircraft charging. In combination with
local energy production peaks, smart grids can
facilitate the future energy regulation at airports

Electricity

Hydrogen

Renewable
energy
production

Initial hydrogen refuelling for
smaller hydrogen aircraft can
be achieved through hydrogen
truck transportation. Within
the chemical industry, this
application is widely used.

Electricity
grid

Local airport
energy
systems

Electric
aircraft

Green
hydrogen
production

Hydrogen
liquefaction

Hydrogen
transport and
storage

Hydrogen
refuelling/
airport
infrastructure

Hydrogen
aircraft

Synthetic SAF
production

SAF blending

SAF
certification

Current
aircraft

SAF
production

SAF blending

SAF
certification

Current
aircraft

Synthetic

SAF
Bio/waste

Bio and
waste
sources

SAF production is expected to
kick-off as a response to
increased blending mandates
and airline programs

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

SAF certification
developments are required
to ensure above current
50% blending max. for SAF.

35

Stakeholder Overview within Airports
TRADE &
STANDARDISATION
BODIES

INFRASTRUCTURE
DEVELOPERS

ICAO

ACI

IT provider

EASA,
National
regulations,
SESAR JU

Sustainable
building
standardisation
(LEED,
BREEAM)

Energy
providers

LEGISLATION AND
REGULATION

CURRENT &
CONTINUOUS
INNOVATION

Ministry of
IenW
(DGB/ILT)

ATAG

NEW ENTRANTS &
DISRUPTIVE
INNOVATION

Real estate
developers

GSE suppliers

Financing
standardisation
(GRI, ESG)

EU fit for 55

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Airside and
landside system
integrator (ALS,
security
systems)
Electric &
hydrogen GSE
suppliers
Future energy
providers

OPERATING
INDUSTRY
Airside
operators
(handlers,
airlines,
ANSPs, GA,
helicopter
operators)
Landside
operators
(taxi’s, train
operators,
rental
agencies, real
estate, retail)

Future mobility
(eVTOL, eCTOL,
hyperloop,
point to point
aviation)

AIRPORT USERS &
LOCAL
STAKEHOLDERS
Passengers

Local
communities

Cargo
Training
(crew,
maintenance,
etc.)
Energy hub
users

Future mobility
users

36

Stakeholder Overview within Airports
LEGISLATION AND REGULATION

INFRASTRUCTURE DEVELOPERS

Legislation for airports mainly comes from a national level, although EU policy has increased to develop a level
playing field for all airports to operate within the EU. International bodies also play a role in Airport regulations,
including standardisations by organisations such as EASA and guidelines by ICAO. Airports can also increasingly
look for support from government and intergovernmental institutions. Examples of this include the fit for 55
package from Europe, but also national mobility and innovation funds.

Airports have the main infrastructure at the airport within their own scope of control, but a portion of it is
developed by third parties. As airports innovate, integrating with their current infrastructure developers,
strengthening their own infrastructure and partnering with new developers on the areas of digitalization,
sustainable technology and new mobility is key. Examples are the development of vertiports, integration of
passenger flow information and new types of refuelling systems.

STANDARDISATION BODIES

OPERATING INDUSTRY

Airports do not require strict standardisation, although new innovation developments do demand that airports
are aware of industry standards outside of the airport scope. Regarding digitalisation, there are many IT
standards that can be used within aviation so that systems can be easily integrated. When connecting different
modalities, this can be critical. The main airports trade body is ACI. The ACI has set up a standardisation for
measuring airport sustainability to reach net zero, referred to as the Airport Carbon Accreditation. Such
standards can guide and help airports to become sustainable.

The infrastructure at the airport developed with he future of aviation in mind, must be operated by partners
that are able to develop a more digitalized and sustainable airport. It is clear that the current partners must be
included in continuously developing their operations in line with airport innovation, including new vehicles, new
systems and the new human resources required to achieve this. Furthermore, new entrants that have the
knowledge on future operations, sometimes coming from other sectors can also be involved to ensure the
airport operations are aimed at future developments.

AIRPORT USERS
Passengers, as well as cargo users of the airport can integrate the future airport developments into their way of
working together with the airport. This mainly focusses on adoption, but also clear communication. Airports can
facilitate these interactions by clear communication. Other airport users include the human resources
associated with the new airport operations. Personnel must be adequately trained and understand the new
digital systems so that they can incorporate it into their work.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

37

Value Chain Position for Airports
Value chain importance

▪

to follow legislation and regulations,

▪

improve safety, capacity, liveability and climate conditions and

▪

accommodate the new type of transport and services in accordance with the end-users' behaviours

Business
model

Airport’s operators are usually the one in charge of and leading the innovation at the airport. They are at the heart
of the value chain, implementing innovative solutions:

Airport 4.0
Mobility as a service

Airport proof of concepts in the Value chain
Airport often start innovations with a proof of concept, developing the solution for one specific part of the
operations and performing a trial. Some airports have even created a testbed or innovation centre such as
Rotterdam The Hague Innovation Airport at Rotterdam airport, Airport Lab at Paris Airport, and the innovation hub
at Schiphol Airport to gather start-ups, researchers, industrial, end-users in a unique location and perform trials.

Focus

Therefore, the value chain is evolving along the years according to the new business models, stakeholders needs
and clients' behaviours.

Funds are supporting these trials such as the European Green deal and national funds.
Once the proof of concept is assessed, deployment at the airport can be realised and good practices can be shared
to other airports. As every airport had its own specific context within which it operates, a direct replication or
common deployment is very difficult. Therefore, the innovation processes mainly start with a proof of concept even
if the solution is already deployed in many other airports.

Key
activities

Trials often take place in collaboration with the complete airport community, as most of the innovations impact the
operations of multiple stakeholders. Beyond this, an innovation carried by all stakeholders will have a greater
positive impact and is especially relevant for digitalisation which often effects many different systems.

Energy hub

Digitalisation and
Automation

Multimodality

Energy providers

Airside

Multi modal hub

Smart grid

Landside

Airport city

Innovation

Data science, artificial
intelligence

Key
competencies

Future vehicles
accommodations

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Energy

38

Stakeholder Landscape and Value Chain within Airspace Design
The industry landscape in airspace design and
reflects the traditional stakeholders that guide
aviation development and the delivery of its
services.
The implementation of airspace rules and
guidelines to accommodate new classes of air
vehicles outside controlled airspace is being
managed by the same stakeholders, however,
new service providers driven from technology
innovation are entering the market to provide
new traffic management services.

LEGISLATION AND
REGULATION

STANDARDISATION
BODIES

RESEARCH AND
DEVELOPMENT

AIRSPACE USERS
AND AIRPORT
OPERATORS
Commercial,
business and
general aviation
operators

ICAO
EUROCAE
SESAR
EC

UAS and other
future airspace
users

New alliances and partnerships will be formed
to prepare for the new future airspace system.

EASA

State National
Aviation
Authorities

Airport
operators

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

FAA Next Gen
Programme

RTCA

TECHNOLOGY
SUPPLIERS

Air traffic
service
providers

ATM data
service
providers

ATM software
suppliers

Network
Management
(ATFCM)

ETSI

Netherlands
Ministry of
Transport

SERVICE PROVIDERS

Urban
airport
operators

CANSO and
other ANSP
alliances

ANSP
alliances

U-space
service
providers

39

Stakeholder Overview within Airspace Design
LEGISLATION AND REGULATION
Air travel is a highly regulated industry, whether its environmental, security, safety or competition aspects. European
governments also have an interest in ensuring that the European air industry, both users and suppliers, remains competitive
in future and continues to contribute to economic growth and jobs. The key stakeholders are ICAO, the European Commission
(EC), EASA and local state ministry for transport.

SERVICE PROVIDERS
A service relying on digital services and automation of functions designed to support safe, secure and efficient access to Uspace airspace for many unmanned aircraft systems (UASs). Unmanned traffic management providers such as Altitude Angel,
ANRA, One Sky, Airmap, Unifly, Skeydrone are best placed to support this provider category either directly or in partnership
with an existing ANSP.

STANDARDISATION BODIES
The new solutions delivered will rely on the availability of industry standards to support their development and deployment
such as the European Organisation for Civil Aviation Equipment (EUROCAE), the European ATM Standards Coordination
Group, RTCA and ETSI.

A service consisting in the dissemination of static and dynamic data to enable provision of U-space services for the
management of traffic of unmanned aircraft. Existing ANSPs or new data management experts will seek opportunity in this
space.

RESEARCH AND DEVELOPMENT
Established in 2007 as a public-private partnership, the SESAR Joint Undertaking (SESAR JU) is responsible for the
modernisation of the European ATM system by coordinating and concentrating all ATM relevant research and innovation
efforts in the EU. SESAR JU was established under Council Regulation (EC) 219/2007 of 27 February 2007 (as modified by
Council Regulation (EC) 1361 / 2008 (SJU Regulation) and last amended by the Council Regulation (EU) 721/2014). On 18
November 2021, a Framework for establishment of the SESAR 3 Joint Undertaking was adopted. This includes the
development of 10 European Partnerships to progress the development of a Digital European Sky.
Link: https://www.sesarju.eu/news/framework-establishment-sesar-3-joint-undertaking-adopted

The objective of Network Management is to ensure optimal traffic flow when demand is expected to exceed the available
capacity of the ATC system. It comprises activities related to traffic organization and handling in a way that is safe, orderly,
expeditious and kept within the capacity. ATC capacity reflects the ability of the system to provide service and is expressed in
numbers of aircraft entering a specified portion of the airspace in each period.
The Civil Air Navigation Services Organization (CANSO) is the global voice of the ATM industry and is shaping our future skies.
Their goal is to raise the bar on global ATM performance by connecting the ATM industry to share knowledge, expertise and
innovation. CANSO has recently initiated a cross industry innovation forum, the CATS Global Council, for leaders across the
industry to create and align on a unifying blueprint for our future skies.
Link: https://www.futureskyvision.com

NextGen is not one technology, product, or goal. Rather, it is a series of interlinked programs, portfolios, systems, policies,
and procedures. It implements advanced technologies and capabilities that dramatically improve the operation of the NAS.
Relying less on ground-based systems like radar, NextGen is designed to transition the NAS from a traffic-controlled groundbased system to a traffic-managed satellite-based system. It is an evolution of ATM.

There are several ANSP partnerships across Europe. The most common is the grouping of ANSPs under Functional Airspace
Blocks. Others include Borealis and the A6.

AIRSPACE USERS AND AIRPORT OPERATORS
Civilian airspace users include scheduled airlines, charter companies, cargo and air freight service providers, the business and
leisure aviation sectors and all forms of non-military air travel, from hot air balloons through police helicopters to general
aviation pilots. The military, in the form of the air forces of the EU's Member States, are also users with an interest in SESAR
technology developments. Many of these companies and organisations are formally involved in the SESAR work programme.
SESAR aims to triple the capacity of civilian airports in Europe. The ATM technology developed through the R&D programme
will contribute to more direct flight paths and smoother, more rapid descents, reducing noise and other environmental
impacts. Several large consortia of airport operators, such as SEAC and ENAIRE, are already SESAR members
while ACI EUROPE represents an important stakeholder.

Several major companies from the following aviation supply industry sectors are already SESAR members, including ground
and aerospace manufacturing, aircraft manufacturers, and airborne equipment manufacturers.

The future airspace will need to accommodate a variety of new low-level (flying typically below 500ft) as well as higher
(typically above FL600) airspace users. Examples of low-level airspace users include eVTOL and drones while higher airspace
users include high altitude platform systems such as balloons as well as suborbital and space aircraft.

TECHNOLOGY SUPPLIERS
The competitiveness of European industry depends on innovation and technological development. Innovation and
technological advancement leads to increased competitiveness for European industry, especially in aerospace. Today’s R&D
helps to produce tomorrow’s technical standards, increasing the potential customer base worldwide.

There are two major ANSP/supplier partnerships within Europe relating to ATM technology development. These are COOPANS
and iTEC. They each have a slightly different business model for collaboration. COOPANS is a group of ANSPS who have
together contracted Thales to provide technology to support their strategic goals. iTEC is a consortium of ANSPS including
Indra who are the technology partner. Within iTEC there are different technology paths available to new members. Both
partnerships aim to reduce cost for members, speed up development and share best practice.

Urban airport operators will provide the infrastructure necessary (e.g., vertiports) to service future air mobility. These urban
operations hubs will provide manned and unmanned aircraft with command and control, charging/refuelling, cargo and
passenger loading and other mission specific facilities.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

40

Value Chain for Airspace Design
There are two main stages within the value chain
for Airspace Design and Infrastructure. The first is
strategic improvement of the aviation system
through research and development of highbenefit capabilities. The second stage is the
practical implementation of these capabilities
within the local environment taking into account
the existing geographical and environmental
characteristics of the service providers.
Historically, in the air traffic management industry
there is a significant lag between the concept
development and the operational realisation.
Many concepts do not apply to service providers
or require significant investment to realise the
benefits.

Stage 1

Industry strategic direction

Netherlands involvement in Stage 1
The Netherlands as part of Europe are within the
EU Regulatory Framework. Dutch organisations
are not a member of SESAR but participate in
SESAR Trials and Demonstrations. The
Netherlands as part of Europe are within the EU
Regulatory Framework. They are able to set local
policy on EU Regulation implementation.

ICAO, EASA and States provide the
regulatory framework for aviation.
In Europe the Basic Regulation
provides the framework.

Regulatory
framework

Vision and
concepts

SESAR within Europe and NextGen
within the USA drive research and
development. In Europe SESAR leads
in the development of trials and
demonstrations of future Concepts.

Research,
development
and trials

ICAO, EASA and States alongside Industry are active in
development of strategic visions and concepts.
CANSO as the ANSP Industry Association promotes
advances in traditional and U-Space services.

Standardisation bodies
are critical to regional
improvement in the
ATM System.

Regulatory
requirements

Standardisation

EASA provide specific
implementing rules and
community specifications
to support implementation
of the Basic Regulation.

Significant opportunity exists for those States that
can identify opportunities and paths for
implementation of new strategic concepts.

Stage 2

Sector implementation

Netherlands involvement in Stage 2
The Netherlands have a thriving Airline, Airport
and Airspace Management sectors. The Dutch
Ministry are responsible for the Dutch Airspace
Programme including the definition of U-Space
services. All Dutch aviation sectors are involved in
the development of new innovation, the
derivation of new operational and technical
requirements and the implementation and
operation.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

The State is responsible for the design of the airspace and related
change programme to serve the needs of all users. Local service
providers are responsible for the definition of the requirements for
operational and technical delivery of services. ANSP partnerships
drive interoperability across the industry.

Local service providers
deliver the new services
and realise the benefits of
operational and technical
changes.

Local operational and
technical requirements

Local operations

Local design and
validation
Local service providers are
responsible for the design,
verification, validation and
transition to operations.

41

4. CONTRIBUTIONS OF INNOVATIONS

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

42

Public Interests
The Civil Aviation Policy Memorandum 2020-2050 sets course towards a sustainable aviation sector that will safeguard the Netherlands’ strong connections with the rest of
the world now and in the future. It will put all the parties involved in the sector on a solid footing and give them an agenda for the years ahead, with clear goals and a detailed
approach. In this way the Netherlands is doing what it is good at: leading the way in the global changes in aviation that lie ahead. In the memorandum, the government sets
out its vision of a new balance in aviation for the period until 2050 and the promotion of four public interests is central:
1.

Safety - Keeping the Netherlands safe, in the air and on the ground, is a key aim of aviation policy. This means ensuring the safety and protection of
aircraft passengers and crew, and the safety of people on the ground. Developments in aviation must not come at the expense of safety. Central
government is therefore responsible for managing all aspects of aviation safety. Whenever major decisions are taken that lead to significant changes in
aviation, an independent safety analysis is conducted first to highlight possible consequences for safety. This type of analysis looks at various factors,
such as the number of aircraft in the air, flight routes and air-traffic rules. The Minister of Infrastructure and Water Management commissions safety
analyses for civil airports. Automation offers opportunities for safe, efficient aviation, but it also creates new vulnerabilities: for cybercrime, terrorism
and technical failures. Central government works with the sector to protect aviation from these risks.

2.

Connections - The Netherlands needs to stay well connected to the world’s major destinations. This calls for a modern, efficient and sustainably
organised airspace. The government therefore seeks to prioritise forms of aviation that have the greatest value for the Dutch economy and
employment. To this end, central government is developing a policy framework on network quality and will test existing policy instruments for their
possible use in strengthening network quality. Where necessary and possible, the Dutch government will also endeavour to modify EU frameworks.

3.

Liveability - Reducing adverse health effects is a precondition for the future growth of aviation. Central government will find ways to improve
methods of, respectively, measuring and calculating aviation noise in such a way that they better reinforce each other. Efforts are also being made to
gain a deeper insight into what aspects of aviation noise determine people’s experience of this as noise nuisance, so as to devise policy that takes better
account of these aspects. This calls for a customised approach for each airport, which will be reflected in airport decrees for civil airports. The aviation
industry will also be required to help achieve the air quality goals of the Clean Air Agreement (letter to parliament, 13 January 2020) between central
government and provincial and municipal authorities.

4.

Climate - An ambitious climate approach has been formulated for the aviation sector which the government eventually aims to align with the aims of
both the European Union and the National Climate Agreement (reflecting the Paris Agreement) of being practically climate-neutral in 2050. Within the
EU and the ICAO, a United Nations body, the Netherlands is therefore pressing for more ambitious climate goals. Anticipating these more ambitious
goals, the Netherlands is implementing the draft Sustainable Aviation Agreement which aims to reduce carbon emissions from Dutch aviation to 2005
levels by 2030, to half of 2005 levels by 2050 and to zero by 2070. If more far-reaching agreements are made at international level, the Netherlands will
adjust its national goals accordingly.

Source: Civil Aviation Policy Memorandum 2020-2050

Also, the contributions of innovations to economic growth is relevant.
Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

43

Contribution of Innovations in Aircraft Platforms
SAFETY
Safety is a pre-requisite to aviation. The
current trends in vehicle design do not target
safety increasements per se, as they aim to
be certified within the same requirements.
Configuration optimisations, disruptive
configurations and the energy transition
need to be safety neutral at least. New
electric and liquid hydrogen storage. These
step changes require significant attention
from regulators and industry.

Safety is also a key challenge for new
airspace entrants (piloted and unpiloted
eVTOLs, eSTOLs and drones). Certification
(cost) is challenging for these new vehicles.
Automation will be important to drive down
operating costs and has potential to eliminate
human pilot error but is costly in itself, and
time consuming to develop and certify for
complex operational traffic environments.
Certification regulations for unpiloted
passenger vehicles are not yet published.

CONNECTIONS
The energy transition and new configurations
can bring connectivity improvements.
Smaller battery electric and hydrogen fuel
cell commuter aircraft have the (economic)
potential to serve more point-to-point flights
between 2nd and 3rd tier regional
airports that are currently hardly used for
scheduled flights. This ‘distributed aviation’
model is pushed by various experts
and aircraft start-up companies. This can
benefit small and regional airports in the
Netherlands and the Dutch Caribbean for
affordable, clean domestic and regional crossborder travel
Connectivity is the main driver for new
entrants (eVTOL, eSTOL drones), being able to
take-off and land from more locations. This
requires a new network of helipads,
vertiports and eSTOL landing
sites. From urban to rural areas, new entrants
could support and feed the distributed
aviation model and provide first/last mile
delivery. New entrants could work in
scheduled milk run services or on demand
business models.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

LIVEABILITY
Aviation challenges for aircraft design
and development in terms of liveability lie in
air quality in airport areas and noise levels.
Configuration improvements of classic aircraft
can reduce noise levels (ultra high bypass
ratio, reduction of airframe noise). New
configurations such as engines on top of
blended wing bodies could shield part of the
noise to the ground.
For propeller aircraft, electric motor
propulsion has the potential to reduce 20+
dBA noise, through lower motor noise,
optimised propellers operating at other
propeller speeds, through distributed
propellers with lower blade loadings and
different propeller phase settings.
eVTOL noise could be a barrier for wide
adoption in urban areas, so noise reduction is
a key objective. Currently, public perception
towards eVTOLs/air taxi’s is positive (EASA
study).

CLIMATE
The main current driver for commercial
aircraft design is sustainability. The
following contributions can be expected in
CO2 emissions reduction:
▪ Evolutionary optimisations 10-15%

compared to 2020 aircraft entry into
service (EIS)
▪ Revolutionary configurations up to 20-25%

compared to 2020 aircraft EIS
▪ SAF up to 80% compared to fossil fuel

▪ Electric and hydrogen up to 100%

compared to fossil fuel
Note that SAF and hydrogen combustion still
produce NOx and other emissions.
The sustainability impact of eVTOL/air taxi’s
is usually not included in aviation impact
analysis since they are more competing with
cars and subway, depending on existing
infrastructure.

44

Contribution of Innovations in Future Fuels
SAFETY
Safety is one of the major concerns for
future fuels as new energy carriers such as
batteries and hydrogen but also synthetic
kerosine behaves differently in operations
and emergencies. To address these
concerns, safety studies, clear certification
and standardized regulation for new fuels
are required.
However, safety concerns are not only a
constraint. Coordinating appropriately with
other sectors and current knowledge
partners will lead to the development of a
connected safety systems at airports. For
hydrogen and SAF safety and regulation,
industrial and chemical process knowledge
within the Netherlands can be applied,
while for electric charging there is an
abundance of knowledge within the Dutch
automotive industry and regulators. Finally,
future fuels also provide an increase in
safety for maintenance and airport ground
personal, who no longer work in the unsafe
conditions created by fossil fuel emissions.

CONNECTIONS

LIVEABILITY

CLIMATE

Within Future fuels, battery electric and
hydrogen powered aircraft lead to shorter
routes and therefore to more point-to-point
connections. This means regional airports can
develop their infrastructure to facilitate this
and increase the connectivity of the region.

Electric powertrains are expected to lead to
lower noise emissions, currently one of the
main liveability concerns around airports.
Aircraft powered by sustainable fuels will
have a smaller noise footprint than current
aircraft.

The use of future fuels would lead to less
emissions, up to 80% less for SAF and up to
100% for electric and hydrogen as a fuel.
Within the immediate surroundings this will
lead to decrease or even complete mitigation
of local emissions such as NOx and PM.

With the strong development of hydrogen
and electric aviation in neighbouring
countries, such as France, Germany and the
UK , there is much opportunity to connect
closely and become partners in the
development of sustainable aviation.

Regarding local employment, future fuels
provide many new opportunities within a
clean sector. Smaller aircraft will also provide
more jobs to flight and ground personnel.

Non-CO2 emissions such as contrail formation
and water vapour will also be decreased as a
result of future fuels. The impact these fuels
have is still being researched, but it is clear
that they decrease aviation's impact on
climate warming

Future fuels can also provide new and
stronger connections regarding the supply of
energy. As renewable electricity, hydrogen
and biofuels develop and become feedstocks
for sustainable aviation fuels, the dependency
on fossil fuel import decreases. New
connections can be set up with renewable
energy and hydrogen producing countries,
such as southern Europe and Africa.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Furthermore, electric powertrains
are expected to lead to lower noise
emissions.

While sustainable aircraft on electric and
hydrogen may be smaller, this also means
they will have a smaller noise footprint in
general.

45

Contribution of Innovations in Airports
SAFETY
The automation of landside and airside
processes significantly improves safety. The
main benefits are the avoidance of human
mistakes and reducing disruptions. On the
other hand, the risks of cyberattacks do rise
as digitalisation and connection of the airport
systems increases Therefore, to ensure
airport safety, the threat of cybersecurity
should be taken seriously, and solutions
should be developed to keep digital
operations safe. Another aspect in airport
innovation is resilience for climate change. By
improving safety from natural disasters,
disruptions can be avoided.

CONNECTIONS
Airport becoming a multimodal hub improves
connections between the cities and region,
and connects more people to travelling. This
can be done by integrating other current
other modalities such as the high speed
trains, public transport and bikes. However,
airports can also integrate new forms of
mobility including urban air mobility, car
sharing services and hyper loops.
Digitalization tools will improve the
awareness of passengers to take multiple
types of mobility. It can provide insights into
the impacts of the different mobility options.

A final important aspect is the adoption and
integration of new types of fuel for the
airport such as hydrogen fuel, but also electric
charging and an increase in battery storage.
This brings new risks that need to be
understood and mitigated through increased
awareness, training campaigns as well as new
equipment.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

LIVEABILITY

CLIMATE

Innovations for airports are often developed
with a focus in improving liveability, especially
for local communities. Airports developing
sustainability targets, and implementing this
at their strategy level. Sustainability starts
with carbon but also includes noise and many
local emissions. Local emissions include NOx,
PM2.5 and PM10 as well as ultra fine particles
(UFPs), and these must be constantly
monitored to understand their impact.
Innovations are being developed to reduce
these emissions. Noise is also a primary focus
for airports, who can mitigate this by
changing the procedures, creating plans for
local communities and developing innovative
solutions such as sound walls to decrease
noise.

As said in the liveability, airports are
developing sustainability strategies and part
of this is becoming net zero carbon. More
than 90 airports in Europe are committed to
become net zero by 2050 and are developing
their roadmap to reduce their emissions. By
electrifying its vehicle fleet, implementing
solar panels, electrifying heating and cooling
systems or developing geothermal solutions
airports can cut their scope 1 and 2 emissions.
Airports can also create partnerships with
local producers and other stakeholders that
have a large impact around the airport. More
than reducing just their own emissions,
airports can become a leader in carbon
management, engaging stakeholders in their
journey for a better sustainable aviation.

Awareness and communication campaign is
also key in improving liveability and through
the implementation of digital platforms, local
community can follow and better understand
the airport activity.

By digitalising their operations, airports can
also better understand their climate
emissions, and develop plans on how to
mitigate these. Solutions such as digital twins
provide the tools to achieve this.

Airports handle more than aircraft
operations. Becoming multi-modal hub as
well as local renewable energy producer will
be positive for the full local community and
improve liveability around the airport.

46

Contribution of Innovations in Airspace Design
SAFETY
The systemisation of airspace operations and
through the introduction of PBN and other
flight concepts will form the foundation of
ATMs contribution to the improvement of
aviation safety.
Within U-space new airborne and ground
infrastructure will ensure electronic
conspicuity and the basis of the rules of the
air relating to see and avoid (or detect and
avoid in the case of UAS). New unmanned air
traffic management (UTM) services within the
U-Space drive towards a target of achieving a
safety performance equivalent to what we
understand in current airspace operations.

CONNECTIONS
The aviation industry will continue to enable
physical connectivity in our communities
within international, regional and national
settings. New airport infrastructure or
‘vertiports’ within the urban and rural
environment or the development of existing
general aviation airports creates new
opportunity for air mobility for the general
public. The design of the airspace to
seamlessly integrate with other mobility
solutions is a key success factor.
Innovation in U-space opens the airspace to
new use cases that support the mobility of
people and cargo. The only limitation will be
the affordability of the mobility options.

The success of automated solutions in current
ATM Services and in new U-space will
contribute significantly to aviation safety.
Note: In U-space the frequency of flights in
urban environments will change the way we
understand safety risk and we are unsure
what the outcome is on the contribution to
safety performance.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

LIVEABILITY
The design of the future airspace
environment and the technical contributions
in all classes of airspace will reduce the
environmental impact on aviation.
The impact of noise, privacy and security on
the public in the urban and rural environment
as a result of drones and other air vehicles is
not yet understood. A combination of the
location of flights (over flying
new communities) and the number of
predicted flights has the potential to impact
the public. Strategies to avoid, control or
mitigate these impacts must be employed.

CLIMATE
The aviation industries drive to sustainable
operations from an environmental
perspective is the introduction of new aircraft
vehicles with net-zero propulsion technology.
Primarily, the contribution of new
airspace and technology innovation will
ensure that the new air vehicles can integrate
seamlessly into the airspace and ensure the
safety of the flying passengers. New airspace
concepts in traditional aviation will
drive more direct routing for aircraft.
New performance based navigation
technology in the air traffic environment will
bring about significant environmental impact
through more efficient routing.
From a financial perspective, the provision of
ATM services is a significant cost to airspace
users. The transition to a service
orientated architecture for service provision
will provide the scalability needed to ensure
demand for air traffic services can be supplied
flexibly. This will rely significant
on virtualisation of services and the ability to
conduct these activities cross-borders.

47

Contributions of Innovations to Economic Growth
The contribution of aviation to the Dutch economy (gross domestic product) increased by 15.3% in five years to more than € 10 billion in 2018. Schiphol's direct economic contribution
corresponds to approximately 0.8 to 0.9% of GDP. There is a relationship between economic development and aviation.
The growth of the economy stimulates aviation and vice versa. Regions with good international connections are growing faster than others. Large airports in particular have a positive effect
on the economy. The knowledge-intensive service industry and logistics, two sectors of great importance to the Netherlands, appear to benefit the most from an airport.

