Page 12 - AAA JANUARY - FEBRUARY 2014 Online Magazine

FEATURE ENVIROMENTAL IMPACT

to follow the bad old systems that first of food capacity as an argument against
world countries used to employ, in the that solution. Some algae and enzyme-
interests of developing their economies; sourced fuel production research is being
an argument that has economic merit if undertaken, but it is likely to be many
not long term responsibility. years before these produce viable results
Another hot button of the environmental – if ever. And beyond the issues simple
lobbies is the use of renewable fuels thermal efficiency, major challenges still
instead of jet fuel. Drop-in biofuels have remain in making sure that biofuels are
been successfully tested and are already cost-effective and don’t wreck engines.
being used for some aircraft. Boeing One approach put forward by IATA
describes itself as “working furiously (International Air Transport Association),
with many stakeholders to advance is to try to get operators to dump
commercialisation of sustainable aviation what they term ‘marginally compliant
biofuel to support the sustainable growth aircraft’ – aircraft that go beyond current
of commercial aviation.” Indeed, the acceptable levels of noise or emissions.
industry as a whole claims it will be using This recognises that if (like the EU
an impressive 6% biofuel by 2020, but the ETS scheme) it is too rigid, operators
naysayers point to the excessive takeup may simply stop operating to a specific

“Despite all the efforts [it makes] and operational procedures to quieter airplane is always a priority,”
aviation suffers from bad reputation minimise noise, fuel consumption he says. “But it is also noteworthy
and is still considered as the most and emissions … and to establish that a fleet of 10 ATR 72s, when
polluting, eco-unfriendly industry. constructive dialogues with local compared to an equivalent-sized
From there a challenge arises,” says communities and authorities around fleet of jets, can save up to 50,000
Aldo Mucciardi, Secretary General small remote airfields,” he says. tons of CO2 per year. In other words,
at regional turboprop maker ATR. This push to the less glamorous it is equivalent to removing almost
Mucciardi says that the effects of products – no twin aisles, massive 10,000 cars a year from [the road].”
a blanket taxing policy by many LCD screens or geared turbofans Further to its green push, ATR is also
governments, and recent market- for ATR – means they have to push continuously extending the operating
driven volatility in fuel have “grown to the more immediate benefits that life of its aircraft, to optimise their
more ever excessive”. He says these turboprops offer. Mucciardi asserts utilisation and life cycle. “ATR’s
are missing the effects and social that ATR is already a “reference in current design life is certificated
benefits of aerial connectivity, such terms of environmental respect.” up to 70,000 operating cycles, and
as the newly available connection of He cites the engine and propeller is working in order to progressively
remote communities or dispersed efficiency of ATR that combine to obtain life design extensions to
tier cities with the broader give unrivalled fuel efficiency and a 90,000 cycles and further 105,000
global market. “The challenge very low noise signature, both highly cycles in coming years,” notes
[is to] develop new technologies important for regional operators. “A Mucciardi.

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