The Netherlands is a small country with an open economy and accessibility is of great importance for its international competitive position. The Netherlands earns a third of our wealth
abroad. Access to (new) markets, international entrepreneurship, mission-driven innovation policy and economic diplomacy requires a good and broad connection with the rest of the world.
More cross-border activity also benefits our productivity and capacity for innovation. The application of Dutch knowledge and expertise in the field of global tasks related to agriculture,
energy and health as well as new technology are an important aspect of our future earning capacity.
Airline, airports and operations industry: With (Air France) KLM, the Netherlands has a flagship airline, with Schiphol as main hub (No 2 airport in Europe). Sustainability (CO2, noise and air
quality) are essential for their longer-term strategy, where Lelystad airport expansion could help offload traffic from Schiphol. Regional airports Rotterdam, Groningen and Eindhoven have
ambitions to provide sustainable domestic flights (Power-up initiative). Airports, also in the Netherlands Caribbean islands, can benefit from more point to point sustainable hybrid electric
aircraft flights and as such serve as incubators for sustainable aviation as battery and hydrogen technology matures. The Netherlands could play a leading role as early adapter of sustainable
aviation. Airport design will require changes which offers potential for the relevant Dutch players.
Manufacturing industry: The Netherlands has well-respected aircraft manufacturing supply chain companies, in particular on (composites) structures, and aircraft systems. This is
complemented by engineering, certification and testing (ground, windtunnel, flight) facilities and expertise. This is a 100 year legacy of having Fokker as an OEM, and later Fokker/GKN as a
tier 1 supplier and as such the Dutch industry cluster can contribute to new aircraft and eVTOLs. The current industry landscape in the Netherlands is quite fragmented except for the
(vertically integrated) lightweight structures and materials cluster.
The key revolution for aviation in the coming 50 years lies in the energy transition and digitization. To keep playing a truly leading industry role in this transition, in line with the Dutch
government expressed ambitions, and ensure sustainable economic growth would require a strong OEM or at least tier 1 position in the new “true zero emission” powertrain technology, with
clustered and vertically integrated players similar to the current position on lightweight structures. Additionally, industry 4.0 principles, digital twin and virtual certification will become key
technologies for the aviation sector, with cyber security as an essential part for the vehicles as well as design and manufacturing environments. The National Growth Fund ‘Luchtvaart in
transitie’ would allow major steps to be taken to continued economic growth in this sector.
Services and maintenance repair and overhaul industry: With many aircraft platforms under development, new Airbus/Boeing in the 2030s but especially eVTOLs and 9 to 19 pax commuters
in shorter term, this offers potential for consultancy (certification, new ‘on demand’ business models with a highly digital customer experience) and the aftermarket MRO. KLM E&M,
Maintenance Valley (Woensdrecht, Tilburg) and Maastricht Maintenance Boulevard are established players.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

48

5. RESOURCES

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

49

Resources for Aircraft Platforms
FINANCES

HUMAN

INFRASTRUCTURE

Aerospace innovation, especially on aircraft level requires large
financial resources. Especially maturing products to high TRL (flight
test) and certification is costly.

Human resources are instrumental in innovation. For the following
areas, resources should be available.

In addition to a regulatory framework, also locations for flight tests and
demonstrators should be available to safely execute flight tests.

Regulations and certification: With current market activities, a large
batch of eVTOLs and hybrid electric aircraft will apply for certification
within the next 5 years. Each project (especially new aircraft) requires
specialists at the aviation authorities for aerodynamics, flight
performance, structures and in particular propulsion and systems,
where many new electric architectures and components are
introduced. With the ramp up in projects, also a ramp up in experts is
needed to handle all these projects in a timely manner. Typically, new
aircraft certification takes 5-9 years and retrofits (Supplemental Type
Certificate) takes 2 to 5 years. On a national level, also sufficient
expertise is needed to judge ‘permit to fly’ applications during the
development phase.

Flight testing locations and facilities: Larger aircraft require larger
airports and airspace areas. The higher the maturity level, the more
(mission) realistic the test or demonstration environment should be.
Norway has expressed explicit ambition to become a (flight) test
location for sustainable aviation. In the Netherlands, finding test
locations can be cumbersome especially for early-stage tests. The
temporary reserved areas (TRA) on the North sea provide a ‘low risk to
population’ environment but may be hard to reach for vehicles with
limited range. For mature demonstrations past this stage, several
airports have expressed interest. With testing, there’s an inherent risk
of accidents and incidents (e.g. ZeroAvia mishap in the UK) which may
affect public acceptance for testing and for market adoption. A balance
is needed between allowing aircraft modifications to test innovations
and public and crew safety.

Key innovation grants and subsidies: Globally no innovation subsidies
are available. The European Union Horizon Europe provides the main
instruments for the next 7 to 10 years, namely Clean Aviation (4.1 B€ |
1.7 B€ grant) and Clean Hydrogen (4.1 B€ | 1.7 B€ grant), the latter for
all industries and not just aviation. Bi-yearly work programs are
published under Cluster 5: Climate, Energy, Mobility, with typically 5-10
M€ available per project. The content of the calls can be influenced by
EU member states. For SMEs specifically the European Innovation
Council Accelerator can provide grants and equity to bridge the gap to
the market. On national level, major aerospace countries (UK ATI and
UKRI, Germany LuFo, France, USA via NASA) provide hundreds of
millions for aerospace innovation. Regional funding is available for both
innovation and facility development. Recently, the National Growth
Fund awarded 383 M€ for the proposal ‘Aviation in transition’.
Private sector funding: The aerospace sector is CAPEX intensive, with
high financial requirements and risks to reach the market (mainly proof
of concept and certification) and longer ROIs than other industry
sectors. A ‘valley of death’ exists between angel investors in early stage
until VC and banking sector funding becomes available after
certification risks. Investments are mainly done by aviation sector
stakeholders. The Netherlands has the ‘innovation credit’ instrument
to de-risk this phase, but with modest project amounts compared to
aircraft level funding needs. Several international start-ups have
secured tens to hundreds of millions in funding rounds (e.g. Eviation,
ZeroAvia, Universal Hydrogen, Volocopter, Lilium). Although some
companies are expected to be successful, the majority of the new
aircraft platforms will however run into a dead end for funding reasons
(which could be driven by poor technical performance and poor
business case).

Production and MRO: Once aircraft are certified, licensed mechanics
will be needed for the manufacturing and MRO. The educations of such
mechanics are usually approved reviewed by aviation authorities. The
curricula need to be adapter especially to hydrogen and hybrid electric
storage systems and (high voltage) powertrains. To support EIS by
2025, current mechanics skill sets need to be adapted and new
mechanics need to be trained.
Pilots: With the introduction of initially piloted passenger and cargo
eVTOLs and hybrid electric commuters, more routes can be serviced.
This requires also sufficient licensed pilots. Since pilots need to be type
rated, this can only start once aircraft platforms are sufficiently mature
and near market ready.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

NOTES ON REGULATIONS
The development of aircraft innovations requires regulations and
standards to be in place.
Regulations for certification: Certification regulatory provisions are in
place (EASA) for piloted eVTOLs, light UAS (up to 600 kg) and small
(battery) electric aircraft up to 19 passengers. Gaps in current
regulations exist for 1) hydrogen powered aircraft, 2) unpiloted eVTOL
and 3) larger hybrid electric aircraft (20+ pax).
Regulations for flight testing: Since non-certified aircraft do not adhere
to ICAO standards, permission to fly is granted at national level. In the
Netherlands, regulations raise a bar for such tests since this part of the
aviation law is not fully completed yet. Other countries have put in
place provisions to lower the bar, such as e-conditions in the UK for
platforms up to 2000 kg.

50

Resources for Future Fuels
FINANCES

HUMAN

INFRASTRUCTURE

Developing future fuels and infrastructure requires large investments,
including outside of the aviation sector’s direct scope of influence.
Regarding infrastructure at airports to accommodate future fuels, much
research must still be done to develop the required systems and safety.
The continued development and adaptation of aircraft to future fuels
presents airports with significant financial risks.

Human resources are instrumental in innovation. The human resources
required to increase the supply of future fuels and to develop the
infrastructure must not be underestimated.

The aviation sector has strict regulations on fuel safety, which has
implications for SAF and green hydrogen production and infrastructure.
On airports, the development of refuelling infrastructure must be
developed in alignment with future aircraft. Leadership from airports as
well as the responsible government bodies is required for pilots and
test infrastructure. Throughout development of infrastructure,
regulation must be included in the process. As SAF blending, and
electric and hydrogen refuelling/recharging are new processes,
infrastructure can be developed based on research but also experience
from other sectors. While the airport infrastructure requirements for
SAF remain low, this will be higher for electric and even more for
Hydrogen.

Key innovation grants and subsidies: At the European Union level
“Horizon Europe” provides the main instruments for the next 7 to 10
years, namely “Clean Aviation” (4.1 B€ | 1.7 B€ grant) and “Clean
Hydrogen” (4.1 B€ | 1.7 B€ grant), the latter for all industries and not
just aviation. Biyearly work programs are published under “Cluster 5:
Climate, Energy, Mobility”, with typically 5-10 M€ available per project.
The content of the calls can be influenced by EU member states. For
infrastructure specifically, the recent green airports call funded
research at multiple EU airports for the coming 5 years. On national
levels, major aerospace countries (UK ATI and UKRI, Germany DLR,
France, USA via NASA) provide funding for infrastructure innovation.

Future fuels infrastructure: The systems required to achieve electric
recharging , SAF blending and hydrogen refuelling are in the initial
stages of development. Airports must develop the human resources
together with their stakeholders that can develop the new systems that
are required. This can be achieved by including experts from other
sectors who have experience in future fuels infrastructure but can also
include the education of new professionals. Key in these developments
is connecting with the other sectors so that the knowledge can be
spread and investing in education so that new generations have the
required skills.
Different energy systems: As there is no silver bullet within future fuels,
multiple developments will need to be addressed at the airport at the
same time. This will require more resources at one airport, and better
coordination between the different departments. Outcomes of this will
be that airports might need to take a larger level of ownership in the
fuel supply for aircraft, as it is more closely connected with their core
business.

Private sector funding: The aerospace sector is CAPEX intensive, with
high financial requirements and risks. For future fuels availability, many
large oil and gas incumbent firms are investing in renewable energy,
Sustainable fuels and hydrogen as a demand increase is expected from
Human resource scarcity: As the aviation sector develops towards
multiple sectors. To decrease risk in this transition, collaborative
sustainability, it is still largely defined by its polluting image. This may
investment between supply and demand is being developed on a
form a barrier to attracting human resources that have the capabilities
private scale. Furthermore, airports must invest in infrastructure
to transform the sector. To ensure sufficient and capable human
regarding future fuels. With uncertainties in future fuels development,
resources are available, airports but to a larger extent the entire sector
airports can partner with market leaders to assess what infrastructure
will need to embrace the transition to sustainable and socially positive
developments are required. This includes airlines, aircraft OEMs, startaviation.
ups and research institutes. Private sector funding in other countries is
often carried by large aviation stakeholders, such as Lufthansa in
collaboration with DLR in Germany, Safran together with Airbus in
France, NASA together with Boeing and DARPA in the USA and RollsRoyce and BP together with Heathrow in the UK. Within the
Netherlands, funding can come from partnerships between Shell and
KLM and Schiphol for example, as is currently being developed within
SkyNRG.
Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

NOTES ON REGULATIONS
Regarding future fuel regulation, this must still be developed, but there
are opportunities to achieve this through collaborations with other
sectors such as the chemical industry and fire safety institutions.
Renewable electricity generation and infrastructure requires some
initial regulation, regarding safety and operations on airside. Increased
SAF blending will require clear regulations on a global level on the short
and medium term. For SAF regulations are already set internationally,
and OEMS together with fuel suppliers have developed these
regulations and compliance. Green hydrogen fuel for aviation will
require more stringent regulation to ensure quality and thereby ensure
safety. Green hydrogen, especially in cryogenic form will need to be
well regulated to ensure safety in new aircraft. Research from both the
academic as well as the private sector will need to be funded to ensure
these regulations are in place on national and global levels.

Organizations such as EASA, the Federal Aviation Administration (FAA),
Certification Authority Authorizations (CAAs) and many other national
groups are responsible for these developments. Within the
Netherlands, ILT together with other government safety institutions are
imperative in developing regulations on a national scale.

51

Resources for Airports
FINANCES

HUMAN

INFRASTRUCTURE

Through EU grants and national subsidy initiatives, airports are
increasingly able to receive funding to develop innovations at the
airport, both for their scope 1 and 2 emissions, as well as scope 3.
Several projects focusing on sustainable aviation also include airports to
ensure that they can provide the required infrastructure.

Airport adaptations and innovations require sufficient human capital.
As many of the innovations include new types of technology and digital
systems, there will be a higher demand for a more diverse group of
resources. This includes data analysts, artificial intelligence specialists,
safety engineers, chemical engineers and technicians, but also
increasing overlaps with other sectors. There is sufficient knowledge
available, but this must be connected to the airport.

Airports must be willing to adapt their infrastructure to allow for
digitalization, new fuels, autonomous systems and new types of
aircraft. They also nee to adapt their infrastructure to decrease their
impacts on climate and liveability, while keeping the same standard of
safety. However, airports, as they have full control and ownership of
their infrastructure, can manage this well and have the capacity to
develop the required infrastructure.

As Airports are becoming a new energy supplier, diverse knowledge in
energy and renewable activities is also required. This regards the
refuelling systems, but also safety and operations.

Many leading airports are launching plans to facilitate and provide the
infrastructure for multi-modality, new type of operations and new
entrants: electric aircraft, hydrogen, vertiport. They are increasingly
applying knowledge from other sectors to achieve this.

However the main financial contribution for airport innovation is
expected to come from airports themselves. Within many leading
airports, they are aware of this and are willing to invest in future
developments. However, this does make the innovative developments
dependent on the wider economic success of the airport, that could lead
to a decrease in financial resilience.
A number of airports are also seeing new business model opportunities
within the innovations and adaptations required to become more
sustainable and future proof. These include mobility as a service, as well
as becoming a more central mobility hub to facilitate all modalities.
Airports developing renewable energy are also seeing financial
opportunities in generating, storing and delivering renewable energy in
the function of an energy hub.

NOTES ON REGULATIONS
Airports generally have strong ownership and control of their airport
operations, which allows them to contribute in developing new and
more innovative regulations for innovations. Airports work closely with
fellow regulations stakeholders such as government institutions and
ANSPs.
Knowledge on safety, infrastructure, and operations regulations are
already available for many other industries for certain types of
innovations. For example, electric autonomous vehicles, or future fuels
are used in other sectors. For airports, the main challenge is to transfer
this to the airport sector and increase their human resource readiness
and stakeholder perception.
Airports are of course also a part of the larger aviation regulation
ecosystem, which is often less adaptive and innovative. Therefore,
airports may need to take the lead to support new regulation and
certification for many types of innovation within the sector.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

52

Resources for Airspace Design
FINANCES

HUMAN

INFRASTRUCTURE

At the start of SESAR, the aviation industry employs around 1.4 million
people and supports between 4.8 and 5.5 million jobs. The aviation
contributes an overall impact of €110 billion to the EU’s GDP.

The aviation industry suffered from a significant shortage of aviation
professionals. Airspace congestion reached undesirable levels in 2019.
Shortages of Air Traffic Controllers was mitigated by a shortage of
Pilots. A significant level of resource will continue to leave the industry
in short-term due to high-average age of staff and that they will reach
retirement age over next 5 to 10 years.

Infrastructure present in the Netherlands is ready for innovations in
Airspace Design. The diversity of the type of operations also allows to
explore the different part of airspace, both civil and military.

In traditional aviation, challenge of recruiting new air traffic controllers
and support staff continues to be an issue and there is a significant lead
time (up to 4 years to become operational). Training and competence
of staff is a long-term strategic activity but often managed tactically by
organisations because of the tension between supply and demand.

In terms of regulation and infrastructure, the resources required for
innovation are being provided by traditional aviation stakeholders who
guide aviation development and the delivery of its services.

Aviation, supported by ATM, is a key driver of EU economic growth,
jobs and trade, and essential for the life and mobility of its citizens.
However, the current ATM system is highly fragmented and reliant on
ageing technology, leading to inefficiencies of €4 billion annually. The
role of SESAR is to define, develop and deploy what is needed and build
a more connected greener, safer ATM system for Europe in aviation
and air transport.
An example of the public/private investment in AAM is the UKs Future
Flight Challenge. This challenge is investing up to £125 million to
develop greener ways to fly, such as all-electric aircraft and deliveries
by drones, by advancing electric and autonomous flight technologies.
This investment is matched by £175 million from industry.
In the case of Free Route Airspace, EUROCONTROL predict that once
implemented across the European Network then 3,000 tonnes of fuel
could be saved per day which amounts to 10,000 fewer tonnes of CO2
per day and a fuel costs saving of €3 million per day.

Other public / private programmes contributing to global sustainability
targets are also being develop through the Connected Places Catapult
and Aerospace Technology Institute.

The current demand side shock created by the Covid pandemic has
resulted in significant cuts in staff which has short-term benefit but for
the long-term investment is required to ensure shortages do not create
capacity issues seen in 2019. A staff shortage among air traffic
controllers and engineers may also arise due to the currently high age
profile of these professions and no viable strategy to mitigate staff
shortages when current engineers and ATCOs retire.
The Next Generation of Aviation Professionals Programme has been
initiated to ensure that enough qualified and competent aviation
professionals are available to operate, manage and maintain the future
international air transport system.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

NOTES ON REGULATIONS

The implementation of new regulation and infrastructure which will
enable new classes of air vehicles outside controlled airspace is being
managed by the same stakeholders, however, new service providers
driven from technology innovation are also increasingly contributing.
Resources are required within Europe to develop standards for U-Space
design and technological developments surrounding critical tools such
as e-Conspicuity. However, this falls with EASA’s remit.
Other standards organisations such as ISO have begun publishing
standards in the field of UAS including, but not limited to, classification,
design, manufacture, operation (including maintenance) and safety
management of UAS operations. ISO have published seven standards so
far and have another 24 in development.

53

6. MONITORING ACTIVITIES

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

54

Monitoring Activities on Aircraft Platforms
The following monitoring instruments are available to track progress in aircraft platform development.

▪

Technology Readiness Levels: NASA has developed TRLs as a generic instrument to measure the progress from
concept (TRL1) to market ready (TRL9). There is no centralized or institutionalized monitoring of TRL levels (yet)
for sustainable aircraft platforms. This scale could be used to track the maturity of market front runners and
national projects of interest regarding powertrain (subsystems) and aircraft. A key difference to look out for
with hybrid electric aircraft is the step from TRL5-6 to TRL7. Where TRL5/6 prove the technology (‘yes we can
fly’), TRL7 bridges the step to an economically viable product in a flying demonstrator (‘yes we can
demonstrate airline/airport/operator requirements’).

▪

CleanSky/CleanAviation Technology Evaluator: A Technology Evaluator is part of the European
CleanSky projects, which tracks the progress against the program’s initial objectives. Clean Aviation requests
impact monitoring as part of its projects. This, together with the TRL levels that are also used by the European
Commission, provides very useful insight in all the work done on optimization of classical configurations,
radical new configurations, conventional engine technology and new sustainable powertrains.

▪

Urban Air Mobility Levels: NASA also developed a UAM maturity level scale. This can be used to track the
progress of specific eVTOL/UAM concepts against vehicle readiness, airspace readiness and community
readiness (public acceptance). There is no centralized body in Europe that tracks the eVTOL/UAM market on a
structural basis in the public domain.

▪

Source: TBD

The European Platform on Sustainable Urban Mobility Plans tracks and coordinates progress on UAM.

Source: TBD

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

55

Monitoring Activities on Future Fuels
Current monitoring systems for future fuels are limited to none, due to the limited development. On a global
level, ICAO has developed a tracker tool that tracks developments in technology, operations, sustainable aviation
fuels and aviation net zero plans, although focused on market developments. Many of the European subsidies
such as clean aviation (previously Clean Sky 1&2) and clean hydrogen publish periodic developments that have a
monitoring function. A short description is given per type of future fuel regarding future monitoring
opportunities.
Electric charging: Electric charging infrastructure is currently being developed by the same firms developing
electric aircrafts, to enable the connection between. This market focused innovation makes clear monitoring
difficult, although indicators can be identified to better understand the development.
Hydrogen refuelling: Green hydrogen availability and infrastructure monitoring is currently tracked within the
ICAO tracker tool, as well as within continues reports from national and intergovernmental institutions such as
the ATI in the UK, the DLR in Germany, the WEF, and Clean Sky. For more information, see the document
repository which includes many of these reports.
SAF Blending and refuelling: Monitoring of SAF is more developed within the ICAO tracker tool. It includes a clear
map of SAF production facilities and partnerships that increase SAF uptake. However, the developments within
SAF, especially as SAF blending and uptake pick up increase, are difficult to monitor at a global level. At a national
level, legislation on blending mandates gives a first monitoring opportunity, although the production side is still
largely unmonitored. There is an opportunity to apply monitoring tools to better connect supply and demand
within SAF developments.

Source: ICAO technology tracker

Source: ICAO SAF tracker

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

56

Monitoring Activities on Airports
Airport innovation monitoring is not centrally developed, yet there are tools and
organisations that provide insights into current developments. First, all EU funded
projects require a clear description of achieved targets and the developments reached.
Within SESAR and its monitoring platform, the different topics where airports are
concerned are detailed and can be followed

ACI is reporting on airport CO2 management through the ACA platform and ACI Europe
has recently launched a repository for airport roadmaps.
Within Europe and part of regulations such as the Directive 2002/49/EC regarding
noise, the European Environmental Agency keep track of the different environmental
indicators and publish them periodically. On noise, for example, the number of
inhabitants exposed to Lden 55 dB(A) or above are reported in the Environmental
report every 5 years.
Source: Airport Carbon Accreditation website

Source: European Environment
Agency, 2017 data
* Data excludes French and Greek
airports

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

57

Monitoring Activities on Airspace Design
The European ATM Master Plan is the main planning tool for the modernisation of ATM. The monitoring view of the European ATM Master Plan, directly linked with SESAR,
shows the implementation status of the Level 3 of the European ATM Master Plan - Implementation Plan. The Implementation Plan is translated in Local Single Sky
ImPlementation plans (LSSIP) per ECAC country. Results of the LSSIP implementation can be visualised through the LSSIP Map Tool and form the basis for Master Plan Level 3 Implementation Report. Monitoring takes place in an annual cycle.

Source: TBD

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

58

APPENDIX:
DETAILED ANALYSIS
1. Aircraft Platforms

2. Future Fuels
3. Airports

4. Airspace Design

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

59

1. INNOVATIONS IN AIRCRAFT
PLATFORMS

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

60

Introduction and Scope
Innovations in aircraft platform technology are currently dominated by reduction of noise and gas emissions (which saves fuel costs and lowers environmental
impact) and by mobility demands, particularly in remote rural and urban congested environments. With the policies aiming for zero emission aviation to help fight
the human effects climate change, the energy transition is no longer an option, bur a necessity. Key challenges are certification of new aviation platforms,
maintaining mono-disciplinary benefits of new concepts in actual multi-disciplinary design trade-offs of an actual aircraft program, and public perception.

Outcome AC1: Aircraft are powered by sustainable energy powertrains that have a low impact on the environment
As the aircraft industry has already made staggering evolutionary improvements in the past 70 years of the jet age in fuel efficiency and noise reduction, a more
radical step is needed to realize the 2050 net zero goals. Aircraft need to switch to sustainable sources of energy. The threemain options are: 1) Sustainable
Aviation Fuels for which increased blend levels and engines need to be tested and certified. 2) (Hybrid-)electrical power (battery or hydrogen fuel cell) is currently
being pioneered on general aviation and commuters. It has the most promising reductions in reductions of carbon and other emissions (NOx),but needs to scale up
in energy density to make then viable for large aircraft. 3) Hydrogen combustion promises great carbon reduction, while still emitting NOx.
Drivers: AC1.1 Transition to aircraft platforms on SAF | AC1.2 (Hybrid)-electric propulsion | AC1.3 Hydrogen combustion

Rolls Royce Ultrafan

Outcome AC2: Aircraft require less energy to fly and make less noise
This outcome is a continuation of the evolutionary changes in engine improvement and aircraft weight and drag reductions. In view of scarcity of sustainable energy
and fuels (see Future Fuels) it is essential to make more progress even if only modest savings are to be expected for classic wing-tube aircraft. Additionally, more
disruptive aircraft configurations could bring bigger gains in fuel and noise reductions. Blended Wing Body and new wing concepts are explored as well as
distributed propulsion and new engine aircraft integration that could lead to lower energy needed and less noise emission to the ground.
Drivers: AC2.1 Continued classical aircraft platform optimization | AC2.2 New disruptive aircraft platform development

Airbus Zero-e
Outcome AC3: New platforms for air mobility meet safety and operational needs of the airspace
Driven by improved mobility and facilitated by the advent of electric motors and electric propulsion with lower costs than complex combustion engines,
new airspace entrants are being developed: AAM. This study will focus on transport of passengers and cargo by piloted vehicles and unpiloted vehicles (‘drones’).
These vehicles can be eCTOLs, eSTOLs and eVTOLs. The key challenge is to develop economically viable concepts that are certifiable. A second challenge,
particularly air taxis and delivery drones in urban environments, is to ensure they can operate safely in complex environments with ground obstacles and lots of
other air traffic, if these vehicles are widely adopted.
Drivers: AC3.1 Certified vehicles (eVTOLs and drones)

Volocopter
Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

61

AC1.1 Transition to Aircraft Platforms on SAF
INNOVATION READINESS LEVEL: HIGH
As long as true zero emission fuels are
not yet viable for larger aircraft,
sustainable aviation fuels are the only
alternative to reduce CO2 emissions,
especially for the existing fleet. Transition
to aircraft platforms on 100 % sustainable
aviation fuels enables relatively quick
reduction of net CO2 emissions without
large and costly changes of the aircraft
platform. It basically relies on issuing a
new standard of jet fuel fully comprised
of synthesized hydrocarbons.
Development and approval of such a new
standard requires involvement of
airframe and engine stakeholders,
amongst others such as producers of SAF.

REGULATORY AND MARKET DEVELOPMENTS
According to the ATAG more than 350,000 commercial flights operated using SAF since 2011.
The fuels get certified to work with existing engines for a certain blend level. To accommodate
and approve the transition to 100% SAF, ASTM has formed a taskforce in 2021 on
‘Standardization of Jet Fuel Fully Comprised of Synthesized Hydrocarbons’, to modify ASTM
D7566 drop-in standard.

TIMELINE
2011
Transition to aircraft
platforms on
50 % SAF blend

2025
Standardisation
& test programs for
100% SAF

2030
Transition to aircraft
platforms on
100 % SAF

ANALYSIS
Aircraft modifications: No major aircraft modifications are needed to accommodate safe, which
makes SAF for the short-term the most viable option for regional aircraft, Short haul, medium
haul and long haul. Aircraft platforms can already operate on 50% SAF, when the blend is
certified along standard ASTM-D7566. Aircraft platforms on 50% SAF blend are feasible.
Transition to 100% SAF: A new ‘Standard of Jet Fuel Fully Comprised of Synthesized
Hydrocarbons’ needs to be written and approved first. Standardisation is a necessary but slow
process, requiring test-programs with involvement of airframe and engine stakeholders. 100%
SAF experiments are ongoing and flights have been performed. Examples are a FedEx Express
Boeing 777 flight using 100% SAF in 2018, and the 2021 ECLIF3 study involving Airbus, RollsRoyce, DLR and Neste used 100% SAF simultaneously on both engines of an Airbus A350 with
Rolls-Royce Trent XWB engines.
Aircraft platforms on 100 % SAF will become feasible after standardisation.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

OPPORTUNITIES
R&D: pilot projects (ground tests and flight tests) towards 100% SAF are already ongoing and
offer R&D opportunities for the (Dutch) airline community and SAF stakeholders.
Standards: to accelerate uptake of 100% SAF (or higher blends initially), standards should be
adapted (ASTM).
Energy and Airline industry: the demand, availability, supply, pricing can be accelerated through
government financial (subsidy) and non-financial incentives (legislation).
MRO: No negative impact is expected on engine MRO from using SAF that adheres to standards,
and potentially even positive impacts.

62

AC1.2 (Hybrid)-Electric Propulsion – Battery-Electric
INNOVATION READINESS LEVEL: MEDIUM – HIGH
Electrical powertrains with battery-based
energy storage systems make the most
direct use of renewable energy, as all
renewable energy starts with electricity
(i.e. production of green hydrogen). As
such it is very efficient with less losses in
conversion from source to propeller. This
driver can leverage economies of scale
advantages from the automotive industry.
Battery electric aviation does not have
any in-flight emissions (also no water
vapour), and noise can be reduced by
leveraging propeller noise optimisations.
Lower energy costs (electricity) and lower
maintenance costs (electric motors) can
change economy to allow (sub)regional in
a distributed aviation model (as part of
AAM). eSTOLs can be operated from
(short) runways.

REGULATORY AND MARKET DEVELOPMENTS
Regulations: Pipistrel trainer aircraft EASA certified in 2020 (Light Sports Aircraft - LSA).
Regulations up to 19 pax (CS23) are ready for battery electric certification, not yet for larger
aircraft (CS25). For electric propulsion systems certification, EASA has released a special
condition. Also (multi-engine) eSTOLs could most likely be certified under existing EASA
regulations (perhaps a larger number of engines would need to be accommodated). In the USA,
FAA has also issued a special condition for electric propulsion in October 2021. Experimental
Type Certification is available in the USA which makes experimenting and R&D easier.
Market: The 9 - 19 seater market is targeted first by start-ups. Satisfying airline operations is key,
including reserves for airport diversion, short turn-around times at airports, lower life cycle
costs. Innovation readiness should be assessed against operational market requirements. Public
acceptance for short distance flying is negative, and people tend to favour the train. However,
train networks are not as flexible as aviation and are underdeveloped for cross border travel.
When flying can be done 'zero emissions' public perception can be regained. Safety perception is
essential. Infrastructure and procedures at airports needed (see relevant driver).

ANALYSIS
Timelines to Market: Electric flight trainers are a reality. Commercial aircraft companies tend to
be optimistic in touting entry into service dates (see industry roadmaps on next slide).
Certification time is often underestimated. Pipistrel certification took 3 years in the more basic
LSA category. FAA mentions typical certification times for commercial aircraft to be 3-5 year for a
retrofit (type amendment) and 5 - 9 years for a new aircraft. This depends on aircraft complexity,
novelty and resources at aviation authorities. A realistic expected time to market is probably
2027 for retrofits and near or past 2030 for new builds in the 9 - 19 seater segment. To speed
this up, governments need to ensure sufficient human resources at EASA and national CAAs are
available, as well as (flight) testing provisions for demonstration projects.
Battery energy density and engine capacity: Currently the highest energy density at (certifiable)
pack level lies at 150 – 170 Wh/kg, usually using Li-ion cells (see the UK funded ACCEL project at
165 Wh/kg). To reach densities of 400 or 500 Wh/kg would require new chemistries beyond Liion. Key challenges lie in protecting the pack against uncontrolled thermal runaway. Electric
motors are currently being scaled up from about 300 kW to 500/600 kW to MW level (e.g.
MagniX, Rolls Royce). Hybrid electric power trains are being explored by e.g. Safran (ENGINeUS).

Retrofit versus new builds: New built aircraft take significantly more time and investment to
develop and certify but can be optimized for electric propulsion. Retrofit certification can be
faster, for example at time engine replacement is needed, but are most likely less optimized.
Technical challenges lie in High Voltage power trains (including HVDC distribution), thermal
management (for batteries and for handing LH 2 and fuel cell cooling) and certifiable software.
noise
will decrease with electric motors, which is vital for public acceptance.
Global Aviation Innovation Analysis - Setting the SceneEngine
for the
Netherlands

TIMELINE
2020+
Trainers and GA
market ready
Commuters
Demonstrators
9-19 pax

2025+
Commuters
retrofit market
entries
Regional
Scale up R&D

2030+
Commuters
newbuild market
entries
Regional
Scale up R&D

2035+
Hybrid electric
regionals
market entry

OPPORTUNITIES
R&D: A key EU level project to drive this forward is EC funded Clean Aviation.
Regulations and standards: Develop regulations for larger (EASA CS25) aircraft and develop.
Globally harmonized charging standards: SAE AE-7D Aircraft Energy Storage and Charging
Committee, SAE E-40 committee on Electrified Propulsion, EUROCAE WG-113 ‘Hybrid Electric
Propulsion’, ASTM F3239-19 Standard Specification for Aircraft Electric Propulsion Systems.
Door-to-door network change: The distributed aviation model (many point-to-point connections
between small airports) can improve affordable connectivity, especially for rural areas and
islands (e.g. Dutch Caribbean, which IenW is assessing in a Master Plan Hybrid Electric flight).
eSTOL aircraft can use very small airports with short runways.
The train is an alternative to flying at shorter regional distances provided rail tracks already exist.
For city pairs without rail infrastructure, electric aviation could provide a more cost effective and
more flexible (demand/routing), especially for regional cross border links. Historically, railway
network development is very nationally organized. Zero emission aircraft should allow for public
choice to use either the train or aircraft for the travel preference over the short < 500km
journeys.
Market pull: The Dutch initiative Power-Up (3 Dutch airports, supported by Schiphol and NLR)
creates a market pull. On Bonaire investigations are ongoing for a (hybrid)electric air ambulance
between the ABC islands. E-flight academy has started a flight school in the Netherlands. Airlines
(like KLM) are increasingly looking to decarbonize their short regional flights.

Manufacturing and MRO industry opportunities: The market is currently dominated by
innovative start-ups. This offers industry opportunities (e.g. GKN will develop wings and
empennage for Eviation). If large numbers of aircraft will be produced in this segment, this also
offers potential for after market MRO services in which the Netherlands is well positioned. Startup Saluqi offers electric motors, while Venturi aero expresses OEM ambitions (and would need
significant financial backing to catch up with frontrunners).
63

AC1.2 (Hybrid)-Electric Propulsion – Battery-Electric
MORE DETAILS ON: PROGRESSION OF BATTERY TECHNOLOGY FOR ELECTRIFIED AIRCRAFT
The growth in energy density of Li-ion batteries is levelling off. Full electric aircraft beyond regional will be hard to achieve, without new battery
chemistries. Note that the energy density is stated at cell level. At pack level, safety protection measures against losing the entire pack in a
thermal runaway will lead to lower densities. The currently highest energy density that has been flight tested (and approved by the aviation
authorities for test flight) is at 165 kW at pack level in the Rolls Royce UK ATI funded ACCEL project.

Source: Dr. Arjay Misra, NASA Glenn Research Center, More Electric Aircraft 2019, Seattle

Source: EU Battery 2030+ roadmap – Inventing the Sustainable Batteries of the Future
Current commercial batteries and targeted performance of future possible chemistries. The post lithium
batteries chemistries are given as names indicating all kinds of metal-type batteries in respective category.
There is a large uncertainty of their respective position in the graph. NiM hydride refers to nickel metal
hydride

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

64

AC1.2 (Hybrid)-Electric Propulsion – Hydrogen Fuel Cell
INNOVATION READINESS LEVEL: MEDIUM
Fuel cell-based powertrain and storage
systems designs will enable the outcome
that future aircraft require minimum
sustainable energy to fly and make less
noise and fly with zero emissions. This
driver relies on bringing new technologies
prevalent form industries such as
automotive, marine and space combined
with well-established craftsmanship in
aerospace engineering, and classical
aircraft platform and powertrain
optimization.
Hydrogen fuel cell electric aircraft could
also be deployed in the distributed
aviation model as part of AAM, if the
economics work out for the green
hydrogen production costs and
availability.

REGULATORY AND MARKET DEVELOPMENTS
Regulations: Do not yet support LH2 and fuel cell certification. This needs to be (urgently)
addressed to realize this market. No certification precedent exists, besides ‘permits to fly’ for
ZeroAvia demonstration flights, and smaller demonstrators.
Market: Gas hydrogen fed fuel cells could serve small aircraft up to 9-19 seaters. LH2 solutions
could serve a market up to larger, regional aircraft. For economic viability, high volume
production of components is needed to lower fuel cell costs. Trend towards hydrogen large
cars/trucks will support this. Public acceptance for short distance flying is negative, and people
tend to favour the train. However, train networks are not as flexible as aviation and are
underdeveloped for cross border travel. When flying can be done 'zero emissions' public
perception can be regained. Safety perception of LH 2 is however critical. Hydrogen cars can
positively influence this. Infrastructure changes are needed at airports (see relevant driver).

ANALYSIS
Time to market: As for battery electric aircraft, hydrogen electric aircraft touted EIS dates are
optimistic, especially in view of lacking certification regulations. Depending on the pace at
which regulators adopt this, certification may be faster. An Energy Supply Advice Committee
recommended to FAA to replace articles on battery systems with more generic energy carriers.
As for electric aircraft, in view of multiple applications, aviation authorities should increase their
resources. Accelerated adoption via demonstrators and retrofit programs to enable first step
changes in the operation and support of zero emission flying using Hydrogen. As in all aircraft
design processes compromises will be required for optimization this will be even more so for the
retrofit approach.

TIMELINE
2020+
More attention
for LH2 solutions
Increasing
number of startups

2022+
EASA creates
regulations for
LH2
Industry
develops certifyable fuel cell and
LH2 storage

2025+
Flight
demonstration
and certification
EASA resources
aligned to
enable industrial
change

2030+
EIS of retrofits,
with spin off to
larger aircraft
New turboprop
regional aircraft

OPPORTUNITIES
R&D: EC funded Clean Aviation is a key to advance this driver. EC Clean Hydrogen addressed
hydrogen in the wider sense, with spin-off into aviation or spill-over from aviation.
Regulations: To accelerate the adoption of hydrogen as a fuel in aviation, governments and
aviation authorities should develop regulations.
Network change: Like battery powered aircraft, hydrogen electric aircraft could contribute to a
network change towards more point-to-point flights between smaller airports, increasing
connectivity or rural areas and smaller islands in a clean and affordable manner. Zero emission
aircraft should allow for Public choice to use either the train or aircraft for the travel preference
over the short <500km journeys.

Energy density: Fuel cell energy density for the integrated fuel cell system module is about
2kW/kg. Technology enhancement towards > 4kW/kg for fuel cell system is needed for scaling
up in the longer term to larger regional aircraft. LH 2 is required as opposed to gas due to
volumetric energy density.

Market Pull from airlines: As hydrogen powered aircraft currently have better potential than
battery electric for (sub) regional and even short haul aircraft operations, they could create
larger CO2 reduction impact of current aviation. Leading airlines recognize this, e.g. British
Aerospace investment in ZeroAvia, which could accelerate market adoption.

Technology challenges: thermal management solutions are required for the LH 2 storage,
distribution and heat transfer from fuel cells. High voltage power distribution is needed to
transfer power to electric motors. Transfer non-aviation technologies for fuel cells to aviation
and set out plans to improve the power to weight ratio as well as cost effectiveness of Fuel Cell
stacks within the fuel cell system. Fuel cell development in Europe is focused within the Fuel
Cells & Hydrogen Joint Undertaking.

Energy Supply: To accelerate adoption of hydrogen powertrains and vehicles, some system
providers (Universal Hydrogen and ZeroAvia) also position themselves as energy/infrastructure
suppliers.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Manufacturing and MRO industry: Currently the market is dominated by start-ups (e.g. ZeroAvia
and Universal Hydrogen) that target retrofits. For LH 2 new built aircraft, no companies with
significant financial backing exist that have made tangible development steps. Lack of
regulations slows down the market, which on the upside creates opportunities for new entrants
to enter with still early market entry perspective. The Netherland’s industry has shown ambition
(Toray composite LH2 tank, HAPSS consortium ambition for Tier 1 position).

65

AC1.2 (Hybrid)-Electric Propulsion
MORE DETAILS ON: R&D AND INDUSTRY PRODUCT ROADMAPS – SELECTED FRONTRUNNERS AND DUTCH PROJECTS

New built aircraft

Pipistrel VelixE
2 pax / 2020
Full-e battery

(Scalable) powertrains

Bye eFlyer2
2 pax / 2022-23
Full-e battery

Eviation Alice
9 pax / 2024
Full-e battery

VoltAero Cassio330
4 pax / 2024
Hybrid-e battery

Heart Aerosp. ES19
19 pax / 2025
Full-e battery

Ampaire Tailwind
9 pax / 2030
Full-e battery

Retrofit products

Ampaire eCaravan
9 pax / 2024
Hybrid-e battery

ZeroAvia Do228
19 pax / 2024
Full-e H2 Fuel Cell

Tecnam PVolt
9 pax / 2026
Full-e battery

Ampaire eco Otter
19 pax / 2026
Hybrid-e battery

MagniX eBeaver
6 pax / 2019
Full-e battery

ZeroAvia Piper M
6 pax / 2020
Full-e H2 Fuel Cell

Project Fresson
9 pax / 2022
Full-e H2 Fuel Cell

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Universal Hydrogen
~40-60 pax / 2025
Full-e H2 Fuel Cell

GE NASA EPFD
Demo 2025 /
Product 2035
Hybrid Electric

GKN H2GEAR
~40 pax / 2026
Full-e H2 Fuel Cell

HAPSS
~40 pax / 2028
Full-e H2 Fuel Cell

Wright BAe146
100 pax / 2027(?)
Full-e H2 Fuel Cell

Demonstrators

Ampaire C337
6 pax / 2019
Hybrid-e battery

Venturi Echelon 1
40 pax / 2030
Full-e battery

DEAC C337
6 pax / 2023
Hybrid-e battery

DLR/MTU Do-228
19 pax / 2026
Full-e H2 Fuel Cell

66

AC1.3 Hydrogen Combustion
INNOVATION READINESS LEVEL: LOW
Hydrogen combustion engine and storage
systems designs will enable the outcome
that future turbofan aircraft require
minimum sustainable energy to fly, make
less noise and fly with zero carbon
emissions. This driver relies on bringing
new technologies prevalent form
industries such as automotive, marine
and space in terms of LH2 cryogenics, new
coating solutions within engines
combined with well-established
craftsmanship in aerospace engineering,
and classical aircraft platform and engine
optimization.

REGULATORY AND MARKET DEVELOPMENTS
Regulations: No EASA regulations for hydrogen (combustion) in place. To be developed in
parallel with aircraft systems. No precedent for hydrogen yet. Fuels would need to certified with
engines, much like today’s fuels. Certification procedures need to urgently be accelerated in
terms of resources and infrastructure to align with the demands for 2050.
Market: (L)H2 combustion is mostly considered for large(r) aircraft for which fuel cell systems
are not (yet) a solution. Outside of SAF this is the best option to decarbonize medium range and
long-range aircraft (100 seats and above). Mostly classical configurations are considered,
equipped with engines that can use hydrogen. The most known flagship plan for a product is the
Airbus ZEROe project. Public perception is mostly positive, provided safety is guaranteed.

TIMELINE
2020+
More attention
for LH2
OEMs need to
understand
engine life,
reliability and
safety

ANALYSIS
Time to market: Hydrogen combustion has already been demonstrated in the TU-155 (1988).
The energy density and handling of hydrogen prevented this from becoming a serial product so
far. No new builds are currently under development, although Airbus has announced the ZEROe
project with three possible configurations. Demonstrators being planned or in progress by R&D
institutes (e.g. DLR H2Amo) and some OEMs (airframe e.g. Airbus and engine e.g. GKN H2JET).
Technology challenges: non aviation technologies will be transferred to aerospace in cryogenics
and hydrogen use, these challenges are part the same for LH 2 for fuel cells. A key challenge for
combustion is to counter degradation in the engine, to overcome fusion and to determine the
economic viability in terms of engine maintenance, overhaul and replacement. Smart engine
components are needed and aircraft systems integration architectures to ensure safe operation
with hydrogen.
Retrofit versus new build: New aircraft can be tailored to LH 2 storage in terms of volume and
weight and balance. The viability for a retrofit approach due to the significant amount of fuel
required for the long range will need to be decided upon for turbofan aircraft.

2022+
EASA creates
regulations for
LH2
Combustion
engine development, ground
testing, economic viability

2025+
Flight
demonstration
EASA resources
aligned to
enable industrial
change

2030+
EIS of single isle
aircraft, with
turbofans (if
viable) and new
engines

OPPORTUNITIES
R&D activities: The EC funded European partnership for Clean Aviation is a major opportunity to
advance hydrogen as a fuel for aviation, including combustion. Additionally, the European
partnership for Clean Hydrogen assesses hydrogen in the wider sense, which may lead to spinoff into aviation or spill-over from aviation.
Regulations: To accelerate the adoption of hydrogen as a fuel in aviation, governments and
aviation authorities should develop regulations.

Manufacturing Industry and MRO: traditional engine manufacturers are assessing the impact of
hydrogen combustion on their engines, and the need for new H 2 engines. The MRO schedule
may be different. The Netherlands MRO industry is well positioned for current engine MRO (e.g.
F-35) and could play a role for H 2 combustion engines. The Dutch manufacturing industry can
contribute with the same technologies as for conventional aircraft programs (HTSM top sector).

Infrastructure: New fuel (LH2) storage (creation) and handling solutions are needed for airports
aligned with the introduction of LH 2 fuelled aircraft.
Contribution to sustainability: Hydrogen combustion does not emit CO2 but does emit water
vapour and NOx. The impact of hydrogen contrails (as opposed to kerosine contrails) is under
investigation.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

67

AC1.2 (Hybrid)-Electric Propulsion & AC1.3 (Hydrogen Combustion)
MORE DETAILS ON: KEY RESEARCH & DEVELOPMENT PROJECTS (MOSTLY PUBLIC/PRIVATE FUNDED)

General Electric NASA EPFD (179 M$ | 2021-2026 | Hybrid-elect)
MagniX NASA EPFD (74 M$ | 2021-2026 | Electric powertrain)
Raytheon Project 804 (| 2019- ?| Hybrid electric powertrain)

Future Flight Challenge (130 M£ | 2020-2024 | H2 and electric)
FlyZero (15 M£ | 2020-2021 | Zero emission aircraft)
GKN H2GEAR ( 27 M£ grant | 2021-2024 | LH2 powertrain)
Cranfield FRESSON (9 M£ grant | 2019-2022 | LH2)
ZeroAvia HyFlyer II (12.3 M£ grant |2021-2024 |LH2 aircraft)
Rolls Royce ACCEL ( 3.3 M£ grant | 2019-2021| Electric aircraft)

Clean Aviation (4.1 Bn€ / 1.7 Bn€ grant | 2021-2030)
Clean Hydrogen (2 Bn€ / 1 Bn€ grant | 2021-2030)
IMOTHEP (2 M€ | 2020-2022 | Electric aircraft)

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

GKN H2JET (2 M£ | 2021-2023 | H2 combustion)

Growth Fund (383 M€ | 2022-2026 | Wide range of topics)
Mobility Fund (50 M€ | 2021-2024 | LH2 tank, structures, etc.)
HTSM TKI (? M€ | 2020-2022 | Structures / systems)

BMWi LUFO VI (~500 M€ | 2020-2025 | Wide range of topics)
DLR /MTU Do 228 (? M€ | 2020-2026 | H2 fuel cell aircraft)
SynergIE (? M€ | 2018-2021 | Distributed hybrid electric aircraft)

PROSIB (? M € | 2018-2012 | Hybrid-electric regional aircraft)

68

AC2.1 Continued Classical Aircraft Platform Optimisation
INNOVATION READINESS LEVEL: HIGH
Continue classical aircraft platform
optimization will enable the outcome that
future aircraft require minimum
sustainable energy to fly and make less
noise. This driver relies on wellestablished craftsmanship in aerospace
engineering, and classical aircraft
platform optimization. A multidisciplinary trade-off in the aircraft design
space has to be proven after a classical
mono-disciplinary trade-off has been
found.

REGULATORY AND MARKET DEVELOPMENTS
Continuation of historic industry market push and (airline) market pull for more fuel efficient
aircraft that create less source noise. Clean Aviation (and CleanSky 1, CleanSky 2 before) is the
major EU funded innovation activity for this driver. This fits well within the current regulatory
framework, so no major changes are needed. New technologies on structures and aerodynamics
are introduced in the market with new platforms, as they cannot be retrofitted. The major
market leaders Airbus and Boeing are not planning to introduce new platforms until 2035+.
COMAC is working on C919 (single isle) and C929 (wide body), but is training in innovation level.
Smaller new builds planned by newcomers in the 9-19 seater segment may already benefit
before 2035. Economic viability can well assessed and is positive. Public acceptance is high. No
infrastructure changes are needed.

ANALYSIS
Propulsion: The highest past efficiency improvements originate in engines. New developments
are the introduction of Ultra High Bypass Ratio and geared turbofan.
Airframe: Weight reduction through light weight materials and larger integrated structures,
where the advent of composites in primary structure such as wings and fuselages has
contributed to substantial improvements. Introducing load alleviation, leads to lighter aircraft
platforms. Improved aerodynamics and morphing structures, such as for instance the B-777
aerodynamically optimized wing tip that folds on the platform.
Aircraft Systems: More Electric Aircraft is a trend to eliminate hydraulic and pneumatic powered
systems and replace them with electrical systems. This reduces the weight (pumps, hydraulic
channels etc) and maintenance costs while improving dispatch reliability. Electric taxiing and
elimination of ground Auxiliary Power Unit power can be deployed to reduce the CO 2 impact of
ground operations.

TIMELINE
2022+
Continued
optimization existing
classical aircraft
platform designs

2035+
Clean sheet designs of
classical aircraft
platforms introduced
by the market
leaders

2050+
Renewed fleet of
classical aircraft
platforms

OPPORTUNITIES
R&D: CleanAviation (and maturing the past achievements in CleanSky 1 and CleanSky2) are the
main R&D vehicle in Europe to advance the maturity of innovations. Additionally, programs are
available on a national level (e.g. LuFo in Germany, HTSM in the Netherlands).

Market pull: Governments can influence market pull by providing financial and non-financial
(legislative) incentives to reduce emissions and noise. These should be implemented such (at
global level preferably) that they don’t affect the level playing field.
Manufacturing and MRO industry: Most innovations are introduced in re-engine programs or
new aircraft, the delivery of which is not expected until 2030-2035 for Airbus or Boeing. This is
the right moment however for the (Dutch) supply chain partners to be down selected into such
programs. The new companies in the (hybrid-)electric 9-19 seater segment could provide shorter
term opportunities to introduce configuration optimisations and (Dutch) supplier positions. As
larger numbers of these aircraft are projected to be sold, this also provides opportunities for the
MRO and after market.

Multi-disciplinary design and IT: Traditionally, design disciplines worked stove piped. Advances
in computing power drive increased possibilities for multi-objective, multi disciplinary design
optimisation at aircraft platform level. Digital twins are increasingly used.
Contribution towards sustainability: It is not easy to quantify exactly the contributions towards
energy and noise reduction, since this depends on the platform and the multi-disciplinary design
choices, but the typical order of magnitude to be expected is 10% to 20% of CO 2 reduction for
the next generation of aircraft compared to aircraft EIS 2000, of which the engine contribution is
traditionally the greatest contributor, with at least two-thirds of the expected saving.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

69

AC2.2 New Disruptive Aircraft Platform Development
INNOVATION READINESS LEVEL: MEDIUM
New disruptive aircraft platform
development can enable the outcome
that future aircraft require minimum
sustainable energy to fly and make less
noise. This driver relies on wellestablished craftsmanship in aerospace
engineering, and disruptive aircraft
platform concepts. A multi-disciplinary
trade-off in the aircraft design space has
to be proven, after a disruptive monodisciplinary trade-off has been found.

REGULATORY AND MARKET DEVELOPMENTS
Disruptive configurations have reached TRL 4-5, with scale model flights being performed
showing promising technical feasibility. Clean Aviation will be a major EU funded innovation
activity for this driver. New configurations in general fit well within the current regulatory
framework, so no major changes are needed. Existing means of compliance may need to be
revised which makes the certification of new configurations more time consuming and costly.
Ensuring economic viability is part of the design process. Public acceptance is high in general,
but embracement of disruptive aircraft platforms by the general public might take time.,
especially for windowless concepts. Infrastructure at airports may need to change for
embarking / disembarking of passengers.

ANALYSIS
Propulsion: Counter rotating open rotor propulsion are most feasible in the future, with large
CO2 reduction potential and stage 5 noise characteristics (the current FAA noise standard for jet
and large turboprop aircraft). Boundary layer ingestion propulsion have benefits on drag
reduction at the cost of engine inlet flow distortion challenges. Distributed (electric) propulsion
offer the possibility to generate thrust at the location where drag is occurring, such that
structural components to transfer those loads are not needed. For more than three propulsion
units per wing this rather unexplored territory of the design space. The lower maintenance costs
of electric motors allows a reverse of the current trend where four engine aircraft platforms are
leaving service in favour of two-engine aircraft platforms.
Airframe: Disruptive aircraft platforms with alternative wing or fuselage configurations such as
Box-wing, Prandtl wing and double bubble fuselages feature clear mono-disciplinary benefits
(aerodynamic performance). Disruptive aircraft platforms with wing-body integration such as
BWB, hybrid wing body, Flying V feature even more clear mono-disciplinary benefits. A key
challenge is to keep these mono disciplinary benefits when realizing the actual multidisciplinary
aircraft design (structures, weight). BWB research has been ongoing for decades, without this
resulting in a commercial product yet.

TIMELINE
2022+
Continued R&TD of
aircraft platforms with
disruptive propulsion
and wing–body
integration

2035+
Development of
disruptive aircraft
platforms

2050+
EIS of disruptive
aircraft platforms

OPPORTUNITIES
R&D: Clean Aviation is the major vehicle in Europe to advance the maturity of innovations on
new configurations. A key objective should be to demonstrate that aerodynamic gains can be
kept when multi-disciplinary designs are detailed with structures (weight) and systems.

Market pull: Governments can influence market pull by providing financial and non-financial
(legislative) incentives to reduce emissions and noise. These should be implemented such (at
global level preferably) that they do not affect the level playing field.
Manufacturing and MRO industry: First advanced disruptive configurations (e.g. BWB) are not
expected to reach the market well after 2035, except perhaps distributed propulsion on classical
wing-tube configurations. Initially they require more R&D and multi-objective optimizations. The
supply chain should cooperate to accelerate this within industry 4.0 principles, striving for
horizontal and vertical digital integration and virtual certification.

After retirement of Concord, new initiatives for a SAF/Hydrogen supersonic passenger aircraft
have been launched. Key challenges are emissions in the stratosphere and sonic book reduction
(supersonic flight is currently not allowed over land by FAA and EASA)
Contribution towards sustainability: New disruptive aircraft platform development alone is
insufficient to reach the 2050 climate targets, but is required to deal with SAF, hydrogen and
electricity scarcity and related cost increase. With disruptive configurations the order of
magnitude targeted in emissions reduction is ~20 - 25% (NASA BWB, AHEAD EU project).

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

70

AP3.1 Certified Vehicles (eVTOLs and drones)
INNOVATION READINESS LEVEL: MEDIUM – HIGH
Naturally, the availability of certified
vehicles is the key enabler for developing
these new modes of air mobility. The step
from a flying prototype (TRL 6) to an
industrialized, economically viable and
certified vehicle is large in terms of
maturity needed and funding required.
This is even more so for eVTOLs with high
levels of automation or even unpiloted.
Note that some eSTOL concepts are
aiming for ultra short take-off in
competition with eVTOL in urban uses
cases (e.g. Electra, Airflow)

REGULATORY AND MARKET DEVELOPMENTS
Regulations: EASA is a front runner in regulations and has developed a ‘Special Condition for
small-category VTOL aircraft’ with Acceptable Means of Compliance, for piloted eVTOLs. For
unpiloted eVTOLs (e.g. eHang) with passengers no regulations and means of compliance exist
yet. Unpiloted cargo solutions (< 600 kg) can be accommodated under EASA Special Condition
for light UAS.
Market: the main market driver pushing these new entrants is mobility in large congested urban
areas, although intraregional flights are also considered at ranges of 50 – 100 km. An increasing
number of cities and countries (e.g. Japan) have UAM or AAM roadmaps. In Europe also many
projects have been initiated as city centric use cases. Airport shuttle and urban to region
transports are also increasingly considered in the market. The vehicle development is
dominated by starts-ups (Volocopter, Lilium, Joby) while large aerospace players joined later are
now also rapidly developing vehicles (Airbus, Boeing, Embraer, Bell).

ANALYSIS
Development and testing: Many companies have reached first flight. On the next slide a non
exhaustive overview of industry roadmaps is provided taken from the EASA UAM report.
Time to market: EASA regulations are available for piloted eVTOLs, Volocopter has the first
Design Organisation Approval, which is a major step. They are closest to certification (expected
2022/2023). For autonomous vehicles (like eHang) the lack of regulations and acceptable means
of compliance means a lack of a road to commercial exploitation in Europe for the moment. A
logical next step for passenger transport is automatic piloted eVTOLs with a safety pilot first,
before allowing fully autonomous vehicles. Unpiloted cargo applications with maximum weight
< 600 kg may be earlier (not over built up areas) under EASA’s light-UAS special condition.
Business models and economic viability: Services considered are emergency/medical, air taxi on
scheduled and on demand services. Drone delivery will be serviced by smaller drones. Economic
viability will also depend on aftermarket MRO costs and spare part logistics. Electric motors
make maintenance cheaper than helicopters. Removing the pilot is another cost saving
opportunity, once certified.
Public acceptance: EASA has performed a survey on UAM in 6 EU cities, with in general positive
outcome. Noise and safety were by far the two most important societal acceptance factors with
privacy and benefits as secondary factors.

TIMELINE
2020+
Many flight
demo vehicles
First certification
projects ongoing

2023+
First EIS of
certified piloted
eVTOL
Regulations for
unpiloted
available

2027+
Projection:
unpiloted
eVTOLs with
(remote) safety
pilot allowed

2030+
Projection:
unpiloted eVTOL
certified

OPPORTUNITIES
R&D: The Horizon Europe Cluster 5 for climate, energy and mobility may provide R&D
opportunities. Additionally, the UK Future Flight Challenge aims for integrated demonstrations
in 2023/2024. Paris aims to have pilots before the 2024 Olympics as part of the ‘Re.Invent Air
Mobility’ initiative.

Regulations: To accelerate the uptake of eVTOLs, certification requirements for unpiloted
eVTOLs need to be developed. A potential stepping stone is operating with a safety pilot to
collect safety data of the autonomous systems. Test/demo flights in the Netherlands should
become possible from regulatory side.
Market pull initiatives: Several EU and global cities are or have announced experimenting with
eVTOLs (Hamburg, Toulouse, Singapore, Paris). eVTOL services should be considered by (Dutch)
cities and local governments in their strategic mobility planning (not in isolation). The German
aera Nordrhein Westfalen is funding a study in eVTOL public transport between Aachen and
some cities in Netherlands and Belgium.
Manufacturing and MRO industry: First market entrants will have a good position to capture a
large market share and drive the infrastructure development. Later entrants will need to have
more unique capabilities to gain market share. The Dutch manufacturing industry can supply
light weight structures, precision navigation, certification and testing expertise. The MRO and
aftermarket support offers great potential for smart logistics and support concepts.
In the Netherlands, PAL-V is nearing certification for air and road with a car/gyrocopter concept.
In Europe and globally a handful of other flying car concepts is (flight/road) testing

Infrastructure: In order for large numbers of eVTOLs to operate in (dense) airspace, U-Space
functionality is needed (see Airspace section). This requires the vehicles to have devices onboard
for e-Conspicuity such as ADS-B out (mode S transponder), (Power)FLARM, Sky Echo 2. A detect
and avoid system may also be required.

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71

AC3.1 Certified Vehicles (eVTOLs and drones)
MORE DETAILS ON: EVTOL MARKET READINESS
MARKET READINESS
Certification & products: The schedule on the right, shows key milestones (first flight, certification in Europe) for
selected OEMs towards commercial exploitation. The certification concerns piloted eVTOLs. No requirements
have yet been established for unpiloted eVTOLs. EHang has started certification for their autonomous EH216
vehicle in China with the Civil Aviation Administration of China in April 2021.

MARKET PULL
The UIC2 (below) unites European cities that are exploring UAM. Cities should consider the role of UAM in their
strategic overall mobility planning.

Source: https://smart-cities-marketplace.ec.europa.eu/action-clusters-and-initiatives/actionclusters/sustainable-urban-mobility/urban-air-mobility-uam

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Source: EASA UAM report, May 2021

72

AC3.1 Certified Vehicles (eVTOLs and drones)

Finances

Organisation (lead in case of
consortium)

Scope

Timeline

Future Flight

X

2020-2024

130 M£

Innovate UK

Various UAM demo’s

Re-Invent Air
Mobility

X

2021-2024

-

RATP/DGA France + 30
partner/projects

Use cases, airspace, public acceptance,
demonstration

Global

National

Project name /
Acronym

European

MORE DETAILS ON: R&D PROJECTS EVTOL AND UAM

ASSURE UAM

X

2021-2023

1.5 M€ EC H2020

ILOT Poland + 6 partners

Policy, safety, integration

AMU-LED

X

2021-2022

4.8 M€ EC H2020

NTT DATA Spain

Use cases, CONOPS

Uspace for UAM

X

2021-2022

5.2 M€ EC H2020

Honewell Czech

Airspace integration

AiRMOUR

X

2021-2023

5.6 M€ EC H2020

VTT Finland

Safety, security, noise, public acceptance

TINDAiR

X

2021-2022

4M€ EC H2020

INNOV’ATM

Airspace integration

CORUS X-UAM

X

2021-2022

EC H2020

EUROCONTROL Belgium

Airspace integration and demonstration

2021-2022

-

Various industries

Airspace integration and demonstration

NASA AAM National
Campaign

X

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

73

2. INNOVATIONS IN FUTURE FUELS

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

74

Introduction and Scope
Future fuels are deemed the main way to decarbonize aviation in the long run according to multiple reports from ACI, IATA, ATAG and the EU (Destination 2050).
Future fuels can be divided into electric, hydrogen and SAF propulsion, and each requires the development of new fuels and infrastructure, all based on the adequate
generation of renewable energy.
The transition towards future fuels availability and infrastructure requires the development of all three energy types. It is important to realise there is not a single
silver bullet, and that each energy pathway has its own timeline and use cases but must be developed.

Outcome FF1: Sufficient green hydrogen fuel is produced and supplied to airports to facilitate hydrogen aircraft operations
Hydrogen aviation is in the earliest stages of development but is seen as an opportunity to truly decarbonize aviation in the long term. Green hydrogen availability is
very low, though an increase in demand from sectors outside of aviation in combination with focussed policy is expected to lead to an increase in the next decades.
Challenges include low TRL levels of hydrogen infrastructure development and safety, alignment of infrastructure with aircraft and investment risks for hydrogen
infrastructure.
Drivers: FF1.1 Green Hydrogen Production and Import | FF1.2 Hydrogen Infrastructure and Certification

Outcome FF2: Sufficient Sustainable Aviation Fuels are produced and blended in line with legislative mandates
SAF is currently being produced and used within aircraft, although in minimal amounts. Both through corporate purchasing agreements and blending mandates for
airlines, SAF use is expected to increase. Producing SAF can be done through multiple pathways, with different TRL levels, climate impacts and feedstock requirements
for each. Challenges include limited feedstock availability (both for waste/biofuels as well as synthetic fuels), higher cost for SAF relative to Jet A1 and the limitations
of national or regional policy for global developments
Drivers: FF2.1 SAF Production through Multiple Pathways | FF2.2 SAF Blending Mandates

Outcome FF3: Electric infrastructure that supports novel aircraft designs and logistics is available at airports
Electricity as a fuel: Electric aviation is developing rapidly through normal aircraft platforms, but also within eVTOLs. The availability of renewable electricity
is high but developing the charging infrastructure for aircraft must still be developed. Challenges include alignment with electric aircraft manufacturers, high peak
demands as a result of short turnaround times and investment risks

Drivers: FF3.1 Resilient Electric Charging Infrastructure

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

75

Climate impact of Future Fuels

++

50%-100%
SAF
(synthetic, bio
waste)

75%-100%

-

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

76

FF1.1 Green Hydrogen Production and Import
INNOVATION READINESS LEVEL: MEDIUM
REGULATORY AND MARKET DEVELOPMENTS

Green Hydrogen production is a
critical development in the hydrogen
aviation value chain. The initial stage
in the value chain, hydrogen aircraft
manufactures, airlines and airport
infrastructure stakeholders must
interact and engage with hydrogen
production to ensure there is
sufficient hydrogen available to
achieve hydrogen aviation.

In July 2020, the EU presented a detailed hydrogen strategy positioning hydrogen as a future fuel and
energy storage tool connecting to the large scale up of renewable energy. Within the EU hydrogen
strategy, production, distribution and end use are connected. The aim is to produce 40GW of hydrogen
and import 40GW by 2030. Further development of the strategy can be found within the Clean Hydrogen
Partnership, Hydrogen Europe and in European hydrogen valleys.

TIMELINE

Within the Netherlands, hydrogen policy is being developed by the ministry of economic affairs and
climate, through the TKI new Gas program, as well as through the National hydrogen program and H 2
platform. Large amounts of funding are expected to be given through the National Growth Fund initiative
Groenvermogen. Hydrogen valley HEAVENN, NortH2, Mission H2 and hydrogen clusters around the port
of Amsterdam Rotterdam and Ems Harbour are some Dutch hydrogen programs.

2020 – Hydrogen
acceptance in policy

2025 – First at scale
hydrogen production

EU Hydrogen strategy
in Green deal

Regional projects
start delivering
hydrogen

Hydrogen Valleys set
up all around Europe
Hydrogen integrated
into Dutch policy
through TKI new Gas

First imports arrive
through ports
Incumbent energy
stakeholders offer
hydrogen

Green hydrogen production & import relies on collaboration and high-level vision from government
institutions & EU.

▪

▪

▪

Value chain collaboration: To stimulate hydrogen production, there must be a clear demand from
the market. Potential producers must connect with potential users on uptake and pricing to ensure
the value chain develops.
Renewable energy production at scale: As green Hydrogen is produced through electrolysis this
must be scaled up. Initial investment in production is high and must therefore be supported through
policy and subsidies.

Green Hydrogen import: Import of green hydrogen could be a solution to renewable energy scarcity
within the EU. Many other regions have the potential to produce large amounts or green hydrogen,
which can then be shipped in through Dutch ports, providing a new opportunity as fossil fuel import
decreases.
Collaboration with other sectors: Hydrogen is not just seen as a solution for aviation, but also
heating, industry and other forms of transport. This presents synergies in enabling sufficient
production. However, connecting green hydrogen demand and production is still a critical barrier.

▪

EU programs and funding: The EU is developing a framework that cross-cuts the value chain, so that
hydrogen production, distribution and end uses are connected. This will provide the incentives for
all parts of the value chain to develop hydrogen as a future fuel.

•

Price decrease of hydrogen: The price of hydrogen is expected to drop through scale up of
production to become competitive with fossil fuels, especially considering Increasing EU ETS tax
on fossil fuels. Recent developments in electrolyser scale up show hydrogen prices are expected to
decrease to between one and three euros per kilo.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

2035 – Hydrogen
import and storage
fully developed

H2 Knowledge from
the chemical industry
is integrated in
energy systems

H2 subsidies are no
longer required

Green H2 can be
delivered easily to all
use cases

H2 is used to store
renewable energy
during peak supply
H2 import is fully
developed

Safety of H2 is on par
with fossil fuels

ANALYSIS

▪

2030 – Hydrogen is
integrated into fuel
system

OPPORTUNITIES
There are several opportunities within hydrogen production and import that would benefit the
Dutch aviation sector and act as a basis for clean hydrogen aircraft:
1.

Scale up of green hydrogen production

2.

Import from high potential hydrogen regions

3.

Leveraging current gas infrastructure for hydrogen

4.

Leveraging current chemical industry storage & transport knowledge and safety protocols

EU AND DUTCH INITIATIVES
Both the port of Rotterdam and Amsterdam, as well as Ems harbour are developing
hydrogen strategies. These port developments include connections with Hydrogen
valleys, and also with synthetic SAF production developments such as Synkero (AMS)
and Zenid (ROT).

77

FF1.1 Green Hydrogen Production and Import

Source: EU hydrogen strategy

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78

FF1.1 Green Hydrogen Production and Import

Source: Hydrogen powered aviation, Clean Sky 2

Source: Hydrogen Europe Roadmap (2019)

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Source: Destination 2050 (2021)

79

FF1.2 Hydrogen Infrastructure and Certification
INNOVATION READINESS LEVEL: MEDIUM
REGULATORY AND MARKET DEVELOPMENTS

To ensure airports can supply future
aircraft with hydrogen as a fuel,
there must be safe, certified and
sufficient hydrogen infrastructure
available at the airport. The required
knowledge
for green hydrogen infrastructure is
often already available within
other industries where hydrogen is
transported and
stored. However, an added difficulty
is the requirement for liquified
hydrogen for aircraft.

Hydrogen infrastructure at airports is still very much in the early stages of development. Policy on it
recently has focused mainly on subsidized projects through which airports can start to develop pilot
projects and generate first experiences. Within the EU Horizon 2020 funding call for green airports, three
EU projects have been set up which will develop the sustainability within airports, including hydrogen
systems. Throughout Europe and in the Netherlands, airports are developing hydrogen strategies and first
test sites so that they can develop the knowledge on hydrogen infrastructure and safety.

ANALYSIS
The main challenges for hydrogen infrastructure are the low TRL levels of hydrogen aircraft operations
and refuelling infrastructure, the lack of global certification, regulation and safety standards for this
infrastructure and the uncertainty in green hydrogen supply and hydrogen aircraft. However, there are
many routes through which hydrogen infrastructure and certification can be connected to increase the
development.
▪

First, through connection with ground mobility, as both airside and landside, heavy ground mobility
such as busses and cargo may transition to hydrogen. By connecting hydrogen powered vehicles
with hydrogen powered aircraft infrastructure, airports can get ahead in their own development for
hydrogen aviation.

▪

Secondly, through connection with hydrogen valley initiatives. Multiple local areas are developing
hydrogen valleys that work to cross the value chain and connect production, distribution and end
use.

▪

Finally, many hydrogen aircraft developers (see aircraft platforms section) are currently developing
refuelling infrastructure as a part of their value proposition. Connecting with these developers will
allow airports to become leading in hydrogen infrastructure and certification.

TIMELINE
2020 – First hydrogen
roadmaps at airports
H2 infrastructure
introduced in EU
airport subsidies
H2 infrastructure is
included in visions of
future airports

2025 – Hydrogen
pilots, testing and
research at airports

2030 – Hydrogen
refuelling for first
scheduled aircraft

2035 – Hydrogen
infrastructure and
safety is standardised

H2 pilots at regional
research connected
airports (RTHA,
Cranfield, Toulouse)

H2 storage on site is
developed

First H2 liquification
systems are installed
on-site

First refuelling is
conducted at an
airport with trucking
H2

H2 infrastructure
regulation is
developed, to ensure
safety

Hydrogen safety
becomes a key skill
for ground staff

First H2 aircraft fly
specifically to leading
airports

OPPORTUNITIES
Infrastructure development in synergy with aircraft development. Incumbents developing
hydrogen aviation (Airbus, Embraer, etc.) can collaborate with their airport partners to prepare
for hydrogen aviation. Also, new entrants can develop the refuelling infrastructure required for
their aircraft simultaneously and bring their new development to market with the refuelling
infrastructure included.
Infrastructure developments in synergy with other sectors: a) Airports can connect with other
sectors that have years of experience with hydrogen to develop aviation specific transport,
storage and refuelling infrastructure, and b) Airport safety and certification stakeholders can
connect with current hydrogen certification and safety from other sectors.

EU AND DUTCH INITIATIVES
Within the EU many countries are setting up hydrogen R&D facilities at airports. This includes
the NLR at Rotterdam The Hague Airport (RTHA), the German DLR in collaboration with
Lufthansa at Hamburg airport, ParisRegion in collaboration with ADP and Airbus and Safran
together at Toulouse airport, to name a few.

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80

FF1.2 Hydrogen Infrastructure and Certification
HYDROGEN ROADMAPS FOR AIRPORTS

Source: Liege airport

Source: Airbus

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Source: Vinci airports

Source: Lufthansa, Hamburg airport & Airbus

Source: Kansai Airport

Source: Universal Hydrogen

81

FF1.2 Hydrogen Infrastructure and Certification
POTENTIAL HYDROGEN INFRASTRUCTURE SUPPLY CHAINS
1. Modular refuelling: if the aircraft refuels through a
modular pod system, the airport will only need to
facilitate the swap.
2. Trucking LH2/GH2: Currently, LH2 trucks can deliver as
much as 50,000L of hydrogen at a time, which is enough
to refuel at least 6 19-seater H2 powered aircraft. The
airport may need to invest in small scale LH2 storage.
3. Pipeline GH2 refuelling: Airports could receive hydrogen
through a pipeline as gas grids convert to transport
hydrogen. This would require an energy intensive on-site
liquefaction facility and local storage.
4. On-site hydrogen production: This would require large
scale investment but could work well in combination with
local renewable energy production at the airport.

GENERATION

TRANSPORT

Hydrogen
import

Pipeline GH2

STORAGE AND
MANAGEMENT

SUPPLY TO
AIRCRAFT

AIRCRAFT USE

GH2
dispenser
vehicles

Small scale
testing and
drones

Onsite GH2
storage
Boil-off GH2

NL Hydrogen
production

Trucking
LH2

On-site
liquefaction

Onsite LH2
storage
Liquefaction

Onsite
hydrogen
production

Trucking
hydro-gen
pods

2-19 seater
aircraft

LH2 Dispenser
vehicles

Fuel hydrants
& pipeline
system

Hydrogen
swap

Larger
aircraft
(Airbus 2035)

Universal
hydrogen
retrofit

Hydrogen infrastructure and use certification
Source: Liquid Hydrogen Storage: Status and Future Perspectives

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82

FF2.1 SAF Production through Multiple Pathways
INNOVATION READINESS LEVEL: MEDIUM
REGULATORY AND MARKET DEVELOPMENTS

SAFs are produced through multiple
methods and with multiple feedstocks.
Up to 9 different production methods
are currently certified to be used as jet
fuel. Within SAF production, there are
three main challenges namely (1)
feedstock availability, (2) production
facilities and (3) uptake by airlines.

TIMELINE

SAF policy has been largely focussed on creating demand for SAF uptake, as production would pick up
based on market demand. The working group sustainable aviation fuels report published by the Dutch
government also analyses ways to scale up production. By diversifying feedstocks and developing
multiple SAF development pathways, production can be increased, and feedstock bottlenecks can be
avoided. However, bio-fuels produced using crops from arable land can be detrimental to other
developments or create unintended side-effects, while synthetic fuels may cost large amounts of
renewable energy, as the production pathway is currently inefficient.

ANALYSIS
To produce SAF, a major aspect is the availability of feedstocks. Within waste fuels, this requires mainly
used cooking oils but also gasification of municipal waste. It is also possible to grow crops to be used
for bio-fuels, although this requires large areas of land. Finally, hydrogen and captured carbon are
required for synthetic fuel. The second challenge is developing and building production facilities on a
large scale. This requires research and POCs before it can be scaled up and takes time. Finally, the
third challenge relates to the use of SAF. Airlines need to buy it, even though the price is often 2-5
times higher than normal kerosine which has large implications for ticket prices. Corporate SAF buying
programs as well as blending mandates are a tool to ensure there is uptake.
SAF production development is highly dependant on the demand and diversification of feedstock and
scale up of production. Key developments are highlighted:

1.

Blending mandates must focus not only on SAF uptake but also the type of feedstock. Crop-based
bio-fuels may have a lower climate effect due to production emissions.

2.

Production must also focus on developing the technological pathways for synthetic SAF fuels.
This will ensure sufficient SAF can be produced in the future.

3.

SAF production value chains can include multiple stakeholders, to ensure that the investment
costs are shared.

4.

Analysis by ICF shows that the SAF production capabilities are not in line with the first SAF users.
Solutions such as book and claim systems exist but must be supported by policy.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

2025 – SAF fast scale
up

2030 – SAF
development peak

2035 – SAF
production matures

Mainly HEFA fuel, as
feedstock is available

Due to EU mandates,
SAF production picks
op at fast pace.

With next EU
mandate, SAF
production peaks

As SAF develops in
the EU, global
developments follow.

SAF feedstocks
become limited.

SAF producers must
compete heavily with
other energy sectors

All pathways are
mature, but
differences remain in
price and availability.

Connection between
production and
supply is still weak

SAF production is currently largely in hands of a main supplier, namely NESTE. Further development is
largely being done by incumbent fuel producers. The vast industrial and chemical knowledge required
is available within these firms. Outside of incumbents, new, upcoming SAF firms such as SkyNRG and
Lanzatech are also developing projects and sharing knowledge.
SAF production is expected to continue developing up to 2050 as technological breakthroughs lead to
the increase of different fuel pathways. The EU blending mandate includes a clear percentage of SAF
that must be produced synthetically (0,7% in 2030 and 28% in 2050).

2020 – SAF pilots first
production plants

First pilots other SAF
pathways being
developed through
government support
or consortia.

SAF development in
other pathways fully
supported by all
stakeholders to
ensure production is
on par with demand.

New pathways reach
maturity, but price is
still higher. “premium
SAF develops”.

OPPORTUNITIES
Due to the SAF blending mandates within the EU there is a high expected demand for SAF
producers. Ensuring sufficient feedstocks and knowledge and technology to process SAF will
require large investments over multiple years. Some interesting opportunities within SAF:
1.

Increasing the amount of current fuel suppliers that can produce SAF, using different
production pathways to increase the resilience of the supply.

2.

Book and claim systems to connect production with use without physical supply chains. SAF
does not need to be delivered to a specific airport or airline, as long as it is blended into fuel
that is used by any aircraft worldwide.

3.

Aligning production and use so that regions where more SAF feedstocks are available such
as waste oils or hydrogen can produce SAF and still receive the funding for it.

4.

SAF production and investment through cross sectoral consortia: Including multiple
stakeholders within the value chain will allow for shared investment. Customers such as
sustainable corporates also present opportunities to share within the investment.

EU AND DUTCH INITIATIVES

83

FF2.1 SAF Production through Multiple Pathways

HEFA

Source: WDB Action Programme

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84

FF2.1 SAF Production through Multiple Pathways

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

85

FF2.1 SAF Production through Multiple Pathways
EXPECTED SAF PATHWAYS DEVELOPMENT AND PRICE DEVELOPMENTS

Source: ICF analysis

*Advanced Feedstocks include gasification and Alcohol to Jet

Source: Oliver Wyman & IBEC research: Sustainable aviation Our Future

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86

FF2.2 SAF Blending Mandates
INNOVATION READINESS LEVEL: MEDIUM
REGULATORY AND MARKET DEVELOPMENTS

SAF blending mandates are
currently the main driver of SAF
within the EU. Both on an EU and
national level, mandates are
ensuring that the suppliers of Jet
fuel deliver a minimal amount of
SAF blended into their fuel mix.
The mandates must be strictly
enforced to ensure they are
followed and the SAF development
targets are reached. Mandates
must be developed carefully to
mitigate negative unintended
consequences.

TIMELINE

The goal of SAF mandates policy ensures that the burden of development and costs of SAF are shared
within the market. This ensures action will be taken by all stakeholders that are involved.

2022 – First country
mandates and
internal airline
targets

Much research has been done on policy development for SAF demand increases, including from the
World economic forum clean skies initiative, but also Transport & Environment and by the EU. Policy
can be divided into three main categories. Mandatory mechanisms such as blending mandates, market
based mechanisms such as price reduction for SAF or price increase of conventional jet fuel and finally
voluntary mechanisms such as SAF in public procurement.

2022 France 1%
blending mandate
Air France KLM 0.5%
blending mandate

SAF blending with Jet A1 fuel requires clear policy and regulation on technical blending facilities and
operations to ensure safety. All SAF fuels must be tested before use in aircraft engines. Developments
such as blending to higher percentages (current max is 50%) or blending multiple production pathway
SAFs will still require research supported by clear policy.

EU SAF blending
mandates are being
ratified.

2025 – First EU
mandate and
awareness increase
EU blending mandate
of 2% comes into
effect for all EU
flights.
Leading corporates
and airlines will
provide premium SAF
flights for sustainable
traveller.

1.

Blending mandates must be developed with the entire value chain included. This requires a clear
understanding of the production pathways, to ensure that there are no negative externalities
when SAF is produced, or that SAF subsidies undercut other sectors such as food production.

2.

Compliance must be ensured by the entire value chain, within the EU regulation this is done by
enforcing the mandate with fuel suppliers, ensuring that all fuel delivered in Europe is blended.

3.

SAF policy must also enable connections within the value chain. Supply and demand must be
connected so that blending requirements can be achieved but also that production is sold at
value that legitimizes investment is SAF.

4.

5.

SAF blending must continue to be researched even as large scales of specific blends up to 50%
are rolled out. It must be deemed safe at all airports, and blends of over 50% must also be
tested.
Tankering at other airports outside of the EU is often seen as a barrier. This development can be
mitigated through clear policy on fuel taxes when crossing borders, or regulations that include a
minimal uptake obligation.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

2035 – Global
Blending mandates
and 100% SAF
engines

EU blending mandate
10%

SAF demand on a
global scale

Dutch blending
mandate 14%

increased public
procurement for SAF

Consumers can
include SAF for all
flights

Taxation to mitigate
tankering

SAF in high demand

ANALYSIS
SAF blending is a key part of achieving sustainability within the short term for all aircraft and in the
long term for long range aircraft. Although blending is achievable, it must be further developed by
current market players and within research. Key developments are highlighted:

2030 - fast scale up
of blending
mandates in EU and
the Netherlands

OPPORTUNITIES
Within SAF blending, there are many opportunities to further develop both the production and
uptake of SAF.
1.

Inclusion of SAF in public procurement will ensure that airlines and private charter firms
must procure SAF for their flights. This pushes leaders within the market, after which
others will follow.

2.

An international system to regulate and share SAF claims would allow for a clearer book
and claim system, and ensure that SAF is produced sustainably and there is no
greenwashing by airlines or airports.

3.

Increased connections between suppliers of SAF and potential buyers such as large
corporations would ensure that the chicken and egg problem is further decreased. When
there are enough buyers, a market will form from which producers can gather investment.

4.

Increased blending mandates on a worldwide scale would level the playing field for
European airlines and airports.

EU AND DUTCH INITIATIVES

87

FF2.2 SAF Blending and Mandates

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88

FF2.2 SAF Blending and Mandates
Generation

Off-site
SAF
production

Transport

Blending
(off-site)

Jet fuel
refuelling
truck

Storage and
management

Current
Fuelling
system

Supply to aircraft

Aircraft use

Book and
claim from
blended fuel

SAF flights
guarantee of
origin

Airport refuelling
trucks
Up to 50%
SAF flights
(actual SAF)

SAF refuelling
truck

Blending
(on-site)

SAF Blend
refuelling
trucks
Pending
certification

SAF fuel
storage

100% SAF
refuelling
trucks

100 % SAF
aircraft

SAF Blending mandates (ReFuel EU initiative)
Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Source: To70 Analysis

89

FF2.2 SAF Blending and Mandates
ECONOMIC IMPACT OF BLENDING MANDATES
Blending mandates will lead to a price increase for fuel which will translate into ticket costs, as well to the requirement
of large amounts of feedstocks, both for bio/waste SAF and Synthetic SAF.
Although HEFA remains relatively method to produce SAF, the feedstock availability is limited. Extensive ICF and
McKinsey research on the topic of SAF production and cost shows that the price will be calculated towards the
customer who buys the ticket. However, this remains dependent on feedstock availability which may decrease supply
while mandates drive demand.

Source: ICF Analysis

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Source: Mckinsey analysis

90

FF3.1 Resilient Electric Charging Infrastructure
Charging electric aircraft to
ensure sustainable aviation can
be achieved requires sufficient
renewable energy supplied to the
airport. Charging can be run on
the grid or on local battery
storage. Locally produced
renewable electricity can support
the decarbonization of aviation
and provides a positive use of
airport space.

Hybrid electric aircraft are also
being developed, some of which
would need to recharge and
require electric power supply at
airports. Finally, hydrogen fuel
cell electric aircraft are expected
to have a reserve battery on
board that may need to be
recharged at airports.

REGULATORY AND MARKET DEVELOPMENTS

TIMELINE

The policy development for charging infrastructure is much less developed compared to electric road
mobility, as electric aircraft themselves are still in early stages of development. Policy on electronic
infrastructure could decrease the investment risk and introduce more electric aircraft to airports. Policy that
introduces pilots and test beds for electric aviation could help to create the required ecosystem. Initially,
mobile battery storage systems would be sufficient to recharge aircraft. However, as peak demands develop,
electric distribution on the apron will be critical in ensuring electric charging infrastructure is in place.

2020 – Electric pilots
and mobile charging
stations

Policy that connect airside and landside mobility would also provide a positive impulse into the development
of electric aviation infrastructure, as the use cases can be combined. This would enable learning and
knowledge sharing opportunities.

Electric systems
developed as pilots

Mobile chargers built
by aircraft producers
for small aircraft

Research on smart
grid opportunities

ANALYSIS

2025 – First electric
charging points
Electric charging
stations at leading
airports
Connection made
with landside
charging
Local energy
production used to
charge.

2030 –Systems
standardisation
electric charging

2035 – All airport
electric systems
connected

Collaboration
between airports and
aircraft trade bodies
on charging infra.

Electric charging
stations standard at
all airports

Airports connecting
production capacity
with charging
capacity

Fully developed
smart grids

Several critical points have been identified to ensure that electric charging infrastructure can be developed at
airports.
•

Battery infrastructure would facilitate for first flights but charging power is lower, which would create
problems for turnaround times at airports. It would be sufficient in the first stages of development.

•

Grid charging would require a strong connection to ensure the required voltage for fast aircraft
recharging. This requires sufficient time for an airport to develop and must therefore be planned into
airport systems beforehand.

OPPORTUNITIES
Developments from within the market provide opportunities for electrification of aviation and
include the development at airports.

Connecting local energy production to charging would require significant planning and fail safes in case
there is limited renewable energy production. However, it is an opportunity for airports to connect their
energy production with aircraft fuel. Locally produced electricity could also be stored in batteries, or heat
or hydrogen storage systems.

▪

PowerUp: An initiative by Dutch Airports that connects the Dutch airspace through electric
flight and does market research on electric aviation.

▪

KLM flight academy & E-flight: A connection so that flight lessons can become more
sustainable using the Pipistrel Velis electro aircraft.

•

Cable network upgrades would be required to achieve the required demand of the charging
infrastructure

▪

•

Supply to aircraft must be developed in line with safety authorities and aim towards standardization of
charging infrastructure and cables.

Providing charging stations at airports will ensure they are ahead of the aircraft
development and therefore push other stakeholders. It is critical that charging does not
become the bottleneck for sustainable electric aviation.

•

A method to decrease turnaround time for electric aircraft would be the development of swappable
battery systems, although this presents new problems within the powertrain, and therefore has not yet
been developed on a larger scale.

•

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

EU AND DUTCH INITIATIVES

91

FF3.1 Resilient Electric Charging Infrastructure

Source: Eaton

Source: Pipistrel
Source: Electro.aero

Electric regional flights, generating more point to point
transport. This would require local high voltage charging
points at many regional airports.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

The development of Smart Grids can regulate electricity
production and demand.

92

FF3.1 Resilient Electric Charging Infrastructure

Source: Electro.aero

Source: Catapult Connected Places: Blueprint for
Zero Emission flight infrastructure

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

93

3. INNOVATIONS IN AIRPORTS

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

94

Introduction and Scope
The ownership of Europe’s Airports shows that over 40% of Europe's airports have at least some private shareholders - these airports handle close to 75% of
passenger traffic yearly. This number is slowly increasing each year. These airports must innovate and develop sustainable aviation solutions in line with the sector to
legitimize their position as a service provider. Most of the research and development at airports is made with a time horizon between 2030 and 2050. One of them is
the 2050+ project which aims to prepare airports for 2050 and beyond by creating a concept development methodology to ultimately enable 90% of European
travellers to complete their intra-European door-to-door journeys within 4 hours, promote cost effectiveness through low operating costs and optimal revenue,
develop climate neutral operations and low sound pollution. Within the EU, the green airports call has also facilitated innovation development across at least 12 large
European airports. On national and airport specific levels, innovation development is also taking place to ensure airports decarbonize their own emissions, decrease
their local noise and fine particle emissions, and support the decarbonization of the larger aviation sector. The outcomes foreseen in this innovation area are:
Outcome AP1: Airports are becoming an energy hub for its stakeholders and surrounding community
Airports must adapt to cater for energy demands coming from new types of aircraft, the electrification of vehicle fleets both airside and landside, and digitalization.
This will result in an increase in electricity demand and possibly other sustainable fuels and storage opportunities. To develop this, airports are looking at local and
independent solutions into energy supply and storage. At most airports, the large amounts of space and ownership over their own energy networks allows them to
install renewable energy facilities and storage. They can thereby become energy hubs or providers for the surrounding businesses and communities.
Drivers: AP1.1 Energy Hub​ | AP1.2 Adapt for Aircraft Revolution

Outcome AP2: Towards a sustainable airport, and a friendly neighbour
Climate action is one of the key priorities on the airport agendas, and they have the largest impact within their own operation. To safeguard the viability of the airport
industry, airports must adapt to mitigate their own CO2 emissions impact, as well as connect with local stakeholders to decrease their noise emissions, air quality,
waste, and other non-CO2 emissions. Airports are central to operations and engage with many stakeholders that have similar goals. Airports should take the
opportunity to create a collaborative environment, leading towards sustainable and liveable activities, and being resilient towards climate change. Ground
infrastructure is essential for successful operations with new airspace users. This section focuses on this infrastructure (vertiports) needed for piloted and unpiloted
vehicles for transport of people and cargo.
Drivers: AP2.1 Reduce Emissions and Become Net Zero | AP2.2 Accommodate for Climate Resilience | AP2.3 Vertiports

Outcome AP3: Digitalisation and automation are key for optimised and safe operations at airports
Over the past years, significant innovations have been fast tracked within the airport sector, especially within digitalisation of operations. The focus on digital
transformation, automation and efficiency will remain and grow stronger as airports aim to improve efficiency, safety security and environmental performance.
Solutions that have been implemented include optimisation of the passenger flow process, and ensuring a seamless, customised and personalised journey.
Increasingly, shuttles at the airport have become electric and automated while airside automation also continues with ground support equipment (GSE) and airport
vehicles. Digitalization is expected to continue increasing as the connection and integration of systems is required to achieve a connected airport.
Drivers: AP3.1 Terminal Seamless Flow​ ​ | AP3.2 Electric and Autonomous Airside​ | AP3.3 Intermobility
Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

95

AP1.1 Energy Hub
INNOVATION READINESS LEVEL: MEDIUM
Airports have the opportunity to develop
into energy hubs that generate, manage
and distribute renewable energy across
the airport and between all stakeholders.
As infrastructure owners, Airports can
engage with their users to match
renewable energy generation and
demand, and apply smart energy storage
solutions to mitigate energy peaks. Other
energy storage solutions, such as
batteries, heat storage or hydrogen
storage can be developed to form
synergies with current developments in
sustainable aviation, as was described
within Aircraft Platforms and Future
Fuels.

REGULATORY AND MARKET DEVELOPMENTS

TIMELINE

Airports are increasingly investing in sustainable generation, both off-site and
onsite. Landside as well as airside, the increased demand from electric vehicles
and infrastructure, requires airports to upgrade their energy grids and networks.
Regulations regarding energy hubs are limited, and so is policy support to
develop these systems. However, as the modular systems required to enable
these energy hubs and smart grids reach higher TRL levels, they become
accessible for an increasing number of airports to invest in. This includes battery
development, grid regulation software and many other innovations to connect
energy generation, storage and use.

2022

2025

2030

2035

Local energy production
scale up

Local energy storage
scales up

Development of Smart
grids

Energy hub that can
power independently

Airport solar panels and
geothermal energy are
developing

Airports develop
decentralized battery
systems

Connection of all airport
energy generation,
storage and use systems

Independent charging
ad storage systems

Airport energy grid
ownership increases

Energy use is regulated
to ease supply and
demand

Smart energy Software
initiated

ANALYSIS
Airport Energy hubs require a systemic view, that includes all types of energy
requirements at an airport, but also energy generation and the way this
develops over time. Several critical aspects have been identified below.
•

Airports must develop their energy hub beyond their current energy value
chain​. Providing energy can be a way to further develop the ways airports
create profits in a sustainable way.

•

Airports take more ownership of energy systems​, so that they can influence
generation, storage and demand and regulate these systems more
effectively

•

As energy requirements diversify towards electric hydrogen and
bio/synthetic fuels both airside and landside, airports must develop
strategies for each.

•

Developing long term plans for expected energy requirements and ensuring
that renewable generation and storage stays aligned with energy use. Tools
such as digital twins can be used to develop this.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Still connected to the
grid to support energy
needs of local
stakeholders

OPPORTUNITIES
Airports that succeed in the development of an energy hub within their airports have several
strategic advantages, as described below.
•

The airport becomes more resilient, and less impacted by external fuel prices and
availability.

•

The airport develops a new business case in the form of energy supply .

•

The airport engages with local stakeholders in energy production, improving the connection
and liveability of local stakeholders.

•

The airport is able to become carbon Neutral or possibly Net zero much faster than planned
by largely decreasing its carbon emissions footprint.

•

The airport is less reliant on external stakeholders to decarbonize and become sustainable.

EU AND DUTCH INITIATIVES

96

AP1.1 Energy Hub
Energy generation

Energy storage

On site energy storage

On site energy production

Energy use

Airside, landside and heating energy use

Energy hub and smart grid development
Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

97

AP1.2 Adapt for Aircraft Revolution
INNOVATION READINESS LEVEL: LOW
Alongside the development of an energy
hub, Airports must also look outwards to
the innovation in aircraft platforms and
future fuels. This requires an investment
in the charging infrastructure, as well as
the specific operations aspects of future
aircraft types. This includes, but is not
limited to adapted turn around times,
updated safety protocols, different space
requirements for new aircraft and
adaptations for ATM stakeholders.

Secondly, airports will also need to
transition to different MRO requirements
as new aircraft require new knowledge
and expertise. By providing this, airports
can ensure that the adoption of future
aircraft is improved.

REGULATORY AND MARKET DEVELOPMENTS

TIMELINE

As aircraft innovations develop and future fuels are expected to power aircraft,
airports must adapt. Beyond adapting, airports can also lead in the transition.
Policy is being developed to support the market to take such a leading role. This
includes legislation to push airports to incentivise more sustainable aircraft, such
as the CO2 ceiling in the Netherlands and blending mandates in the EU and
multiple EU countries. Financial incentives to support airports in making the
transition to provide sustainable fuel to aircraft are currently still limited.
Airports that want to lead by providing refuelling infrastructure must be
supported in making investments. This support can also come from other
stakeholders in the value chain, as airbus is currently supporting hydrogen
refuelling projects at airports and multiple future aircraft concept companies are
also developing refuelling systems for their specific aircraft.

2022

2025

2030

2035

Feasibility studies & first
agreements.

First hydrogen
refuelling, scale up for
SAF and electric

Airport future fuel
infrastructure ready

Airports are ready to
supply all fuel types

Specific airports may
focus on electric
charging for point to
point use cases

Different fuels will
require more space and
dedicated investment

Airports near hydrogen
production or import
focus on H2

Different fuels will
require airports to
diversify their energy
systems & partner
stakeholders

Airport capacity studies
for electric and
Hydrogen refuelling
SAF refuelling contracts

Hydrogen pilots
Electric charging
standardisation
SAF supply scale up

All airports can supply
SAF

ANALYSIS
Airports can start to prepare for the required adaptation that must take place as
aircraft and future fuels develop. A number of critical aspects have been
described below.

OPPORTUNITIES

•

Airports have the opportunity to facilitate early adoption of future aircraft, thereby supporting
the entire aviation sector and also decreasing their scope 3 emissions.

•

For airports the development of knowledge on future aircraft is relevant for
all parts of the organisation and for all stakeholders at the airport including
ANSPs, MRO organisations, GSE, etc.

Visualisation of future refuelling and charging infrastructure can be a guide
to other stakeholders as well as users on what is being developed and how
this will effect operations. Visualising future fuel systems also shows the
investments that will be required from the airports.

•

Risk assessments must be conducted to understand how the different
aspects of future fuel refuelling will impact the airport.

•

Business cases to tailor the requirements of aviation developments to local
use case requirements. This includes looking into point to point aviation
versus hub and spoke, but also passenger numbers, flight school use cases,
inter-island use cases and

•

Connecting future fuel availability to the local context. If there are large
amounts of SAF or hydrogen available locally, or there is s strong electric grid
connection to renewable energy, this can be more interesting for an airport.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

•

Future aircraft often also have lower local emissions, creating a safer work environment of
ground personnel.

•

Future aircraft are expected to have slightly lower noise emissions, improving the
connection with local communities.

•

Airport infrastructure adaptation would give airports a head start in how future aircraft will
impact airports, giving them a competitive advantage.

EU AND DUTCH INITIATIVES

98

AP1.2 Adapt for Aircraft Revolution
MORE DETAILS ON: AIRPORT ADAPTATIONS FOR SUSTAINABLE AIRCRAFT
Airports must understand their role and the role of their stakeholders in the entire supply chain of future fuels for revolutionary aircraft. Below are described the key aspects for SAF supply chains at the airport,
courtesy of research by UK innovation institute Catapult connected places.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

99

AP1.2 Adapt for Aircraft Revolution
MORE DETAILS ON: AIRPORT ADAPTATIONS FOR SUSTAINABLE AIRCRAFT
Airports must understand their role and the role of their stakeholders in the entire supply chain of future fuels for revolutionary aircraft. Below are described the key aspects for electric supply chains at the
airport, courtesy of research by UK innovation institute Catapult connected places.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

100

AP1.2 Adapt for Aircraft Revolution
MORE DETAILS ON: AIRPORT ADAPTATIONS FOR SUSTAINABLE AIRCRAFT
Airports must understand their role and the role of their stakeholders in the entire supply chain of future fuels for revolutionary aircraft. Below are described the key aspects for hydrogen supply chains at the
airport, courtesy of research by UK innovation institute Catapult connected places.

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101

AP2.1 Reduce Emissions and Becoming Net Zero
INNOVATION READINESS LEVEL: HIGH
Climate action is one of the key priorities
on the airport agendas. Airports have
been working to reduce their carbon
emissions, supported by the Airport
Carbon Accreditation programme from
ACI. Many airports have committed to
being net zero by 2050, and several by
2030. A small number of airports are
currently already net zero airports.
Besides CO2, airports are also working to
mitigate noise emissions, Air Quality –
(Ultra-fine and fine) Particulate matters
emission and NOx emissions. Airports are
also developing plans for circularity and
for sustainable waste streams.

REGULATORY AND MARKET DEVELOPMENTS
Airports must legitimize their continued operation and lead in decarbonisation by
reducing their emissions to net zero. A majority of the airports has realized this
and started on the path towards sustainability. The ACI as well as the Science
based targets initiative does give guidelines on how to develop a pathway to net
zero carbon. By sharing best practices, airports can support each other in finding
the right methodologies and solutions to do this. Decarbonisation of the airport
starts with efficiency improvements, followed by a change in energy source to
renewables, preferably on-site, and then to engagement of all stakeholders to also
tackle scope three emissions.

Carbon
emissions

2030

2035

Innovation in airport
energy systems that will
allow them to achieve
net zero

First net zero targets are
reached

Airport set individual
targets and goals to
reach net zero

Partnerships are
developed to ensure
scope 3 emissions also
decrease

Airports and its
stakeholders are fully
engaged in liveability
and climate
improvement

Standardised targets are
set so that all airports
can align

Waste, circularity, air
quality, noise and NOx
emission targets are also
set

Targets are set for all
airport scope 3
emissions, increase in
airport responsibility

Airports develop
sustainability plans and
roadmaps that cover
people, planet and
prosperity

All airports must
become net zero

Airports develop carbon
capture practices to
mitigate all emissions
that are hard to abate

ANALYSIS

Airports can benefit from a dedicated and fast transition to sustainability and net zero.

•

•

Sustainable airports often have less dependency on fuel prices and availability.

•

Net Zero targets give airports a clear path to work towards with the actions they take. It sets
a clear timeframe and responsibility

ACI EUROPE launched a Sustainability Strategy for Airports, the first-ever
systematic approach to sustainability at airports and practical guidance on
how to achieve it. European airports can commit to achieve Net Zero Carbon
emissions for operations under their control by 2050 at the latest.

•

Circular economy benefits airports, as they require less materials to be used.

•

Supporting stakeholders at the airport can improve relations, forming positive connections
for the airport to learn.

•

More detailed models and analysis of the emissions including climate change
(CO2 with Digital Twin, Ultra Fine Particles, NOx with ATM4E) main sources of
emissions can be highlighted, and action plans can be developed accordingly

•

Airports can make use of cross sectoral policies that support decarbonisation practices.
These can be utilized by airports.

•

Emission reduction will be done mainly through technology improvements
such as electrification of the fleet (incl. de-icing trucks & safety vehicles), water
injection for engine run-ups (reduce UFP), rainwater recharge ups (to become
water independent.

•

Circular economy and waste management are also critical aspects for airports
that affect other emission reduction targets, namely material & resource use.
Airports must continue to develop plans on these targets as well.

Waste
Water
use

2025

Emissions reduction at
airports and first
collaboration with other
stakeholders

OPPORTUNITIES

•

Noise

2022

Policy support for airports to achieve this is limited, although many airports are
supported by governments as their main stakeholders. Airports can also follow
policy support outside of their sector, including renewable energy incentives,
electric vehicle leasing support and other tax incentives. The EU green airports call
has provided airports with funding opportunities to develop the innovations
required to decarbonise, including digital twin tools to measure efficiency and
energy use, sustainable GSE’s and other improvements at the airport.

Circular
economy
Air
Quality
(UFP, PM,
NOx)

TIMELINE

Airport operators are located at the heart of the aviation value chain, and
therefore have an active role to play in collaboration with stakeholders to
ensure that their scope 3 emissions at the airport are also tackled.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

EU AND DUTCH INITIATIVES

CO2 ceiling
policy initiative
102

AP2.1 Reduce Emissions and Becoming Net Zero
MORE DETAILS ON: ACI AIRPORT CARBON ACCREDITATION

Source: Developing an Airport Net
Zero Carbon Roadmap To70 & ACI

Source: Airport carbon accreditation,
Airport Carbon Accreditation - How to
apply
Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Source: To70 analysis

103

AP2.1 Reduce Emissions and Becoming Net Zero
MORE DETAILS ON: AIRPORT DECARBONIZATION
A number of airports are also looking beyond ACI carbon accreditation. SBTI
(Science based Targets Initiative) provides a cross sectoral approach and is based
on achieving maximum 1.5 degrees warming through science based targets. A
growing number of airports are applying to achieve SBTI accreditation. The main
benefit is the scientific basis as well as the cross-sectoral application. SBTI
guidelines for airports specifically are currently still being developed.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

There are a number of other sustainability reporting methodologies airports can
connect to, including Lean and Green, GRI reporting and a number of ESG
reporting initiatives. Methodologies can be supporting, although some are more
detailed than others. When setting targets it is important to go beyond ticking
boxes.

104

AP2.1 Reduce Emissions and Becoming Net Zero
MORE DETAILS ON: NON-CO2 CONTRAIL EMISSIONS AND EFFECTS
Non-CO2 emissions in the form of contrails form when soot particles from jet
engines attach to water vapour in the air and water vapour released from the jet
engine. These contrails, or clouds, keep heat trapped inside the atmosphere and
therefor have a warming effect on the planet.
Other particles are also emitted from the combustion engine at altitude, including
NOx, water vapour, and aerosols (UFP, PM). Of all non-CO2 emissions, contrails
have the largest effect on warming of the earth, but there are solutions to
mitigate their effect.

The effect of contrails and other non-CO2 emissions creates a radiative warming effect on the earth,
that is likely equal or larger than the warming effect of CO2. As research is still being conducted it is
yet unclear what the full impacts are of non-CO2 emissions, mainly due to contrails.

Contrail mitigation

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

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AP2.1 Reduce Emissions and Becoming Net Zero
MORE DETAILS ON: NOISE

NOISE MITIGATION IN LOCAL COMMUNITIES

Improved ATM and increased collaboration with ANSP stakeholders will allow airports
to decrease their noise impact on local communities. New operations such as
continuous descent approaches can achieve noise decrease for local communities. To
implement, monitor and improve such operations, collaboration is key and Airport
Collaborative Decision Making and Collaborative Environmental Management are
concepts the airport can develop. Finally, airports are taking measures to decrease
evening and night flights and setting stricter regulations for airlines.

Airports can also work more closely with their local communities. Airports are involved in
the development of sound proofing for local inhabitants and can collaborate with new
building developments to ensure that homes are noise proofed. The outcomes of this are
considered when insulating or heatproofing homes so that noise effects can be decreased.
Furthermore, the Fieldlab “Geluidsadaptief bouwen” has been developed by a municipality
close Schiphol airport. This field lab provides a space to experiment with new ways of
spatial planning to decrease the resounding effects of noise cause by aircraft. It is
supported by the ministry of Infrastructure, the TU Delft and the AMS institute, as well as
“stichting leefomgeving Schiphol”.

Source: Aviation benefits beyond borders: Continuous descent
approaches : Aviation: Benefits Beyond Borders (aviationbenefits.org)

Source: Schiphol Research into soundproof walls

Source: Stichting leefomgeving Schiphol
Global Aviation Innovation
Analysis - -Setting
Scene
for the Netherlands
Source: Eurocontrol
Airportthe
CDM
analysis

106

AP2.1 Reduce Emissions and Becoming Net Zero
MORE DETAILS ON: LOCAL AIR QUALITY
Airports must work together with their stakeholders to reduce the local emissions at the
airport. This includes GSE providers that can electrify their vehicles, or switch to cleaner
fuels. Airlines can take measures to decrease local emissions, such as taxiing on one engine,
turning off APU’s and decreasing their fuel use on the apron as much as possible.
Airports must play a role in all these developments, including the installation of electric
connections and air condition systems at gates, eGPUs, charging stations for electric GSE
equipment and efficient turnaround and taxi times. Airports can work together to provide
the infrastructure that will allow other stakeholders to decarbonize.

Source: New Delhi Airport

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Some airports are experimenting with taxi-bots - or other electrical taxiing systems, like
wheeltugs - to decrease the local emissions from taxing, although much research is required to
reach the envisioned benefits. Another innovative solution currently being researched are
moisture screens that can catch UFPs with water and decrease the amount of emissions.
The benefits of improving local air quality can ensure local communities are able to live in a
healthier environment. Airport employees working on the apron also benefit greatly, as they no
longer work in working environments with high emissions densities that can be dangerous for
their health.

Source: Schiphol Airport

Source: Oakland Airport

107

AP2.1 Reduce Emissions and Becoming Net Zero
MORE DETAILS ON: SCHIPHOL AIRPORT EXAMPLE
Schiphol Airport has developed a clear roadmap that covers all
aspects of sustainability for them as an airport. It looks at the own
airport operations (Circular economy & Energy positive) as well as
outside of their operations at the community and at sustainable
aviation.

Circular economy & going beyond waste

Sustainable aviation
Supporting the aviation sector by providing support for SAF and
other sustainable aviation alternatives is how Schiphol’s
reduction goes towards scope 3 emissions as well.

Becoming energy positive
Through electrification, geothermal heating and heat
pumps, Schiphol is developing clear strategies to
decarbonize its own operation.

Communities
Schiphol aims to interact closely with its community so that
they can become involved in a meaningful way.
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108

AP2.2 Accommodate for Climate Resilience
INNOVATION READINESS LEVEL: MEDIUM
Airports must not only adapt to decrease
their impact on the environment, but also
understand how environmental changes
may impact them. The impact of sea level
rise, increases in severe weather and
natural disasters must be understood and
mitigated so that the airport becomes
resilient to climate change. Airports can
learn about the effects and share the
steps they are taking to mitigate the risks.
Finally, awareness of the impact of
climate change may also be positive in
fully understanding the implications of
emissions, thereby increasing the drive to
decarbonize operations at the airport.

Heavy
rain

Sea level
rise

REGULATORY AND MARKET DEVELOPMENTS
Climate resilience is tackled at European level with the adoption of a new, more
ambitious EU strategy on adaptation to climate change with ambition that the EU
become a climate-resilient society by 2050, promoting nature-based solutions.
Airports themselves are already promoting some solutions to become more resilient,
such as improved sewage systems to decrease flooding risks and alternative roof
colours to decrease heat absorption. They are increasingly engaging with
governments to understand how national climate mitigation policy can ensure their
continued safe operation.

2022

2025

2030

2035

Impact Analysis, Policy
and Collaboration tool

Airports develop and
publish climate
resilience plans.

Climate impacts are felt
increasingly by airports,
who are enacting many
of the measures within
their climate resilience
plans.

A climate resilient
society

Policies within Europe
and at national levels
are being implemented.
Tools are developed to
share experiences and
toolbox

ANALYSIS

Shared practices are
used across multiple
airports

by making adaptation
smarter, more systemic,
swifter, and by stepping
up international action

Several steps can be taken by airports and supporting the stakeholders to decrease
impact of climate change and increase resilience.
•

Airports must understand their geo-specific risks regarding climate change to
take the right measures. Within the Netherlands, Flooding and sea level rise play
an important role, while airports located towards the equator may experience
heat waves and possibly forest fires.

•

Airports can work together to better understand the steps they can take. The ACI
Resolution 3/2018 on resilience and adaptation to climate change was adopted in
Brussels in June 2018.

•

Policy, knowledge, Use-Cases, Tools are shared all around the world through ACI
Policy brief on climate resilience and Climate ADAPT with EU.

Heat
waves

Extreme
storms

TIMELINE

OPPORTUNITIES
Faced with climate change, Airports must adapt to become resilient. In thein process, there are
many opportunities for airports.
1.

Airports leading the change can develop technologies and measures that can be applied to
airports worldwide. By becoming a leader, the airport is able to set itself apart.

2.

Climate adaptation allows airports to reconnect with nature. Natural systems can provide
solutions to become more resilient, including flooding systems and heat prevention
through biomimicry.

3.

Many climate resilience measures connect with local communities. Airports can further
connect by engaging closely and thereby also improve these relationships.

Flooding

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AP2.2 Accommodate for Climate Resilience
MORE DETAILS ON: CLIMATE ADAPT PROVIDES SOLUTIONS TO BECOME MORE RESILIENT TO CLIMATE CHANGE INDUCED RISKS

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Source: https://climate-adapt.eea.europa.eu/

110

AP2.2 Accommodate for Climate Resilience
MORE DETAILS ON: ACI POLICY BRIEF - AIRPORTS’ RESILIENCE AND ADAPTATION TO CHANGING CLIMATE
Step 1 – What are the concern for airports?

Step 2 – What are the impacts associated?

Step 3 – How are airports dealing with it?

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Source: ACI policy Brief

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AP2.3 Vertiports
INNOVATION READINESS LEVEL: MEDIUM
Globally, about 200+ projects are ongoing
to develop and manufacture eVTOLs,
aiming for transport up to 50 - 100 km in
urban and urban/rural routes. Some new
OEMs have closed large funding rounds
(e.g. Lilium and Volocopter).
Most investments have been made into
eVTOL development however, which
means infrastructure investments and
development are lagging. The trend is
that vehicle developers are actively
teaming with operators and vertiport
owners to accelerate this.
Key challenges are developing vertiports
that can seamlessly handle passenger
flows between airside and landside,
accommodate many types of vehicles and
which locations are favourable in terms of
connections to other transport modes, to
renewable energy and with low negative
impact on the direct environment in
terms of noise and safety.

REGULATORY AND MARKET DEVELOPMENTS
In March 2022, EASA published the world’s first guidance for the design of vertiports. The
‘Prototype Technical Design Specifications for Vertiports’ offers guidance to urban planners and
local decision-makers as well as industry to enable the safe design of vertiports that will serve
eVTOLs, which are already at an advanced stage of development.
Pilot projects with vertiports are being started, such as Paris as part of the Re Invent Air Mobility
challenge aiming for service around 2024 Olympics. In the UK, a vertiport has opened in
Coventry, and more demonstrations are planned in the Future Flight Challenge. The EU has also
commissioned various projects, such as the ultra-compact ‘off grid Air One’ concept opening first
vertiport May 2022 in Coventry. Also, airports in Rome, Venice, Bologna, and France’s Cote
d’Azur have joined forces to create Urban Blue, a company for the international development of
infrastructure supporting UAM.

ANALYSIS
Regulations: Current regulatory policies for heliports (ICAO’s Annex 14 Volume II Heliports, the
FAA’s AC 150/5390-2C and EASA CS-HPT-DSN) provide a solid basis for vertiports. However,
these need to be adapted to accommodate specific operations such as electric charging,
automated/autonomous operations for take-off and landing, handling battery fires and
accommodate passenger flows seamlessly, fast yet secure. Also, acceptable standards and
reporting for noise need to be established, especially for urban environments. Finally, safety and
security are – and will – be evolving.

Public acceptance: An EASA study performed in 2021 showed that public acceptance/perception
is currently positive towards this new mode of transport. Acceptable noise and safety are key
boundary conditions for accepting vertiports, and increased access to mobility is the main
benefit for local communities. This advocates that nearby residents gain access to affordable
transport (not just the happy few).
Market: To accelerate market uptake of their vehicles, eVTOL OEMs are taking the initiative to
develop vertiports (such as Volocopter with Voloport). Lilium has partnered with Ferrovial. Other
players aim to develop vertiports, such as Skyports.

TIMELINE
2022+
First pilot projects for
vertiports

2025+
Start of market scale
up in vertiports as
more piloted eVTOLs
become available.

2030+
Network of vertiports
in frontrunner cities
for wider scheduled
operations

OPPORTUNITIES
The key value proposition of vertiports is saving time and adding value to the integrated mobility
solution, while meeting public acceptance (such as noise levels and privacy) and safety
regulations. Other opportunities include improved connectivity for intra- and intercity
connections and new economic activity in developing and operating vertiports.
R&D: The Horizon Europe Cluster 5 for climate, energy and mobility may provide R&D
opportunities. In the USA NASA, FAA and universities are investigating noise levels under NASA’s
Advanced Air Mobility National Campaign.
Market pull: The ‘EU Smart Cities Marketplace’ has an action cluster on sustainable urban
mobility which includes UAM (Urban-Air-Mobility Initiative Cities Community - UIC2), which
includes Dutch cities of Amsterdam, Maastricht and Heerlen, the latter two as part of the
MAHHL region.
Aviation operations industry: The vertiports creates new economic activity, and new market
players such as Skyports. Companies aiming to integrate drones in society (e.g. Airhub, Altitude
Angel, Unifly) have potential to accommodate eVTOL scheduled and on demand air taxi and
emergency services. (Dutch) airports could consider eVTOL operations to offer fast and clean
connectivity to nearby cities and region. Also, the transfer from current heliports to future
vertiports are an interesting opportunity for heliports owners and airports. Especially from an
integrated mobility solution perspective.

Energy infrastructure: Access to renewable electricity is needed to be sustainable. Some
vertiport concepts include solar panels, but it is highly questionable that these would
suffice. Battery swap systems (e.g. Volocopter) are considered to shorten turn around times and
prolong battery life. This requires storage and charging and raises challenges when multiple
types of batteries for multiple vehicle types need to be stored and charged.

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AP2.3 Vertiports
MORE DETAILS ON: PROTOTYPE TECHNICAL DESIGN SPECIFICATIONS FOR VERTIPORTS
Full report title: Vertiports - Prototype Technical Specifications for the Design of VFR Vertiports for Operation with Manned VTOL-Capable Aircraft Certified in the Enhanced Category.
With the ‘Prototype Technical Design Specifications for Vertiports’ , EASA is publishing the world’s first detailed prototype technical specifications for the design of vertiports in the form of guidance. The prototype specifications describe in detail the physical
characteristics of a vertiport, the required obstacle environment, visual aids, lights and markings, as well as concepts for en-route alternate vertiports for continued safe flight and landing. The guidance in the document has been developed under the leadership
of EASA, working in cooperation with the world’s leading vertiport companies and VTOL manufacturers, and with the support of experts from EU States. In a second step, EASA will develop a full regulatory framework for vertiport design and certification,
operations, and oversight of vertiport operators in the context of a rulemaking task (RMT.230).

One notable innovation is the concept of a funnel-shaped area above the vertiport, designated as an ‘obstacle free volume’. This concept is tailored to the operational capabilities of the new VTOL aircraft, which can perform landing and take-off with a
significant vertical segment. Depending on the urban environment and on the performance of certain VTOL-capable aircraft, omnidirectional trajectories to vertiports will be also possible. Such approaches can more easily take account of environmental and
noise restrictions and are more suitable for an urban environment than conventional heliport operations, which are constrained in the approaches that can be safely applied.
The concept of the ‘obstacle free volume’ and examples of the potential vertiports established in congested urban areas are displayed below.

Source of all figures: EASA

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AP3.1 Terminal Seamless Flow
INNOVATION READINESS LEVEL: MEDIUM
Terminal digitalization aims to provide a
seamless, customized and personalized
passenger journey. This is done through
the implementation of new technologies
such as biometrics for control points, selfservice for parking access, automated
vehicles for PRM, virtual queuing, and
service robots. Furthermore, to achieve
automation, these different systems must
also be integrated.
This is enabled with the implementation
of improved telecommunications and
technologies such as 5G, VR robotics,
artificial intelligence as well as a
monitoring of operations and
infrastructure (airport BIM, digital twins)
in a command control centre (APOC).
As these developments go on, and
airports continue to innovate, it is
possible that passengers will be able to
come to the airport for more than just
catching a flight, but also to get new
(personalized) experiences with museum
tours, VR travel experiences and
attraction parks.

REGULATORY AND MARKET DEVELOPMENTS

TIMELINE
2020 – Feasibility studies &
first agreements.

As digitalization opportunities increase and the technology readiness improves, airport
infrastructure must not remain conservative with adoption but embrace the opportunities that
arise airside, landside and within the terminal. Increased adoption can be improved by
increasing human resource readiness, but will also require a change in perception in the process
and culture.

Initial trials are
implemented for one part
of the journey

As these are new developments, the regulation regarding digitalisation is also conservative,
slowing down some of the market developments. On the other hand, both the EU and national
governments have supported some concepts to improve digitalisation, including SESAR work
especially by including multiple stakeholders and stakeholder frameworks such as A-CDM, APOC,
TAM.
ACI has published key manuals in the past years designed to help airports to better grasp the
opportunities by digital aviation and create a digital roadmap. Moreover, every year, ACI, in
partnership with SESAR awards airports in digitalisation. In 2021,the winner was Aeroporti di
Roma S.p.A., the operator of Rome Fiumicino and Ciampino airports for their new Airport
Operation Center.

ANALYSIS
•

Increasing number of concepts are arising, developed by airports to improve collaboration
and the use of digital tools such as Airport Collaborative Decision Making (A-CDM), Total
Airport Management (TAM), Airport Operation Centre (APOC). In that sense, digital based
airport investments are growing and are now counting for almost 50% of the investment.
Cyberattack is therefore a risk increasing and that need to be tackled.

•

A shift in the business model of the airports are being made. From B2B to B2C, and later
Airport 4.0, airports are providing more and more services to their clients, gathering
different options for a similar objectives, through digitalization.

•

The increase in digitalization and new process in the terminal involves a need in
organizational changes. Airports need to bring new resources in the team, especially in IT,
business data analysis and network understanding.

•

Multiple airport develop their own lab in the terminal to test innovative solutions for future
airport concepts such as Munich with its Testlab, Rotterdam, Paris-Charles de Gaulle and
Schiphol.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

2030 – A Digital Journey
All the steps are digitalised
and through new
technologies optimised for
a shorter airport journey

2040 – A new and
seamless journey
Process at airport is no
longer visible, security
process is hidden for
example

OPPORTUNITIES
•

All these innovations are based on digitalisation and automation. Cyber security will be at
the aim of the operations and a strong focus on this topic is arising. Airports can lead in
understanding the effect of this on their operation.

•

System providers have a key role to play in developing the innovative solutions for airports,
and airports must collaborate closely.

•

More than the systems, the type of activities and services is also shifting, requiring new type
of resources in the airport industry with special skills in IT components for example.

•

Airports providing new digitalized services can take a unique spot in providing safety and
efficiency to customers.

•

Through digitalisation, new business models van provide airports with new revenue
streams.

114

AP3.1 Terminal Seamless Flow
MORE DETAILS ON: AIRPORT 4.0
Airport 4.0 is the air transport hub of the future. Using the latest advancement in wireless and wireline connectivity, automation, artificial intelligence (AI), robotics and digital twins, this wave of digitalization is set to take
operational and situational awareness to a whole new level, reduce costs and generate diverse forms of non-aeronautical revenues.

Share of airports worldwide expecting to trial new
technologies in the next three years as of 2021, by type

Little - 2015

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Statista – 2022 (based on a survey conducted in 2020)

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AP3.1 Terminal Seamless Flow
MORE DETAILS ON: OPERATION, SECURITY, PASSENGERS AND RETAIL

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116

AP3.2 Electric and Autonomous Airside
INNOVATION READINESS LEVEL: MEDIUM
An Uber-like shuttle service for
employees at Gatwick and automated
snowploughs that can clear an area of
357,500 square meters an hour in
Norway are just two examples proving
that airports are leading the way in reallife applications of driverless vehicles. The
IATA noted over 40 use cases for
driverless technology in 2018. The list
included self-driving jet bridges, aircraft
tugs, baggage carts, de-icing and snow
clearing, employee buses, maintenance
vehicles, and passenger shuttles. Airports
are viewed as safer because they offer
more controlled, low-speed environments
— like dedicated lanes for different types
of groundside vehicles and open tarmacs
with high visibility airside — that reduce
the risk of accidents.

These autonomous vehicles are often
electrified and therefore also have a
positive effect on local and carbon
emissions.

REGULATORY AND MARKET DEVELOPMENTS

TIMELINE

Autonomous vehicles are under strict regulation as they are initially being integrated at
European and national levels. The advantage of the airport airside is that it is in a closed
environment and private. Challenges of interaction with other vehicles, and adapting the
context so it is digitally connected remain, but can be more easily tackled within the airport
environment.
Combined with electrification, airports can increase their efficiency and cost effectiveness while
also decrasing their carbon footprint. However, close collaboration with GSE providers as well as
ANSPs will be required as all stakeholders are involved.

2020 – Electrification of
Airside.

2030 – Digitalisation of
airside operations

Airside fleet is becoming
electrified and initial trials
are launched for
digital/automated
operations

All the airside operations
are digitalised and through
new technologies
optimised

2050 – Airside 4.0
Processes are fully
automated and fully
interconnected with all
stakeholders

ANALYSIS
•

From baggage screening and air traffic control, to ground-handling and foreign object
detection on runways, automation and industry 4.0 is revolutionising airside operations.
New technologies are arisen, supported by telecommunication improvements such as 5G,
connected airfield sensors (AGL, Meteo, etc.) for a better predictability, shorter capacity and
increase safety limiting human factor.

•

The electrification of vehicles has positive effects in sustainability and local environment
reducing noise and limiting local emissions. More and more electric GSE are being available.

•

In the automation process, one of the first steps can be the retrofitting of current airside
vehicles. One good example of it is the Yeti technology for snow removal trucks that has
been implemented in Norway and on some baggage handling system at Heathrow and
Changi Airports.

•

OPPORTUNITIES
•

System providers have a key role to play in developing the innovative solutions for airports

•

Airside operations vary between airports and needs are different in different context and
with different stakeholders. The variety of airports in the Netherlands offers the opportunity
to test for every type of operations and validate the examples.

•

Being a testbed at the airport is a good opportunity such as the taxibot at Schiphol Airport.

•

Automation can increase the feasibility of electrification, as the recharging systems are more
closely connected with the required workload of the GSE equipment. Timely and sufficient
charging can best be achieved through automation.

Both electrification and automation will significantly change operations and human
adaptation and perception is a strong step to be taken in the process.

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AP3.2 Electric and Autonomous Airside
Security systems
•
Drone and bird detection
•
Safety and security
(intrusion and FODS)

Maintenance/de-icing
electric fleet, drones

Command center – A new traffic
control
Digitalisation and 5G
camera

RFFS/Bird Hazards/FODs
Robot firefighting
vehicles.

Ground handling equipment and
driving
• Baggage handling is one of the
most important (Autonomous
and electric baggage handling
system at Heathrow and
Changi Airport, Fully
automated by 2050 at
Schiphol Airport)

Cargo

AGL detailed monitor and
control

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Autonomous taxi
Taxibot

•
•

Buses
Waste collection

118

AP3.3 Intermobility
INNOVATION READINESS LEVEL: MEDIUM
For over a century, commercial airports
have helped move people and goods
quickly across the globe. The
infrastructure needed has grown
increasingly complex, but the common
view of the airport has remained similar.
However, recent trends like a focus on
sustainability, future mobility, and the
global pandemic have demonstrated that
it is not only an opportunity – but a
necessity – for the airport to become a
destination in its own right. This includes
becoming an intermodal hub for seamless
travel, a crossroads of cross-industry
collaboration and digital innovation, and
an engine of economic growth driven by
the needs of passengers above all else.

REGULATORY AND MARKET DEVELOPMENTS

TIMELINE

At the end of 2020, the European commission presented its plan for green, smart and affordable
mobility. In its ‘Sustainable and Smart Mobility Strategy’, the European commission enforced a
number of initiatives to be taken for all types of transport and includes targets for intermobility:
•

Innovation and digitalisation will shape how passengers and freight move around in the
future if the right conditions are put in place. The strategy foresees:

•

Making connected and automated multimodal mobility a reality – for instance by making it
possible for passengers to buy tickets for multimodal journeys and freight to seamlessly
switch between transport modes.

•

Boosting innovation and the use of data and artificial intelligence (AI) for smarter mobility –
for instance by fully supporting the deployment of drones and unmanned aircraft and
further actions to build a European Common Mobility Data Space

ANALYSIS
•

Through digital platforms, information on transport modes becomes available to optimize
transport with bikes, carpooling, trams and trains. This gives passengers, employees and
third party stakeholders the most recent and reliable information on their best option to
travel from point A to B in a sustainable manner. Toulouse and Munich airport have
partnered with system providers to develop such solutions. Digitalisation is also increasing
efficiency within the cargo landside and airside mobility.

•

Mobility as a service and on-demand become more popular and airports will have to adapt
to this new type of service.

•

Future transport modes are being developed, including eVTOLs but also Hyperloops and
Spaceports. Airports must play into this and can take a leading role in development and
understand current transport modes may be replaced by others. Airport, through their
infrastructure and central position can become a hub for intermobility.

•

The electrification and automation of landside mobility has also gained traction as multiple
proofs of concept for autonomous parking and shuttles are being developed.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

2020 – Development of
intermobility.

2030 – A sustainable
Journey

Connections to airport via
another mode than car is
becoming more and more
present

Development of new
services to access the
airport, developing and
optimising transport mode

2050 – Airport as a
sustainable multi-modal
hub
Airports become a hub for
all transport mode offering
the more sustainable
option to travel from point
A to B

OPPORTUNITIES
•

New Business Models have to be implemented with less individual cars parked at airports

•

New type of transport are coming bringing new way of traveling. Airport that take an active
role can provide the infrastructure required and develop business models based on this.

•

Schiphol with its position within Europe both in term of location (close in distance to major
European capital and good connection with railway system) and role (one of the major hub
of Europe) is well designated to be a frontrunner in the multi modal hub, already studying
Hyperloop project with EIT InnoEnergy and Hardt Hyperloop, as well as eVTOLs.

119

AP3.3 Intermobility
MORE DETAILS ON: AIRPORT AS A MULTI-MODAL HUB

AAIF2017 - Case Studies-MaaS
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120

4. INNOVATIONS IN AIRSPACE
DESIGN

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121

Introduction and Scope
Airspace users require a resilient and scalable air traffic management system to help ensure safe, efficient, equitable and sustainable operations, whether transporting
passengers or cargo, or recreational flying. The type of traffic, traffic numbers, and the airspace environment they fly in will place significant demands on the ATM
system that can only be met by automation. The ATM system must remain a combination of humans and machines and we must understand this relationship as a
single functional unit to amplify the capabilities of both. Transitioning from tactical air traffic control services at the local level to strategic air traffic management at
the network level is required. This will involve innovation in new airspace and technology concepts that are tailored to the airspace category or type of operations
including low level urban air mobility or high-level space operations. This will include new airspace routes based on precision navigation capabilities as well as new airto-ground and air-to-air communication and surveillance capabilities. To this extent the outcomes foreseen in this innovation area are:

Outcome AD1: Airspace rules, routes and flight procedures optimise flight operations and integrate aircraft seamlessly in all airspace
In order to meet the challenges of the integration of new entrants, environmental and capacity efficiencies, a new airspace architecture will be progressively
introduced. This architecture shall be comprised of innovative airspace rules, routes and flight procedures that optimise flight operations and integrate aircraft
seamlessly in all airspace. If successful, it promises to enable seamless European en-route and terminal airspace. This new architecture will connect and optimise
resources across the network leveraging modern technology through a data rich and cyber-secured connected ecosystem. In this environment service providers will
be able to collaborate and operate as if they were one organisation with both airspace and service provision optimised according to traffic patterns.

Drivers: AD1.1 Systemized En-Route and TMA Airspace | AD1.2 Arrival and Departure Operational Concepts | AD1.3 U-Space Airspace

Outcome AD2: Air traffic management capabilities are scalable to all airspace users and resilient to demand and supply disruption events
Currently and in future, new types of vehicles are entering European airspace at a rapid pace, COVID-19 has created an uncertain and fluctuating demand picture and
National Aviation Authorities (NAAs), other government entities, and airspace users will increasingly collaborate to manage the system. These rapid changes call for
equally rapid developments of new and innovative service providers models and rapid changes in the software that supports ATM.
Drivers: AD2.1 Air Traffic Service Providers | AD2.2 ATM Data Service Providers | AD2.3 U-Space Service Providers ​ | AD2.4 Automation in ATM Tools

Outcome AD3: Surveillance and communication infrastructure is available on the ground or space to support all aircraft types
CNS infrastructure, and the radio spectrum they require, are the foundation of the aviation operational performance, enabling airspace capacity. Without them air
transport would not exist. Currently, innovations are focusing on managing scarce resources , optimizing current CNS infrastructure performance, improving
communications, navigation and surveillance and Preparing for performance-based CNS.
Drivers: AD3.1 Optimizing Current CNS Infrastructure | AD3.2 Advancement of New Surveillance and Communication Technology
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AD1.1 Systemized En-Route and TMA Airspace
INNOVATION READINESS LEVEL: HIGH
REGULATORY AND MARKET DEVELOPMENTS

Systemised airspace within the En-route
and TMA environment enables more
precise and efficient flying. Systemised
airspace is a structured route network
where aircraft follow defined routes
between their departing airport and a
point of exit from the airspace, or from
the point of entry to state airspace and to
their arrival airport. It will enable more
efficient flight profiles and reduce the
number of tactical interventions air traffic
controllers need to make:
• Reduced flight time since most flights will be
using the shortest routes possible;
• Reduced carbon emissions because of the
reduced flight time;
• Reduced fuel waste is also a consequence of
the reduced flight time and more optimal flight
profiles;

• Fewer conflicts since the same number of
aircraft are spread over more routes;
• Weight optimisation reduces the difference in
distance between the planned route and the
actual route. This in turn reduces the amount
of extra fuel that needs to be carried
potentially allowing for a heavier payload.

Requirements for PBN for airborne navigation systems are set out in ICAO Doc 9613.
PBN is being adopted world-wide and States are expected to modernise airspace
through International, Regional and State level initiatives, including regulations.
Regulatory instruments within Europe on ATM and Aircraft Operating procedures to
support PBN within Europe are driving implementation. European regulation will
prohibit the use of conventional navigation procedures from 2030 onwards, except in
the event of PBN contingencies, i.e., situations where, for unexpected reasons beyond
the control of ATM/ANS service providers, Global Navigation Satellite System (GNSS)
or other methods used for PBN are no longer available. System Wide Information
Management is a key enabler and at this stage only Eurocontrol Guidelines and
Standards exists. Further standards development is required.

ANALYSIS
Performance-based navigation: PBN uses satellite technology to allow aircraft to fly
routes with more precision and consistency by using way-points rather than groundbased navigation aids. PBN provides opportunity at the high-level airways and the
lower-level arrival and departure routes into and out of airports including instrument
approach procedures. PBN helps realise the concepts of FRA and TBO.
Free Route Airspace: FRA allows for airspace users to select the route they want
between a defined entry and exit point rather than using these established routes.
This allows airlines to fly an optimized flight path based on factors like weather and
windspeed and will improve efficiency and reduce flight time, fuel burn and
emissions. Within Europe, states have decided to start with a limited implementation
(e.g., during night hours) and then gradually expand it. By the end of 2020, 46 area
control centres had implemented FRA at least partially. Also, there are many crossborder implementations, i.e., more than one ACC participating in an FRA initiative.
Trajectory-based operations: TBO uses the flight trajectory of every in-service aircraft
in four dimensions (4D) – latitude, longitude, altitude, and time — from departure
airport to the destination. The data is used to smooth airspace and airport demand
through data sharing across all industry partners. TBO is enabled by the sharing of
information between States through the application of principles such as System
Wide Information Management (SWIM) and FF-ICE (Flight and Flow Information for a
Collaborative Environment). These concepts are under trial. Even though with PBN
requirements mature the timelines for TBO are yet to be defined.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

TIMELINE
2024
Free Route Airspace
(across Europe)

2025
GANP SWIM
Implementation

2030+
Trajectory
Based Operations

OPPORTUNITIES
Performance-based navigation: in the Dutch PBN roadmap 2020-2030 the RNP APCH
and RNP AR APCH specifications form the basis for approach elements In addition to
the two navigation specifications, three ‘supporting’ concepts are considered
opportunities in the roadmap (see slide 112). By combining the two navigation
specifications with these concepts, an increased use of the relevant PBN element can
be enabled:
• RNP APCH + RNP to xLS: allows RNP routings to ILS (especially for low visibility
operations)
• RNP AR APCH + RNAV visual: enables non-RNP AR APCH compliant operators to fly
the RNP AR APCH routings (under visual conditions)
• RNP AR APCH + Established on RNP (EoR): enables the use of independent parallel
approaches (relevant for Schiphol operations only)
Free Route Airspace: in Dutch upper airspace free routes were already realised by the
end of 2019. In lower airspace free routes can be considered an opportunity for the
end situation of the Dutch Airspace Redesign Programme in 2035.
Trajectory Based Operations: KDC Schiphol developed the Dutch transition to TBO in
2021. The transition to TBO requires the deployment and utilisation of new
technology, such as iCAS interoperability and air-ground datalink, but also requires
conceptual changes, i.e., changes in the way controllers handle traffic, and changes in
which controllers are trained. Some of the conceptual changes can be supported (in
part) by conventional solutions and existing technology. Therefore, the transition to
TBO does not start only after the introduction of iCAS: the transition to TBO could
start in the present. Opportunities are to (1) start using SWIM to gain early benefits
and (2) start developing applications by implementing small steps into operations and
(3) involve all stakeholders in the transition to TBO.

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AD1.1 Systemized En-Route and TMA Airspace
TRAJECTORY BASED OPERATIONS
TBO is an ATM concept that enhances strategic planning of aircraft flows to reduce capacity-todemand imbalances in the airspace and provides tools to air traffic controllers to help expedite
aircraft movement between origin and destination airports. Through improved strategic
planning and management of traffic flows, TBO helps reduce reactive decision-making and use
of static miles-in-trail restrictions. Aircraft trajectory is the core tenant of TBO. Defined in four
dimensions - latitude, longitude, altitude and time - the trajectory represents a common
reference for where an aircraft is expected to be - and when - at key points along its route. The
trajectory is defined prior to departure, updated in response to emerging conditions and
operator inputs, and shared between stakeholders and systems. The aggregate set of aircraft
trajectories on the day-of-operation defines demand and informs traffic management actions.
A "day-of operation" refers to operating conditions during the day an operation takes place,
including equipment outages, weather, airport conditions, airline delays and cancelations, and
other temporary conditions in the NAS.
The key elements of TBO include:
▪ Time based management which helps manage traffic flows and trajectories
by scheduling and metering aircraft through congested airspace resources or constraint
points.
▪ PBN which enables aircraft to more accurately navigate along their trajectories and enables
decision support tools to improve feasibility of schedules for constraint points as well as
achieve greater compliance to schedules.

▪ Enabling technologies which expand and automate sharing of common information about
aircraft trajectories and include system-wide information management, data
communications, enhanced data exchange and many others.
Source: FAA NextGen, 2022

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

124

AD1.1 Systemized En-Route and TMA Airspace
The following technological solutions will be critical to enabling trajectory-based operations.

EXTENDED PROJECTED PROFILE (EPP) AVAILABILITY ON GROUND
'EPP availability on ground' technological solution is a first step towards a full groundair trajectory synchronization required for the implementation of the targeted
Trajectory based operations. It allows the provision to the ground systems of the
aircraft view on the planned route and applicable restrictions known to the airborne
system, together with the corresponding optimal planned trajectory computed onboard and speed preferences.

AIR TRAFFIC CONTROL (ATC) PLANNED TRAJECTORY PERFORMANCE
IMPROVEMENT
The use of EPP data received by means of Automatic Dependent Surveillance Contract (ADS-C) communication and EFPL, as well as further aircraft and flight related
information will improve the ATC planned trajectory performance.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

TACTICAL AND NETWORK MANAGER (NM) TRAJECTORY PERFORMANCE
IMPROVEMENT
The focus is to investigate the performance benefits that could arise from the use of
Extended Projected Profile data, EFPL and further aircraft and flight related
information in Tactical and NM Trajectory Predictions.

ENHANCED SHORT TERM CONFLICT ALERT (STCA) FOR TERMINAL
MANOEUVRING AREAS
Enhanced algorithms for a STCA prototype ensures earlier warning and lower false and
nuisance alert rates, supporting controllers in identifying possible conflicts for steady
and manoeuvring aircraft, in comparison to existing STCA technology.

125

AD1.2 Arrival and Departure Operational Concepts
INNOVATION READINESS LEVEL: HIGH
Optimized flight procedures are at the
heart of current airspace modernization
efforts across Europe with the aim of
enabling more efficient flight profiles and
reducing the number of tactical
interventions ATCs need to make,
particularly in the departure and arrival
phases of flight. E.g. point merge is
already in operation at more than 25
airports worldwide. Similarly, continuous
decent operations (aircraft maintaining a
steady angle of approach, thus reducing
noise and emissions/fuel burn) is also
widely implemented. The next stage of
advanced flight procedures for arrivals
and departures are maturing and early
trials and operations are shown to be
successful.

REGULATORY AND MARKET DEVELOPMENTS

TIMELINE

The standardization of PBN is mature through ICAO and is available to support new
advanced flight procedures in the vicinity of airports with low-tolerance navigation
capabilities provided by RNP-AR. In Europe Implementing Rules supported by agreed
set of PBN specifications and functionalities drive implementation. Experience from
the US, Canada, New Zealand, Australia and China demonstrate the capabilities. New
advanced concepts from SESAR such as Demand Capacity Balancing, Queue
Management and Time-Based Separation continue to be advanced at major airports
internationally, but the maturity is still low.

2024
• One SID & one STAR route
implemented in accordance with
RNP1 specification
• RNP approaches are fully
implemented

ANALYSIS

OPPORTUNITIES

Over the past few years, ANSPs have been investigating concepts which aim to reduce
the time spent by aircraft waiting to land as well as departing near airports at low
levels. Whilst holding patterns will continue to be in use to ensure safety and
resilience, we will continue to focus on reducing the amount of orbital holding
through queue and capacity management enhancements.

Implementation of PBN within the airport environment for departures and arrivals
and the use of new advanced strategic and tactical tools provides a platform for
safety, efficiency and capacity improvements.

In the near term, ANSPs are planning to introduce changes to procedures for existing
holds to increase the efficiency of today’s operation. Alongside that, there are a
variety of concepts that will be implemented to enhance arrival and departure
operations. These are:
▪

RNP & RNP-AR: PBN is an international concept that specifies aircraft RNP and
RNAV systems performance requirements

▪

Demand Capacity Balancing (DCB): DCB extends an airport's operational plan by
accurately forecasting demand, capacity and performance ahead of time.

▪

Cross-Border Queue Management: Even with the most efficient ways of managing
final approach, effective management of arrival flows required collaboration with
destination airports and with other ATSPs.

▪

Intelligent approach (including TBS): Intelligent approach is a suite of controller
tools that safely optimise arrival spacing to maximise runway capacity, maintain
operational resilience and provide better on time performance.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

2030+
• All SIDs & STARs are in
accordance with RNP1
specification
• Exclusive use of PBN applies

Advanced PBN concepts in the arrival and departure phase will provide opportunity
to improve aircraft environmental performance (primarily emissions) and optimize
arrival and departure operations. The impact on noise pollution is not yet understood
in how it PBN changes concepts of fair and equal distribution of noise due to the
concentration of aircraft on a single track.

Dutch PBN roadmap 2020-2030

126

AD1.2 Arrival and Departure Operational Concepts
RNP & RNP-AR

INTELLIGENT APPROACH

PBN is an international concept that specifies aircraft RNP RNAV systems performance
requirements. RNP enhances RNAV by providing on-board performance monitoring
and alerting plus increased accuracy which allows routes to be designed to avoid flight
over noise sensitive areas and reduce emissions/fuel burn. RNP-AR approach
procedures offer an even greater accuracy but are only available to those aircraft and
aircrews that have a specific authorisation. The number of aircraft equipped, and
authorised crews make RNP-AR unsuitable for applications in the short-term.

Intelligent Approach, developed by UK ANSP NATS, is a suite of controller tools that
safely optimise arrival spacing to maximise runway capacity, maintain operational
resilience and provide better on time performance. Refining separation standards can
provide significant benefits to airports during peak times or disruptive conditions. The
Intelligent Approach suite of tools is based on a common platform that’s designed to
help all airports increase capacity and resilience at a fraction of the cost of adding
taxiways and runways. By optimising the safe separation of aircraft, Intelligent
Approach can help to decrease delays and cancellations caused by poor weather
conditions. Intelligent Approach also reduces the need for stack holding, saving fuel
and decreasing detrimental environmental impacts. Intelligent Approach is made up of
the following three core modules that can be tailored to the needs of the airport
operation and provide benefits to airports, airlines and ANSPs:

DEMAND CAPACITY BALANCING (DCB)
DCB extends an airport's operational plan by accurately forecasting demand, capacity
and performance ahead of time - from 90 minutes at the day of operations and up to
six months in advance. DCB is part of a SESAR concept developed to improve airport
participation in the collaborative decision-making process between the
EUROCONTROL network manager and the ANSP.

CROSS-BORDER QUEUE MANAGEMENT
Even with the most efficient ways of managing final approach, effective management
of arrival flows required collaboration with destination airports and with other ATSPs.
Cross-border queue management makes it possible to work with neighbouring ANSPs
to slow aircraft down up to 550 nautical miles from landing. This better manages the
flow of aircraft into airspace by absorbing delays en-route. Underpinned by System
Wide Information Management these capabilities are now being trialled and
deployed.

▪ Distance Based Separation improves the consistency of approach spacing all the
way to the runway threshold, by using optimised wake spacing rules that provide
controllers with a visual indication of the required separation between aircraft.
▪ Enhanced Time-based Separation (eTBS) provides ATCs with separation indications
to the runway based on aircraft weight. This is supported by an Optimised Runway
Delivery tool, which models the compression between aircraft pairs as they slow
down to their landing speed. The tools also provide controllers with runway
occupancy indications for pairs of arriving aircraft when that is more limiting than
wake separation.
▪ Optimised Mixed Mode has been specifically designed for mixed mode
runways to safely reduce inbound separation by taking account of departure
runway occupancy.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

127

AD1.3 U-Space Airspace
INNOVATION READINESS LEVEL: MEDIUM
U-space is an enabling framework
including a set of new services along with
specific procedures designed to support
safe, efficient and secure access to
airspace for large numbers of drones. It
will rely on a high level of digitalization
and automation of functions, whether on
board the drone or an element of the
ground-based environment. As such the
implementation of new services is
associated to airborne capabilities and
adequate/qualified ground infrastructure.
Complementary infrastructure may be
required if the existing ATM infrastructure
does not meet necessary requirements.

REGULATORY AND MARKET DEVELOPMENTS

TIMELINE

Regulatory frameworks for traffic management services for uncrewed vehicles is
managed regionally. In April 2021, the EU published a comprehensive regulatory
package aimed at providing a framework for the establishment and deployment of Uspace in Europe. In addition to describing the rules to be followed in U-space airspace,
the regulatory package indicates the services that pilots must use in order to operate
their drones safely in U-space airspace. 4 phases of U-Space services from U1 to U4
set the roadmap for services development within Europe. The definition of CONOPS
internationally, at local European Level through SESAR and by individual States
continues to influence emerging policy. Examples include FAA Next Generation
Concept of Operations, SESAR U-Space CORUS, Swiss U-Space Implementation,
Airservices Australia Urban ATM Concept of Operations. The Financing Structure for
U-Space remains undetermined.

2024

2027

2030+

• Late-stage certification
testing and operational
demonstration in
limited environments

• Low Density, Medium
Complexity Operations
with Comprehensive
Safety Assurance
Automation

• High Density and
Complexity Operations
with Highly-Integrated
Automated Networks

• Low Density and
Complexity Commercial
Operations with
Assistive Automation

• Medium Density and
Complexity Operations
with Collaborative and
Responsible Automated
Systems

• Ubiquitous UAM
Operations with SystemWide Automated
Optimization

ANALYSIS

OPPORTUNITIES

Air Traffic Management services for new uncrewed air vehicles in low-level airspace
will ensure the ICAO performance attributes of aviation for example, safety, flight
efficiency, capacity and access equity, flexibility and predictability.

The ASTM International working group WK63418 is developing a set of standards for
UTM services and interoperability. These draft standards provide the foundations for
the architecture and open API used by this project to develop and prove the concept
of interoperability.

U-space vehicles are expected to operate primarily below 1,500 ft Above Ground
Level (AGL) but will also operate above this level. Other airspace users, including
helicopters, hot-air balloons, drones and fixed-wing aircraft will also use low-level
airspace. In the future, there will be greater variety in the types of vehicles, operators
and missions in the low-level airspace, including a mix of piloted and autonomous
vehicles. No single category of operators will have exclusive use of airspace, and all
operations will need to be integrated. Some airspace will be dedicated primarily to Uspace vehicle operations. Conversely, there will be airspace from which UAM vehicle
operations will be restricted. Some restrictions will be permanent (e.g., some military
airspace) while some will be dynamic (e.g., emergency response or some forms of
TRA/TFR). Traditional airspace users will periodically need to use airspace that is
dedicated primarily to UAM vehicle operations. UAM vehicles will at times need to fly
through controlled airspace to access airports or vertiports that are located close to
airports.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

NASA’s UTM project introduced a new Air Traffic Management (ATM) architecture
that utilizes industry’s ability to exchange relevant air vehicle information among the
UAS operations and between the UTM and the conventional ATM system. In the
project, the UTM requirements and architecture are generalized to become
Extensible Traffic Management (xTM) that serve new non-traditional aircraft such as
eVTOL and High-Altitude Platforms.
The U-space framework regulations are published and will entry into force from
January 2023. It lays down the framework for the initial services in the EU, other
services are to be developed. The local implementation in The Netherlands still takes
various options to fill in, but also gives independence to customise elements of the
implementation based on examples from other, international UTM implementations.

128

AD1.3 U-Space Airspace
MORE DETAILS ON: EXTENSIBLE TRAFFIC MANAGEMENT (XTM)
NASA’s UTM project introduced a new ATM architecture that utilizes industry’s ability to supply
industry-developed, third-party services that work complementarily with the FAA-provided Air
Traffic Service to exchange relevant air vehicle information among the UAS operations and
between the UTM and the conventional ATM system. The UTM architecture was used to
successfully demonstrate the feasibility of safe, efficient, and scalable small UAS operations in
low altitudes below 400 feet above ground level. Following the success and adoption of UTM
architecture, the foundational UTM requirements and core properties were generalized to
become xTM requirements to support operations of new entrants beyond small UAS, such as
operations in high altitudes over 60,000 feet, designated as upper-Class E in the US National
Airspace System.
In the early stages of xTM development, xTM operations are expected to operate mainly
without ATC supervision. However, on occasions, they are also expected to transit through
ATC-managed airspace, sometimes as a part of nominal operations and other times to handle
off-nominal / emergency situations. In these situations, there has been a concern that even if
all xTM systems meet the same high-level requirements, each xTM system may have its own
way of communicating operation intent, vehicle state, other flight plan-related information,
and operational procedures. These differences pose significant challenges to the ATC when
different xTM systems serviced vehicles enter his/her airspace with different operating goals
and practices, in which ATC is expected to provide different types of services and maintain
safety within his/her controlled airspace. Therefore, NASA is planning to examine the potential
xTM-ATC interactions across multiple xTM systems and identify common coordination
procedures, ATC roles/responsibilities, and data exchange requirements across different xTMATC interactions that occur under similar trigger events.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Source: NASA, 2022

129

AD2.1 Air Traffic Service Providers
INNOVATION READINESS LEVEL: MEDIUM
Europe’s ATM is in many cases composed
of country-based systems and processes,
each requiring customized system
adaptations. This fragmentation or
proliferation of systems results in a lack of
interoperability and increased costs of air
navigation services across Europe, which
ultimately stands in the way of a more
sustainable and competitive aviation
industry. New innovative concepts such as
remote towers and virtual centers provide
increased flexibility in organizing air traffic
control operations in and between the air
traffic service units (ATSUs), as well as
enabling multiple ATSUs to perform
services seamlessly from an airspace
user’s perspective. However, the
increased digitalization of ATM may
introduce new threats particularly
pertinent in the area of cyber security,
the exploitation of which could result in
undesirable impacts.

REGULATORY AND MARKET DEVELOPMENTS

TIMELINE

Regulation (EU) 2017/373 is the regulatory instrument for the certification of ATSPs
and all other ATM/ANS providers. It also forms the initial basis for the certification of
U-Space service providers. Initial industry efforts, research and policies have focused
on demonstrating the technical feasibility of decoupling the provision of the air traffic
service from the provision of ATM data and technical services, such as flight data
distribution and management, as well as surveillance data. The EU regulation is an
enabler for this concept by recognizing different ATM/ANS service providers. The
fragmentation of service provision is being further promoted on a voluntary basis in
the recent SES2+ proposals through the development of a new ATM Data service
providers (this is detailed in a separate section)

2025
2030
Deployment of
Remote towers
remotely
fully operational
provided ATS for
multiple
aerodromes and
virtual center
concept

2035
Virtual centres
fully operational

Multiple remote
towers and
remote tower
centre

ANALYSIS
As an initial step, SESAR members have started to define open service interfaces that
could be used across a wide area of network connections interoperable across ANSPs
and vendor independent ATC center system solutions. Furthermore, the interfaces
and the data transmitted have been designed to allow remote connections between
CWPs and ATM data and technical service providers, as well as for the local
deployment at ANSP premises (ATSUs).
The ability to provide ATS from a remote location is relevant in all operating
environments: airport, TMA, or en-route. In TMA, extended TMA and en-route
environments, the virtual-center concept allows a geographical sector to be managed
from any place subject to the availability of some services crucial for the provision of
ATS, namely Communication Navigation Services (CNS), Meteorological Services
(MET), aeronautical information services (AIS) and all data related to the flight plan.
By using standardized operating methods, procedures and technical equipment, the
services will be perceived as a single system from the user’s perspective.

This will be enabled by cloud-based data centers as well as data management
processes and governance, provided remotely. In airport environments, the remote
tower concept supports several use cases that allow the provision of ATS from a
remote tower center (RTC), with a dynamic allocation of several physical aerodromes
to remote tower modules. It offers new alternatives for the provision of tower related
ATS and in some cases reduces ANS costs. The integration of approach services to
these airports through a remote virtual center is also possible. Currently, this is being
for Airport Flight Information Services in Norway by Avinor ANS.
Global Aviation Innovation Analysis - Setting the Sceneexplored
for the Netherlands

2040+
Delegation of
services
amongst ATSUs
HMI interaction
modes for ATC
centres and
airport towers

OPPORTUNITIES
The concept of ‘virtualizing’ Air Traffic Service Providers based on standard service
interfaces is an opportunity to achieve the following benefits:
▪

Increased cost efficiency with the rationalization and standardization of systems
and services, enabling ATC infrastructure and processes;

▪

Increased flexibility made possible through workload balancing between ATSUs;

▪

Harmonized ATM functionalities and seamless cross-border and cross-ATSUs
transitions for airspace users, allowing for overall increased capacity;

▪

Increased agility and cost efficiency to implement and commission new ATM
functionalities throughout European ANSPs;

▪

Increased capability for contingency planning.

130

AD2.1 Air Traffic Service Providers
MORE DETAILS ON: VIRTUALISATION OF ATM
SINGLE EUROPEAN AIRSPACE SYSTEM
The architecture of the future air navigation system is based on a service orientated
approach where traditional service provision is replaced with a layered service
provider architecture. This new architecture is described by a series of resources that
are connected and optimised across the network leveraging modern technology
through a data rich and cyber-secured connected ecosystem. In this environment
service providers would be able to collaborate and operate as if they were one
organisation with both airspace and service provision optimised according to traffic
patterns.

Source: SESAR ATM Masterplan, 2020

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

131

AD2.1 Air Traffic Service Providers
MORE DETAILS ON: VIRTUALISATION OF AIR TRAFFIC MANAGEMENT (CONT’D)
VIRTUALISATION OF SERVICE PROVISION

VIRTUAL CENTRES

The ability to provide air traffic services from a remote location is relevant in all
operating environments either it is airport, TMA, or en-route. In TMA, and en-route
environments, the virtual centre concept allows a geographical sector to be managed
from anyplace subject to the availability of some services crucial for the provision of
ATS, namely, CNS, MET, AIS and all data related to the flight plan.

A virtual centre is a single ATSU or a grouping of collaborative ATSUs using data
services provided by an ADSP. The concept provides, at least, geographical decoupling
between ADSP(s) and some ATSU(s), through service interfaces defined in Service
Level Agreements. One ATSU may use data services from multiple ADSPs, just as an
ADSP may serve multiple ATSUs. The objective of a virtual centre is to allow
decoupling that could deliver the flexibility and performance aspects of the services to
ensure the ability of the virtual centre solution to at least support or to improve the
operational performance. This solution encompasses en-route and TMA and
environments.

The virtualisation of service provision will:
▪ be perceived as a unique system from the user’s perspective;
▪ be enabled by cloud-based data centres as well as data-processes management and
governance remotely provided;

▪ allow the provision of air traffic services from a RTC, with a dynamic allocation of a
number of physical aerodromes to Remote Tower Modules;
▪ bring new alternatives in the provision of tower related ATS and in some cases
benefits on ANS costs.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

DIGITAL OR REMOTE TOWERS
Remotely Provided Air Traffic Service for Multiple Aerodromes includes the provision
of Aerodrome Control Service or Aerodrome Flight Information Service (AFIS) for more
than one aerodrome by a single air traffic controller (ATCO)/AFIS officer (AFISO) from
a remote location, i.e. not from a control tower local to any of the aerodromes. The
ATCO (or AFISO) in this facility performs the remote ATS for the concerned
aerodromes. It includes further development of the CWP and MET information from
multiple airports.

132

AD2.1 Air Traffic Service Providers
MORE DETAILS ON: ROLE OF THE HUMAN
ATCO COMPETENCIES AND UNIT ENDORSEMENTS (SYSTEM VALIDATIONS)

COMPETENCIES FOR TECHNICAL STAFF IN END-TO-END TECHNICAL SYSTEM

SESAR is exploring the concept of ‘any controller any airspace’ under PJ10-06. This is
where endorsement for ATCOs are based only on the tools that they used and there is
no geographical qualification constraints. This requires changes to how ATCOs are
endorsed and licensed to provide air traffic control services. There is currently no
roadmap for how this can be realised.

ATSEP (Air Traffic Safety Electronic Personnel) are directly involved in all services
within the ATM/ANS functional system. This includes services supplied directly in
support of ATS and to the aircraft (i.e. Navigation). The key functions, covering site
and field infrastructure equipment, are within the direct responsibility of ATSEP.

Currently, the dominance is on unit endorsements for ATCOs based on geographically
defined volumes of airspace. This is primarily because of the characteristics of the
local airspace environment in terms of configuration, available routes, exit and entry
points to the lower airspace, and traffic patterns. This is applicable to both lower and
upper airspace sectors. For optimal performance an ATCO in a sector, he or she must
hold not only a generic controller licence, but also be trained and certified to
understand and deal with the specificities of the sector.
Trials have been conducted by ANSPs including NATS, Skyguide and LFV with support
of technology partner INDRA to identify the local factors to identify where innovation
in technology can help reduce or mitigate these local factors.
https://www.sesarju.eu/news/any-controller-any-airspace

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

According to ICAO Doc. 10057, the term ATSEP potentially covers all technical
personnel working to provide, from specification to decommissioning, and support,
the electronics and software which enable ATM/ANS systems to function. This
encompasses engineers, technicians and computer hardware and software experts
who are responsible for all functional systems. This is not a definition but a description
of ATSEP profession. Under ICAO Doc. 10057, each State is responsible for further
defining the roles and responsibilities of ATSEP. Commission Implementing Regulation
(EU) 2017/373 defines ATSEP as any authorised personnel who are competent to
operate, maintain, release from, and return into operations the equipment of the
functional system.
EU terminology does not represent all technical activities that are conducted in the
lifecycle of the technical system. For example, specification, design and installation of
equipment, are excluded from scope of ATSEP duties.

Changes to the technology platforms as a result of virtualised platforms and changes
to business delivery models will fragment the current technology platform. The key
operational function is to attain a system wide situational awareness, where the
ATSEP creates an accurate and up-to-date picture of the health status of all services
under their control including those supporting services provided by third parties. The
status of upstream and downstream services of neighbouring sites is also required as
part of this awareness.
133

AD2.2 ATM Data Service Providers
INNOVATION READINESS LEVEL: LOW
ADSPs is a European concept introduced
to support the service-orientated
approach that SESAR is promoting within
the European ATM Master Plan and the
Digital European Sky strategy within the
European Architecture Study.
An ADSP is an entity that will manage the
delivery of data services to one or more
Air Traffic Service Providers.

REGULATORY AND MARKET DEVELOPMENTS

TIMELINE
2021
European
Commission
adoption of CP1

The SES2+ and the establishment of the Common Project One (CP1) supports the modernization
of ATM and is a key enabler to achieve the Green Deal objectives and ensuring the long-term
resilience of the aviation sector. The European Regulatory SES2+ package published in 2021 has
provisions for the voluntary setup of ADSPs. ANSPs are forming partnerships for the delivery of
common information service provision to multiple ANSPs. Possible ADSP will be formed to
realise this partnership.
Regulation (EU) 2017/373 provides the framework for the certification of different components
of the ATM/ANS system. Specific detail introduced by Reg. 2017/373 related to safety also
provides the basis for introduction of ADSPs.

2024
SES2+
Regulation
creates
voluntary ATM
Data Service
Provision

2027
Enabling
framework for
ADSPs
First ADSP
certified

2030+
ADSPs and
virtual centres
providing
capacity of
demand

ANALYSIS

OPPORTUNITIES

An ADSP is an entity, which manages ATM data processing and produces associated services for
Air Traffic Supervisors (ATS). Its services can be provided in two ways:

The integration of ADSPs provide various opportunities within the Netherlands to optimise
traffic management operations during peak hours or at night by delegating airspace. It could
also optimise internal technical support, since part of it, is managed by the ADSPs. Additionally,
ADSP can:

1.

For a given ATS, it is possible to have several ADSPs providing different services. For
example, ADSP X provides a flight plan processing service and an ADSP Y provides a radar
service.

2.

Alternatively, a single ADSP can provide all services for an ATS or several ATS.

The ADSP concept will develop and mature as a result of the implementation of Virtual Centres
and the predicted increased demand for out-sourcing of ATM data services, leaving ATS Units
(ATSU) to remain focused on the core business with air traffic control.
The ADSP participates in the decoupling of the ATM architecture, in fact data is provided on one
side and data processing on the other. There are therefore pure data providers and service
providers (data processing). This is possible due to new architecture such as event driven
architecture and the loose coupling of the ATM systems components.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

▪

be driven by a service-based approach and a performance-based approach;

▪

enable the de-coupling of CNS service provision from air traffic services, ATM data services;

▪

lead ATM/UTM systems to be more flexible and resilient, allowing scalability;

▪

create business opportunities for affordable services with a strong incentive for service
providers to compete resulting in cost-efficient services;

▪

enable the virtualization of ATM (consisting in decoupling the provision of ATM data
services from ATS);

▪

enable ANSPs to make implementation choices on how new services are provided;

▪

provide a strong incentive for service providers to cooperate across national boundaries, to
optimize the use of technologies as well as the geographical distribution of equipment (and
hence optimize spectrum use);

▪

provide a better environment for the integration of new CNS services – such as space-based
automatic dependent surveillance broadcast (ADS-B) and satellite communications.

134

AD2.2 ATM Data Service Providers
MORE DETAILS ON: ADSP CONCEPT

ATM Data Service Providers (ADSPs)

The ADSP concept is a stepping-stone towards realising the virtual de-fragmentation of European skies, and ultimately
developing a more sustainable and competitive aviation industry. When ADSPs are geographically decoupled and use
standardized services, it enables several beneficial strategies for contingency within a State and via supply of crossborder services to another State. This will require new regulations and standardization relating to data integrity, ATCO
and ATSEP competency and other legal provisions related to decision making.
ADSPs could also enable infrastructure to be rationalized, contributing to economic sustainability. This rationalization
could save costs for air traffic service providers in terms of purchasing, maintenance and training of ATSEPs on technical
systems. Just as with data providers in other markets today (for example, financial services), an air traffic service
provider will have a choice on where it sources its ATM data services. This assumes sufficient interoperability is in place.
An ADSP providing data to several ATSUs can increase cost efficiency in developing and commissioning new ATM
functionality for several ATSUs at the same time, independently from their locations. And this sharing of ADSPs by
several ATSUs can also significantly enhance data coordination between ATSUs and enable multiple ATSUs to be
perceived as a single system from the airspace user’s perspective.

Service-oriented
architecture

SWIM

Geographical
decoupling

For air traffic service providers, it will also open new pathways towards:
▪ optimizing ATM operations with delegation of airspace between ATSUs during peak hours or night-time;
▪ optimizing internal technical support.
Some air navigation service providers that own or have developed their systems could be interested in creating an
internal ADSP service for their own ATSUs. Once done, why not offer this service to external stakeholders? It will
probably be necessary to create a legal structure for this, with or without the involvement of an industrial player. For
example, Maastricht UAC (EUROCONTROL) providing services to Slovenia, or DSNA/ENAV to skyguide via Coflight Cloud
Services.
Finally, major companies that specialise in cloud computing (Amazon, Google, Microsoft…) could also be interested in
positioning themselves in this new ADSP market in ATM. There would be many more critical systems to handle
compared to those they use today. Once again, partnerships with other stakeholders (ATM industrials, air navigation
service providers…) might be an optimum solution.
Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

ATSU A

ATSU B

ATSU C

135

AD2.3 U-Space Service Providers
INNOVATION READINESS LEVEL: MEDIUM
The U-space service provider (USSP) is
the Generic stakeholder who provides at
least one of the U-space services. The
entity that provides U-space service
access to drone operators, to pilots
and/or to drones, to other operators
visiting non-controlled very-low-level
airspace. Depending on the architecture
deployment options and the services,
multiple services could be provided by
different U-space service providers. It is
possible to distinguish between the
providers of centralized services (i.e.,
Principle USSP) and concurrent service
providers aiming to interface with the
drone and drone operator (operator
USSP).

REGULATORY AND MARKET DEVELOPMENTS

TIMELINE

U-space service providers support the safe and efficient movement of drones in the
U-space airspace and ensure coordination with manned aircraft. These organizations
will require full and comprehensive certification to provide U-space services in one or
more European member states. To become certified, organizations will be required to
provide four mandatory U-space services: network identification, geo-awareness,
traffic information, and UAS flight authorization. That means providers must be
equipped to share critical airspace data (e.g., airspace restrictions, air traffic) with
drone operators and exchange UAS operational data with air navigation service
providers.

2019
Foundation
services (U1)

2021
Initial services
(U2)

2025
Advanced
services (U3)

(registration,
identification,
geo-fencing)

(planning &
approval,
tracking,
airspace
dynamic
information,
procedural
interface with
ATC)

(capacity
management,
assistance for
detection)

ANALYSIS
U-space service providers (USSP) are expected to be the customer-facing component
of the U-space ecosystem, providing traffic management services to UAS operators in
low-level airspace. A USSP will act as a communication bridge between an ANSP and
UAS operator when necessary. The USSP will be an industry or government
organisation(s) delegated or approved by the National Aviation Authority (NAA) or be
executed directly by the ANSP, depending on each nation's policy or their
implementation of UTM and regulatory arrangements.

It is highly likely that in many nations, multiple USSPs will serve UAS operators in the
same geographical region. It is likely that every USSP will interface with a centralized,
government-owned or -controlled UTM sub-system, often referred to as a Flight
Information Management System (FIMS) or Common Information Service (CIS) to
ensure safety, integrity, oversight and security.
A USSP will receive real-time information regarding airspace constraints and
intentions of other aircraft available through ANSPs. A USSP will provide some UTM
services that are typically only provided by ANSPs in manned aviation, including but
not limited to strategic deconfliction and conformance monitoring for UAS
operations.

2030+
Full services (U4)
(integrated
interfaces with
manned
aviation,
additional new
services)

OPPORTUNITIES
A collaboration between U-space service providers, ANSPs and other stakeholders will
be vital in:
•

Ensuring the safety of all airspace users operating in the U-space framework, as
well as people on the ground;

•

Enabling high-density operations with multiple automated drones under the
supervision of fleet operators

•

Guaranteeing equitable and fair access to airspace for all users; and

•

Enabling competitive and cost-effective service provision, supporting the business
models of drone operators.

The primary means of communicating and coordinating between the ANPS, USSPs,
operators and other stakeholders will be through a distributed network of machineto-machine APIs and not between pilots and ATCOs via voice comms.

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AD2.4 Automation in ATM Tools
INNOVATION READINESS LEVEL: MEDIUM
In today's environment, the use of
automation is limited to the provision of
information / advice to the controller. The
controller remains responsible for
decision making. The industry vision is
that ATM tasks will be automated with
limited controller interventions being an
exception.
Full automation of en-route ATM can be
achieved with a combination of
automated planning (and plan updates) in
a look-ahead time horizon of up to
several hours complemented with
automated tactic conflict resolution
functions. The benefits of full automation
are assumed to be significant additional
overall system capacity and safety.
However, there is no strategy to achieve
this transition to full automation within
traditional ATM.

REGULATORY AND MARKET DEVELOPMENTS

TIMELINE
Today
Low automation
Decision support tools

Two prevalent themes emerge when analyzing current policy, and regulatory developments
regarding automation. Firstly, it is recognized by industry and regulators that the more
restrictive the regulation, the less innovation and adoption of automation occurs. Thus,
regulation should aim to set boundaries within which adoption of automation and further
innovation can occur. This effort is, in some cases, being combined with overlapping policies
surrounding 5G infrastructure and STEM education. Where automation has the potential to
threaten jobs, the European Union has adopted a policy which aims to encourage investments
that focus on those technologies that minimize the direct threat of automation for to workers
and that maximize the positive countervailing effects that increase labor demand.

ANALYSIS
Automation is hardly a new concept for the aviation industry. For several years, on-board
datalink systems have transmitted aircraft information to ground control centers, while the
autopilot is routinely used to direct flights. Similarly, automation has also been successfully been
applied to help increase visibility at airports and enhance communications with pilots.
Furthermore, automated communication, navigation and surveillance tools such as TCAS have
helped ATCOs in being alerted with sufficient time to resolve conflicting trajectories.
As these tools become more and more vital to safety and increased efficiency, the industry is
asking questions about the controller’s role and how this is both positively and negatively
impacted by the increasing role of automation. While automation is already providing
operational benefits for ATM, any move to introduce further automation comes with its risks.
ATM is a highly complex system that includes a high level of ambiguity which current machines
struggle to manage. This presents a significant barrier to ATM and future UTM becoming fully
autonomous without a human-in-the-loop. Standards to design the system as a single system
where the human and machine are considered as single system are being developed to support
automation transition.

2030
Task execution
support
Conditional
automation

2040+
High Automation
Full autonomy

OPPORTUNITIES
The automation of existing ATM could achieve the following benefits:
▪

Routine tasks are automated – reduces ATCO workload and increases capacity;

▪

Enhanced Situational Awareness - essential information is derived from different sources,
effectively integrated and presented, and exchanged between ATC centers in real-time
while unnecessary or unimportant information is filtered out;

▪

Optimise Human Performance –certain calculations and computations are automated to
increase speed and accuracy to support human capabilities. In addition, the system may
prevent or provide warnings in case of certain incorrect inputs;

▪

Efficiency at management level - tools that suggest optimal sector configurations help
achieve efficient personnel use while preserving the required levels of safety.

However, it is generally accepted that digitized and automated services will be necessary for
some if not all UTM services. Examples of such services are:
▪

Automated information exchanges (e.g., flight authorization for UAS)

▪

Automated system monitoring (e.g., aircraft conformance to authorized 4D trajectory;
airspace capacity; met conditions)

▪

Automated conflict management

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AD2.4 Automation in ATM Tools
MORE DETAILS ON: LEVELS OF AUTOMATION IN ATM AND THE JOINT HUMAN MACHINE SYSTEM CONCEPT
Strategies to increase automation in ATM are required to provide a safe and efficient transition from todays environment. Strategies that separate the design of the automation from the role of the
human to respond to the limitations will not be effective (as demonstrated by the recent 737 MAX accidents). The system must be designed as single system where the design of the system matches
the capabilities of the human and the machine to amplify the contribution of both.

Level 0 – No
automation

Level 1 – Task
assistance

Level 2 – Partial
automation

Level 3 – Highly
automated

Level 4 – Fully
automated

Level 5 –
autonomous

Human performs all aspects
of a task

Human delegates execution
of a specific action/limited
responsibility of a task to a
specific system

Human delegates execution
of multiple aspects of a task
to one or more systems

Human delegates flight
phase specific execution of a
task to an automated system

Execution of all aspects of a
task in all flight phases by an
automated system

Human performs all
remaining aspects of the task

Human performs a limited
set of actions in support of
the task

Human delegates execution
of all aspects of a task in any
flight phase to an automated
system

Warning & Intervention
Systems may be present

Human performs all
remaining aspects of the task

Human monitors
performance of the system

Human monitors
performance of the system

Human monitors automation
an will respond if
intervention is requested /
required

Automation can manage
most aspects of the task
under most conditions

Automation can manage all
aspects of the task under the
conditions that can be
managed by a human

Automation is capable of
safe/reasonable responses if
human does not respond to
requests for intervention
Human monitors automated
system and has full authority
over the task

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138

AD3.1 Optimizing Current CNS Infrastructure
INNOVATION READINESS LEVEL: HIGH
The CNS infrastructure is driven by the
new technologies and entrance of new
users.

In order to increase efficiency and
capacity, the aviation community is
progressively digitalizing its data
exchanges - replacing or enhancing legacy
communications systems.
Navigation and surveillance are key
enablers of aviation, involving
sophisticated technology and efficient
coordination between pilot and air traffic
is a cornerstone of aviation, providing
users with knowledge of ‘who’ is ‘where’
and ‘when’.

REGULATORY AND MARKET DEVELOPMENTS
The EU strategies and policies for Europe (COM (2016) 705) and (EU) 2018/1139 Regulation, with
respect to space-related technologies, encourage the uptake of solutions that are enabled by
EGNOS and Galileo. In this respect, the EU Air Navigation Strategy (2018) developed by the EC
and presented to the Single Sky Committee in the context of performance-based navigation
(PBN) implementation roadmap, confirms the availability of PBN applications as from 2015. It
states that, in order to ensure necessary independence when GNSS is the primary means of
navigation, Galileo and EGNOS will become GNSS components required in the EU, for the multifrequency, multi-constellation GNSS system. For end users, the technological solutions will be
packaged or merged in a way that guarantees availability, integrity, safety and security and
performance requirements, mandated by relevant authorities.

ANALYSIS
The CNS domain evolutions will be driven by a service-based approach and a performancebased approach. This will enable the de-coupling of CNS service provision from air traffic
services, ATM data services. This change will lead the European ATM system to be more flexible
and resilient, allowing scalability. Through a service-based approach, the CNS services will be
specified through contractual relationships between customers and providers with clearly
defined, European-wide harmonized services and level of quality. This approach will create
business opportunities for affordable services with a strong incentive for service providers to
compete resulting in cost-efficient services. The future CNS infrastructure will be based on an
integrated CNS backbone comprising multi-link pan-European network service , GNSS and
Automatic Dependent Surveillance-Broadcast (ADS-B).
Aireon is providing the first ever, global air traffic surveillance system using a space-based ADS-B
network that meets the strict, real-time Air Traffic Service surveillance requirements for air
traffic separation services anywhere in the world.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

TIMELINE
2022+
Optimization of
current CNS &
demonstration of
performance-based
CNS.

2025+
Phase out of legacy
CNS infrastructure &
scaling of
performance based
CNS.

2030+
Performance based
CNS infrastructure.

OPPORTUNITIES
The European CNS Roadmap sets a path for digitalization and rationalization of the surveillance
and communication infrastructure with main objectives to:
▪

increase digitalization, connectivity and higher automation levels

▪

implement a safe, secure and resilient infrastructure

▪

move from physical assets management to CNS services

▪

develop performance-based and integrated CNS concepts

▪

combine satellite-based airborne and ground-based CNS

▪

rationalize infrastructure

▪

increase civil-military synergies and dual-use

▪

ensure an efficient and long-term availability of suitable spectrum

139

AD3.1 Optimizing Current CNS Infrastructure
MORE DETAILS ON: CNS INFRASTRUCTURE
Traffic over Europe is already at record levels and will continue growing over the next twenty years. To
safely accommodate this growth, it is essential to manage scarce resources like radio frequency bands,
secondary surveillance radar (SSR) codes and Mode S interrogator codes sustainably.

Network performance requires a resilient CNS infrastructure supported by a monitoring system for
early detection and prevention of issues with the potential to impact network operations.
Efficient and stable communication channels are the bonds that ensure aviation operates efficiently,
predictably and safely. They ensure that information is exchanged efficiently among ATCOs and
between ATCOs and pilots.
In order to increase efficiency and capacity, the aviation community is progressively digitalizing its data
exchanges - replacing or enhancing legacy communications systems. Navigation is a key enabler of
aviation, involving sophisticated technology and efficient coordination between pilot and air traffic
controller. Surveillance is a cornerstone of aviation, providing users with knowledge of ‘who’ is ‘where”
and ‘when’.
The next step foreseen is to get a collaborative U-space-ATM interface, currently studied within the
project FACT. EUROCONTROL has published this year a document on the CNS infrastructure evolution
opportunities. The assessment estimates the potential net savings coming from rationalising current
CNS infrastructure within the European ATM Network. Building upon previous economic assessments –
themselves based on substantial stakeholder involvement, it consolidates results for the SES and ECAC
Areas over the period 2021-2040 and considers the latest Regulatory Developments and the CNS
roadmap in the ATM Master Plan. However, the assessment does not quantify all potential net savings
enabled by the introduction of new CNS technologies during the 2021-2040 period. For example,
savings related to ILS decommissioning enabled by the introduction of Satellite-based Augmentation
Systems (SBAS) and Ground Based Augmentation Systems (GBAS). SBAS and GBAS are not evaluated as
it is too soon to estimate those savings reliably.

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Source: SESAR CNS Roadmap & Strategy, 2020

140

AD3.2 Advancement of New Surveillance and Communication
Technology
INNOVATION READINESS LEVEL: HIGH
The introduction of new CNS
Infrastructure or the re-use of existing
capabilities is being explored by the
industry to support existing airspace and
low-level airspace categories and,
crucially, will be driven by the new digital
technologies. These new digital CNS
technologies will need to be backed up by
an increase in connectivity capacity,
speed and reliability. Different
technologies and standards, such as 5G
and satellite-based solutions will allow
this to happen. Furthermore, future airground digital communications concepts
such as Remote ID will be required to
overcome the current VHF limitations and
the enable growth of future transport
solutions such as Advanced Air Mobility.

REGULATORY AND MARKET DEVELOPMENTS
Regulatory developments in this area are small. Within the USA they published their rules for
Remote Identification of UAS on 15 January 2021 with an original effective date of 21 April 2021.
For most operators this will mean flying a Standard Remote ID Drone, equipping with a
broadcast module, or flying at an FAA-recognized identification area (FRIA).
Market developments Within Europe, there is growing concern that the use of ADS B out on
1090MHz by a growing number of existing and new operators at lower altitudes in Class G leads
to frequency congestion. Industry is exploring how deployment of an ADS B 978MHz Conspicuity
System be a viable option.

ANALYSIS
Telecommunication Network 5G - Mobile networks are well suited to support low-altitude drone
communication and to be integrated with UTM systems. The licensed mobile spectrum serves as
the foundation for mobile networks to provide wide-area, high-quality and secure connectivity
that can enable BVLOS drone operations. Current mobile networks can serve drones in the lowaltitude airspace. Specific performance enhancements can optimize LTE/5G connectivity toward
more effective and efficient connectivity for connected drones while maintaining the
performance of mobile devices on the ground.
Satellite Based Inmarsat’s Global Satellite Network and ATM Communication expertise provides
surveillance infrastructure to support remote UTM.

TIMELINE
2023
Remote ID
manufacturing
compliance in USA

2025+
Telecomms 5G
Standards and
Mandate in
compliance with EASA

2030+
New surveillance and
communication
technology fully used

OPPORTUNITIES
The advancement of surveillance and communication is a significant enabler to unlocking the
benefits of UAS operations BVLOS.
Electronic Conspicuity relates to the ‘in-flight capability’ to transmit position and/or to receive,
process and display information about other aircraft, airspace or weather in a real time with the
objective to enhance pilots’ situational awareness
Remote Identification provides a means to address public concerns and protect for public safety
vulnerabilities associated with low altitude UAS operations, including privacy and security
threats.

Use of 978 MHZ UAT for ADS-B Out Applications –Use of 978MHZ is progressing within the USA
faster than within Europe. In the USA the FAA encourages planes flying under 18000ft to use
UAT as their ADS-B frequency. In Europe it is not generally accepted as a viable option. UK CAA
has initiated a Study in 2021 into the possible use of 978MHZ UAT for Drone Electronic
Conspicuity.
Remote ID - provides a means to address public concerns and protect for public safety
vulnerabilities associated with low altitude UAS operations, including privacy and security
threats. It allows electronic identification of a UA/Operator through use of a unique identifier
(similar in concept to an automobile license plate) and enables accountability and traceability,
particularly for BVLOS operations, where an Operator and vehicle are not co-located.

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141

AD3.2 Advancement of New Surveillance and Communication
Technology

MORE DETAILS ON: TECHNOLOGY IMPLEMENTATION
TELECOMMUNICATION NETWORK 5G

REMOTE ID

Mobile networks are well suited to support low-altitude drone communication and to
be integrated with UTM systems. The licensed mobile spectrum serves as the
foundation for mobile networks to provide wide-area, high-quality and secure
connectivity that can enable BVLOS drone operations. Current mobile networks can
serve drones in the low-altitude airspace. Specific performance enhancements can
optimize LTE/5G connectivity toward more effective and efficient connectivity for
connected drones while maintaining the performance of mobile devices on the
ground.

Remote ID provides a means to address public concerns and protect for public safety
vulnerabilities associated with low altitude UAS operations, including privacy and
security threats. It allows electronic identification of a UA/Operator through use of a
unique identifier (similar in concept to an automobile license plate) and enables
accountability and traceability, particularly for BVLOS operations, where an Operator
and vehicle are not co-located. The FAA has developed a Remote ID rule (RIN 2120–
AL31) and the identification requirements within can be met by drone pilots using
three methods:

EASA are conducting a study to evaluate suitability of using existing mobile telephony
technology as one of the solutions for compliance with SERA.6005(c) which for Uspace airspace states ‘Manned aircraft operating in airspace designated by the
competent authority as a U-space airspace, and not provided with an air traffic control
service by the ANSP, shall continuously make themselves electronically conspicuous to
the U-space service providers’.

1. Operate a Standard Remote ID Drone (PDF) that broadcasts identification and
location information about the drone and its control station. A Standard Remote
ID Drone is one that is produced with built-in remote ID broadcast capability in
accordance with the remote ID rule's requirements.

SATELLITE BASED SURVEILLANCE AND COMMUNICATIONS FOR UAS
Inmarsat’s Global Satellite Network and ATM Communication expertise provides
surveillance infrastructure to support remote UTM. Trials conducted in Turkey involved
numerous BVLOS flights, connected and tracked using Inmarsat’s global L-band satellite
network with traffic management provided by the Altitude Angel UTM tools.

2. Operate a drone with a remote ID broadcast module (PDF). A broadcast module is
a device that broadcasts identification and location information about the drone
and its take-off location in accordance with the remote ID rule's requirements.
The broadcast module can be added to a drone to retrofit it with remote ID
capability. Persons operating a drone with a remote ID broadcast module must be
able to always see their drone during flight.
3. Operate (without remote ID equipment) (PDF) at FRIAs sponsored by communitybased organizations or educational institutions. FRIAs are the only locations
unmanned aircraft (drones and radio-controlled airplanes) may operate without
broadcasting remote ID message elements.
Link: https://www.faa.gov/uas/getting_started/remote_id/

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AD3.2 Advancement of New Surveillance and Communication Technology
MORE DETAILS ON: AIR-TO-AIR AND AIR-TO-GROUND ELECTRONIC CONSPICUITY
ELECTRONIC CONSPICUITY

DETECT AND AVOID

Electronic Conspicuity relates to the ‘in-flight capability’ to transmit position and/or to
receive, process and display information about other aircraft, airspace or weather in a
real time with the objective to enhance pilots’ situational awareness.

Detect and Avoid (DAA) systems are technologies that allow unmanned aerial vehicles
(UAVs) and drones to integrate safely into civilian airspace, avoiding collisions with
other aircraft, buildings, power lines, birds and other obstacles. These systems
observe the environment surrounding the drone, decide whether a collision is
imminent, and generate a new flight path in order to avoid collision. Drones may use
systems originally designed for manned aviation, such as TCAS (traffic collision and
avoidance systems) or ADS-B (automatic dependent surveillance–broadcast), that
periodically broadcast and receive identity, position and other information. This
solution, however, relies on the co-operation of all aircraft within an airspace, and
does not account for non-aviation obstacles. SESAR JU envisions automated DAA
functionalities and more reliable means of communication, including V2X (46), to
enable a significant increase in operations in all environments and will reinforce
interfaces with ATM/ATC and manned aviation and to be implemented in Phase U3
(+2027).

UAS can use systems initially designed for mainstream aviation such as Transponders
and other Transceivers (e.g. FLARM). Manufacturers have successfully miniaturised
these systems and addressed SWaP (Size, Weight and Power) limitations for UAS.
There are some small, lightweight, and low-power EC devices available today. In some
cases, some EC devices, especially low power Mode S transponders, do not meet a
TSO's performance requirement due to its low power- lower than any existing
standards allow.

USE OF 978 MHZ UAT FOR ADS-B OUT APPLICATIONS
Within Europe, there is growing concern that the use of ADS-B out on 1090MHz by a
growing number of existing and new operators at lower altitudes in Class G leads to
frequency congestion. Industry is exploring how deployment of an ADS B 978MHz
Conspicuity System be a viable option. Use of 978MHZ is progressing within the USA
faster than within Europe. In the US the FAA encourages planes flying under 18000ft
to use UAT as their ADS-B frequency. In Europe it is not generally accepted as a viable
option. UK CAA has initiated a Study in 2021 into the possible use of 978MHZ UAT for
Drone Electronic Conspicuity.

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LIST OF SOURCES

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

144

List of Sources on Aircraft Platforms
1.

United Nations, General Assembly Resolution “Transforming our world: the 2030 Agenda for Sustainable
Development”, 25 September 2015

2.

United Nations COP Paris Agreement, 2015

3.

European Commission, The European Green Deal, December 2019

4.

European Commission, Sustainable and Smart Mobility Strategy – putting European transport on track for the future,
9 December 2020

5.

European Partnership Clean Aviation “Strategic Research and Innovation Agenda”, Draft July 2020

6.

European Partnership Hydrogen Europe, “Strategic Research and Innovation Agenda”, Final draft October 2020

26. Actieagenda Top Sector Logistiek 2020-2023, “Op weg naar een concurrerende en emissieloze logistiek in Nederland”,
December 2019

7.

European Partnership SESAR3, “Strategic Research and Innovation Agenda – Digital European Sky”, final draft,
September 2020

27. McKinsey, Crown Consulting, Georga Tech, Ascension Global, NASA “Urban Air Mobility (UAM) Market Study”,
November 2018

8.

NLR, SEO vision paper for sector associations A4E, CANSO, ERA, ACI and ASD “Destination 2050 – a Route to Net Zero
European Aviation”, February 2021

28. SESAR, “European ATM Master Plan: Roadmap for the safe integration of drones into all classes of airspace”, March
2018

9.

EASA, SC-Light-UAS, “Special Condition for Light Unmanned Aircraft Systems – Medium Risk”, Issue 1, 17 December
2020

29. EASA, SC-VTOL-01 “Special Condition for small-category VTOL aircraft”, Issue 1, 2 July 2019

10. Bundesverband der Deutschen Luft and Raumfahrtindustrie BDLI “Techologiestrategie der Deutschen
Luftfahrtindustrie”, Ausgabe 2020

21. ICAO, Circular 328 AN/190, “Unmanned Aircraft Systems (UAS), 2011
22. EASA, “Easy Access Rules for Unmanned Aircraft Systems”, September 2021
23. SESAR, “European Drones Outlook Study – Unlocking the Value for Europe”, November 2016
24. German Federal Ministry of Transport and Digital Infrastructure, “Unmanned Aircraft Systems and Innovative Aviation
Strategies”, May 2020
25. UK Research and Innovation UKRI, “Future Flight Vision and Roadmap”, August 2021

30. EASA, MOC SC-VTOL “Means of Compliance with the Special Condition VTOL”, Issue 2, 12 May 2021
31. Aerospace Technology Institute ATI, Technology Strategy 2019 “Accelerating Ambition”, 2019

11. French Government “Plan de Soutien à l’Aéronautique pour une industrie verte et competitive #PlanAéro”, 9 June
2020

32. ICAO, Annex 14 - Aerodromes - Volume II – Heliports, 5th Edition, July 2020

12. ENAC, “Italy’s Action Plan on CO2 Emissions Reduction”, Edition 2021
13. UK Department of Transport, “Decarbonising Transport – a Better, Greener Britain”, 2021

34. EASA CS-HPT-DSN “Certification Specifications and Guidance Material for the design of surface-level VFR heliports
located at aerodromes that fall under the scope of Regulation (EU) 2018/1139”, May 2019

14. Netherlands Ministry of Infrastructure and Water Management, “Verantwoord vliegen naar 2050”, Luchtvaartnota
2020-2050

35. Arjen Klut, Ministry of Infrastructure and Water management, “Experimenteren in de Luchtvaart”, presentation 30
June 2021, Platform Duurzaam vliegen.

15. Duurzame Luchtvaarttafel, Ontwerpakkoord Duurzame Luchtvaart, Februari 2019

36. UK Civil Aviation Authority, Operation of experimental aircraft under E Conditions, CAP1220, 2019

16. Nationaal Actieprogramma Hybride Electrisch Vliegen (AHEV)

37. G. Warwick, Aviation Week, “Unleashing Advanced Air Mobility”, January 2021

17. Lucht- en Ruimtevaart Nederland, Top Sector High Tech Systems and Materials Roadmap Aeronautics 2020-2025

38. EASA, “Study on the societal acceptance of Urban Air Mobility in Europe”, 19 May 2021

18. Slim en Duurzaam, Actieplan Luchtvaart Nederland – 35% minder CO2 in 2030, October 2018

39. Darrel Swanson, Swanson Aviation Consultancy for ADS Advance Air Mobility Group “Distributed Aviation, a New
Economic Model for Electric Aviation”, April 2021

19. NLR, TU Delft “Towards a Sustainable Air Transport System”, February 2021
20. Mark Okrent, “UAVNET – Civil and Commercial UAV Thematic Network”, European Commission funded project,
presented at UAV information workshop, 10 November 2008

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

33. FAA “Heliports Design”, AC No: 150/5390-2C, April 2012

40. K. Goodrich, C.R. Theodore, “Description of the NASA Urban Air Mobility Maturity Level (UML) Scale”
41. EASA, SC E-19, “Electric / Hybrid Propulsion System”, Issue 1, April 2021

145

List of Sources on Aircraft Platforms
42. A. Misra, NASA Glenn, “Technology Path For Expansion of Electrified Aircraft Market From Urban Air Mobility to Large
Aircraft with Megawatt Scale Propulsion System”, More Electric Aircraft Conference, Seattle, 2019
43. NASA, “Regional Air Mobility – Leveraging Our National Investments to Energize the American Travel Experience”, April
2021

43. https://generalaviationnews.com/2021/04/15/flight-testing-reveals-electric-aircraft-reduce-noise-pollution/
44. Japanese roadmap: Public-Private Council for Air Mobility Revolution, 20 December 2018
45. METI, MLIT, Advanced Air Mobility in Japan 2021
46. Our Development and Beyond
47. “Regional Air Mobility”, NASA (with USA sector inputs), April 2021
48. G. Broekema, “Managing the Transition to Aviation 2.0”, January 2020
49. “Zero emission Regional Air Mobility - Kansen voor duurzame mobiliteit én industrie” Eindejaarsevent DLT, 9
December 2021

50. EU Battery 2030+ Roadmap: Inventing the sustainable batteries of the future.
51. European Platform on Sustainable Urban Mobility Plans - Urban Air Mobility and Sustainable Urban Mobility Planning,
Practitioner Briefing
52. IATA Aircraft Technology Roadmap to 2050

53. DLR, BDLI, Zero Emission Aviation White Paper
54. EC Smart cities Market Place, UAM (https://smart-cities-marketplace.ec.europa.eu/action-clusters-andinitiatives/action-clusters/sustainable-urban-mobility/urban-air-mobility-uam)

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List of Sources on Future Fuels and Infrastructure
1.

DLR, “Hy4 – the world's first four-seat passenger aircraft with hydrogen fuel cell technology and electric propulsion,”

19. GasforClimate2050, “Extending the European Hydrogen Backbone,” 2021.

[Online]. Available: https://www.dlr.de/content/en/images/dosiers/electric-flight/hy4-airport-dossier-e-flight.html.

20. EU commission, “ A hydrogen strategy for a climate-neutral Europe,” EU, 2020.

2.

NLR, TU Delft , Towards a sustainable Air transport System, 2021.

21. C. s. w. Waterstof, “Nationaal waterstof programma,” 2021. [Online]. Available:

3.

Clean Sky, Mckinsey, “Hydrogen-powered aviation: A fact-based study of hydrogen technology, economics, and

climate impact by 2050,” 2020.

https://nationaalwaterstofprogramma.nl/.

22. D. T. B. R.-R. J.Hoelzena, “Hydrogen-powered aviation and its reliance on green hydrogen infrastructure – Review and

4.

NLR, SEO Amsterdam , “Destination 2050,” 2021.

5.

ATAG , “Waypoint 2050,” 2021.

23. E. F. c. a. H. J. Undertaking, “Hydrogen Roadmap Europe”.

6.

IATA, “Airline commitment to fly net zero,” 2021.

24. IRENA, “GREEN HYDROGEN A guide to policy making,” 2020.

7.

World Economic Forum , “Clean Skies for Tomorrow: Sustainable Aviation Fuel Policy Toolkit,” 2021.

25. Gasunie, “New Energy coalition | hydrogen valley,” [Online]. Available:

8.

World Economic Forum, “Clean Skies for Tomorrow: Sustainable Aviation Fuels as a Pathway to Net-Zero Aviation,”

9.

research gaps,” 2021.

https://www.newenergycoalition.org/en/hydrogen-valley/.

2020.

26. ACI & ATI, “Integration of hydrogen aircraft into the air transport system,” 2021.

Hydrogen Europe, “Hydrogen Europe Research,” [Online]. Available: https://h2eronetzero.eu/research/.

27. Catapult Connected Places, UK Department of transport, “Zero Emission Flight Infrastructure”.

10. SkyNRG, Market Outlook on SAF, 2021.

28. Times, “Most airports are State Owned,” [Online]. Available:

11. ICF consultants, “To what extent can Sustainable Aviation Fuels (SAF) mitigate the environmental impact of flying?,”

https://m.economictimes.com/industry/transportation/airlines-/-aviation/most-international-airports-are-state-

2021.

owned-iata/articleshow/26678829.cms?from=desktop.

12. E4Tech, “Sustainable Aviation Fuels Road-Map,” 2020.

29. S. G. A. K. R. &. S. R. Rondinelli, “Benefits and challenges of liquid hydrogen fuels in commercial aviation.,” 2017.

13. World Economic Forum/McKinsey & Company, “Joint Policy Proposal to Accelerate the Deployment of Sustainable

30. Airbus, “ZEROe Towards the worlds first zero emission commercial aircraft,” [Online]. Available:

Aviation Fuels in Europe,” 2020.

https://www.airbus.com/en/innovation/zero-emission/hydrogen/zeroe.

14. A. Rao, F. Yin and H. Werij, “ Energy Transition in Aviation: The Role of Cryogenic Fuels,” Aerospace, 2020.

31. ATI FlyZero, “REALISING ZERO-CARBON EMISSION FLIGHT Primary Energy Source Comparison and Selection,” 2021.

15. Safran, “Decarbonizing aviation, hydrogen in all it's forms,” 2021. [Online]. Available: https://www.safran-

32. Linde Gas, “Liquid hydrogen distribution technology”.

group.com/news/decarbonizing-aviation-hydrogen-all-its-forms-2021-08-04.
16.

33. Rocky Mountain Institute-Carbon War Room/SkyNRG , “Innovative Funding for Sustainable Aviation Fuel at U.S.

Bruce S, “Opportunities for hydrogen in commercial aviation,” 2020.

17. Research analysis, Understanding the role of infrastructure in the socio-technical transition to sustainability from a

stakeholder perspective..

Airports,” 2017.
34. Clean sky 2, “Clean Sky 2 Technology Evaluator,” 2020.

35. ICAO, “Innovations for reduction of Aviation CO2 emissions - Tracker Tools,” [Online]. Available:

18. Roland Berger, “Hydrogen | A future fuel for avaition?,” 2020.
19. Hendrie Derking, Luuk van der Togt & Marcel Keezer “Liquid Hydrogen Storage: Status and Future Perspectives” 2019

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

https://www.icao.int/environmental-protection/SAC/Pages/GCSA%20main%20page.aspx.
36.
37.
38.
39.

Oliver Wyman, BEC “Aviation Sustainability: Our Future“ 2022
Duurzame Luchtvaart tafel, “WDB Action Programme “ 2021
Transport and Environment, ”Making aviation fuel mandates“ 2020
European Commission “ReFuelEU - Executive summary of the impact assessment” 2021

147

List of Sources on Airports
1.

Digital Transformation in Airport Ground Operations, Ivan Kovynyov and Ralf Mikut, May 2018

2.

SESAR and the digital transformation of Europe airports, ACI, 2018

https://assets.ctfassets.net/biom0eqyyi6b/6h9xSYSabgi1U57czKLezc/94d02da7e6a4e8ee063ab5183ac59ef8/Sustainin

3.

https://transport.ec.europa.eu/transport-themes/mobility-strategy_en

g_Your_World_2022.pdf

4.

https://www.airportcarbonaccreditation.org/

16. ICAO environmental report 2019 –Schiphol circular economy ENVReport2019_pg294-299.pdf (icao.int)

5.

https://aci.aero/advocacy/environment/

17. Taxi-bot international News | taxibot (taxibot-international.com)

6.

Airports 4.0: Impact of Digital Transformation on Airport Economics, Arthur Dlittle, 2015

18. Schiphol newsroom Schiphol test met nevel om ultrafijnstof te verminderen

7.

https://aerotropolis.com/

19. Silman industries Electrical System installation, eGSE charging stations, Oakland Airport (silmanindustries.com)

8.

Hyperloop to the Future – Schiphol Airport - https://www.schiphol.nl/en/innovation/blog/hardt/

20. Source: Aviation benefits beyond borders:Continuous descent approaches : Aviation: Benefits Beyond Borders

9.

The airport as a mobility hub, https://www.internationalairportreview.com/article/175883/airport-mobility-hubintermodal-transportation-digital-innovation/

10. Rotterdam The Hague Innovation Airport, https://stichtingrhia.nl/
11. European Environmental Agency, environmental report, 2017, https://www.eea.europa.eu/airs/2017/environmentand-health/environmental-noise
12. INNOVATION AT AIRPORTS: A SYSTEMATIC LITERATURE REVIEW (2000–2019) , Research paper Vilnius Tech, 2020
13. Mobility-as-a-Service, case study AAIF 2017
https://www.globalairrail.com/images/events/2017/Airport_Access_Ideas_Forum_2017/Case_Studies/AAIF2017%20%20Case%20Studies-MaaS.pdf
14. https://climate-adapt.eea.europa.eu/

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

15. Schiphol sustaining your world 2022 -

(aviationbenefits.org)
21. Schiphol newsroom: Schiphol | Schiphol supports soundproofing start-up DeNoize
22. Lee, D. S., Fahey, D. W., Skowron, A., Allen, M. R., Burkhardt, U., Chen, Q., ... & Wilcox, L. J. (2021). The contribution of
global aviation to anthropogenic climate forcing for 2000 to 2018. Atmospheric Environment, 244, 117834.
23. ATI Flyzero, Airports, Airlines, Airspace,https://www.ati.org.uk/wp-content/uploads/2022/03/FZO-CST-POS-0035Airports-Airlines-Airspace-Operations-and-Hydrogen-Infrastructure.pdf
24. Owlcation: What Are Contrails? – Owlcation
25. Developing an Airport Net Zero Carbon Roadmap To70 & ACI ACI Guidance - Developing a Roadmap to Net Zero
Carbon (aci-europe.org)
26. Zero emission flight infrastructure: Zero Emission Flight Infrastructure White Paper (catapult.org.uk)

148

List of Sources on Airspace Design and Infrastructure
1.

Federal Aviation Administration NextGen “ConOps for UAS & UTM”, May 2020

2.

UK Research & Innovation “Future Flight Challenge Roadmap”, August 2021

3.

SESAR JU “Solutions Catalogue”, June 2021

4.

Skybrary “ACAS X”, 2022

23. Kopardekar, P., Rios, J., Prevot, T., Johnson, M., Jung, J., & Robinson, J. “Unmanned Aircraft System Traffic
Management (UTM) Concept of Operations”, 2016

5.

Federal Aviation Administration NextGen “Annual Report – History, Current Status, and Future NAS Modernization”,
February 2020

24. Rios, J., Smith, D., & Smith, I. “UAS Reports (UREPS): Enabling Exchange of Observation Data Between UAS Operations”,
2017

6.

Federal Aviation Administration “NAS Enterprise Architecture – Infrastructure Roadmaps Version 12.0”, March 2018

25. U.S. Department of Transportation & Federal Aviation Administration “UAS Remote Identification”, 2019

7.

Skybrary “Short Term ATFCM Measures (STAM)”, 2022

26. EuroControl “ASBU Implementation Monitoring Report ICAO EUR States”, December 2019

8.

International Civil Aviation Organization “Global Air Navigation Plan Strategy”, December 2021

9.

DSNA “The French ATM Strategy – Strategic Plan To Modernize The French Airspace”, May 2019

27. Enea, G. & Porreta, M. “A Comparison Of 4d-trajectory Operations Envisioned For Nextgen And Sesar, Some
Preliminary Findings”, 2012

10. Federal Aviation Administration “Commercial Space Integration into the National Airspace System (CSINAS) – ConOps”,
2020

21. Federal Aviation Administration & National Aeronautics and Space Administration ”UAS Traffic Management (UTM)
Research Transition Team (RTT) Plan”, 2017
22. International Civil Aviation Organization “Doc 9426 Air Traffic Services Planning Manual”, 1984

28. International Civil Aviation Organization “Performance Based Navigation iKIT”, 2022

29. EuroControl “ACAS Guide Airborne Collision Avoidance Systems”, December, 2021

11. Skybrary “Air Traffic Flow Management (ATFM)”, 2022
12. SESAR JU “European ATM Master Plan – Digitalising Europe’s Aviation Infrastructure”, 2020
13. International Civil Aviation Organization “Global Aviation Safety Plan”, 2020

14. CORUS “U-space Concept of Operations”, October 2019
15. Skybrary “Performance Based Navigation”, 2022
16. NASA, “Regional Air Mobility – Leveraging Our National Investments to Energize the American Travel Experience”, April
2021

17. Airbus & Boeing “A New Digital Era of Aviation – The Path Forward for Airspace and Traffic Management”, 2018
18. NASA “Overview of NASA’s Extensible Traffic Management (xTM) Research”, February 2022
19. Federal Aviation Administration “InFO 16020: Naming of Performance Based Navigation (PBN) Instrument Approach
Procedures (IAP)”, February 2016

20. Federal Aviation Administration “UAS Identification and Tracking (UAS ID) Aviation Rulemaking Committee (ARC): ARC
Recommendations Final Report”, 2017

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LIST OF
ABBREVIATIONS

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

150

List of Abbreviations
Abbreviation

Meaning

Abbreviation

Meaning

AAM

Advanced Air Mobility

ACI

Airports Council International

AD

Airspace Design and Infrastructure

ADS-B

Automatic Dependent Surveillance-Broadcast

ADSP

ATM Data Service Provider

AFIS

Aerodrome Flight Information Service

AMS

Amsterdam

ANSP

Air Navigation Service Provider

AP

Aircraft Platforms

ASTM

American Society for Testing and Materials

ATAG

Air Transport Action Group

ATC

Air Traffic Control(ler)

ATCO

Air Traffic Controller

ATFCM

Air Traffic Flow and Capacity Management

ATM

Air Traffic Management

ATS

Air Traffic Supervisor

ATSEP

Air Traffic Safety Electronic Personnel

ATSP

Air Traffic Service Providers

ATSU

Air Traffic Service Units
Building Research Establishment Environmental
Assessment Method

BMWi
BVLOS
BWB
CAA
CANSO
CNS
CORSIA
CP1
CS
CWP
DAA
DGB
DLR
DOA
EASA
EC
eCTOL
EFPL
EIS
EPFD
EPP

Bundesministerium für Wirtschaft und Energie
Beyond Visual Line of Sight
Blended Wing Body
Certification Authority Authorization
Civil Air Navigation Services Organization
Communication, Navigation and Surveillance
Carbon Offsetting and Reduction Scheme for International Aviation
Common Project One
Certification Specification
Controller Working Position
Detect and Avoid
Directeur-Generaal Bereikbaarheid
Deutsche Zentrum für Luft- und Raumfahrt
Design Organisation Approval
European Union Aviation Safety Agency
European Commission
Electric Conventional Take-Off and Landing
Extended Flight Plan
Entry into Service
Electrified Powertrain Flight Demonstration
Extended Projected Profile

BREEAM

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List of Abbreviations
Abbreviation
ESG

Meaning
Environmental, Social and Governance

eSTOL
ETSI
EU
EUROCAE
eVTOL
FAA
FF
FRA
FRIA
GA
GANP
GASP
GBAS
GNSS
GRI
GSE
H2
HAPSS
HEFA
HTSM

Electric Short Take-Off and Landing
European Telecommunications Standards Institute
European Union
European Organisation for Civil Aviation Equipment
Electric Vertical Take-off and Landing
Federal Aviation Administration
Future Fuels and Infrastructure
Free Route Airspace
FAA-Recognized Identification Area
General Aviation
Global Air Navigation Plan
Global Aviation Safety Plan
Ground Based Augmentation System
Global Navigation Satellite System
Global Reporting Initiative
Ground Support Equipment
Hydrogen
Hydrogen Aircraft Powertrain and Storage Systems
Hydroprocessed Ester and Fatty Acid
Hightech Systemen & Materialen

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Abbreviation

Meaning

IATA
ICAO
ILT
IR
IT
IenW
LEED
LH2
LSSIP
LSA
LuFo
MET
MOA
MRO
NAA
NASA
NLR
NM
OEM
PBN
PM

International Air Transport Association
International Civil Aviation Organization
Inspectie Leefomgeving en Transport
Implementing Rule
Information Technology
Infrastructure and Water Management
Leadership in Energy and Environmental Design
Liquid Hydrogen
Local Single Sky ImPlementation plans
Light-Sport Aircraft
Luftfahrtforschungsprogramm
Meteorological Services
Maintenance Organisation Approval
Maintenance, Repair and Operations
National Aviation Authority
National Aeronautics and Space Administration
Nederlands Lucht- en Ruimtevaartcentrum
Network Manager
Original Equipment Manufacturer
Performance Based Navigation
Particle Matter
152

List of Abbreviations
Abbreviation

Meaning

POA
R&D
RNAV
RNP
RNP-AR
ROT
RTC
RTCA
RTHA
SAE
SAF
SARP
SBAS
SBTI
SES
SESAR
SESAR JU
SME
SWaP
TBO
TKI

Production Organisation Approval
Research & Development
Area Navigation
Required Navigation Performance
RNP Authorisation Required
Rotterdam
Remote Tower Center
Radio Technical Commission for Aeronautics
Rotterdam The Hague Airport
Society of Automotive Engineers
Sustainable Aviation Fuel
Standards and Recommended Practice
Satellite-based Augmentation System
Science based Targets Initiative
Single European Sky
Single European Sky’s ATM Research
SESAR Joint Undertaking
Small and Medium-sized Enterprise
Size, Weight and Power
Trajectory Based Operations
Topconsortium voor Kennis en Innovatie

Global Aviation Innovation Analysis - Setting the Scene for the Netherlands

Abbreviation
TMA
TRL
UAM
UAS
UFP
UIC2
USA
USSP
UTM
xTM

Meaning
Terminal Manoeuvring Area
Technology Readiness Level
Urban Air Mobility
Unmanned Aircraft System
Ultra Fine Particle
UAM Initiative Cities Community
United States of America
U-space Service Provider
Unmanned Traffic Management
Extensible Traffic Management

153