Aircraft design and technology have continually evolved since the early decades of the 1900s. We find ourselves in interesting times currently. Having already seen major milestones in range, capacity and speed, the next focus is on sustainability and efficiency. We are seeing new designs and technologies, with big differences in aircraft operations likely over the coming decade or two.
Aircraft development and efficiency
The early days of aircraft development were motivated by speed, range, capacity, and safety. As aviation moved from military and mail use into passenger transportation, the focus was on carrying more people faster and more conveniently. As aviation expanded, size and economics were driving factors. Just look at Boeing’s plans in the 1960s to develop the 747. Its size (over 2.5 times the capacity of the 707 it replaced) and range changed airline economics in a big way. Carbon footprint was not a primary consideration then.
Aircraft development since then has focussed much more on efficiency. The improvement and ratings of twin-engine aircraft have clearly helped this, as have engine and aerodynamic improvements. The latest developments from manufacturers such as Airbus and Boeing show this well. Commercial narrow bodies have seen major improvements – with the A320neo and the 737 Next Generation, and 737 MAX aircraft all focussing on improved efficiency.
New widebodies, too, have had clean-sheet designs with efficiency a top priority – such as the 787 and A350. Four-engine aircraft are very much out of favor.
Aviation Guides
- What is Sustainable Aviation Fuel?
- A Short Guide to FBO’s – the Dos and Dont’s
- Current Risks to Aviation
- How Air Cargo is Revolutionising the Global Economy
- The Cost To Operate A Private Jet
- Infrastructure For Sustainable Aviation Fuel
- Why There Is A Need To Improve Aviation Industry
- Emergency Flight Charter
- Diplomatic Flight Operations
The next aircraft – more efficient but with higher capacity and range
The latest aircraft under development show the trend for more efficient operation continuing. Boeing has introduced the 777X. This promises to be the most efficient twinjet to date (Boeing quotes this as 10% more efficient than the latest Airbus A350). It is also the largest. New technologies, including folding wingtips and the largest ever jet engines have made this possible. The new aircraft is currently conducting flight testing, although entry into airline service has been repeatedly delayed.
Airbus’ latest development of the A321XLR likewise prioritises efficient operation. As well as the efficiency improvements of the A320neo family, it pushes narrowbody range even further. This will give operators new options for transatlantic and other medium haul routes typically served by heavier widebody aircraft.
Improved efficiency is a similar focus for business jets. As just one example, consider the Dassault Falcon 900. A major focus of later variants like the 900LX has been engine and winglet improvements to aid efficient operation, and this trend continues.
Supersonic is making a return
The retirement of Concorde in 2003 brought decades of commercial supersonic travel to an end. This is now returning, with several companies now developing supersonic aircraft. The largest proposed aircraft, and further ahead in development, is a 55-seat premium aircraft from Boom Supersonic. The company has already taken plenty of orders – including up to 50 aircraft for United Airlines, in what would be a game-changing supersonic service from the US.
Boom’s aircraft is designed with sustainability in mind. It is the first aircraft planned to be net-zero carbon from launch, and it will operate entirely using Sustainable Aviation Fuel. Other supersonic manufacturers are likewise focussing on sustainability. Aerion Supersonic, for example, is developing a smaller 10-12 seat supersonic jet targeting the business market. It also aims for net-zero carbon emissions, 100% SAF use, and an included carbon offsetting program from launch.
Electric power – could change the operation of smaller aircraft
Looking further ahead in aircraft development, new engine and propulsion methods are likely to make the biggest differences. Electric and hydrogen power are the two options commonly discussed, Both are under development, and both will affect future aircraft design.
Electric power seems more likely for smaller aircraft due to the size and weight of battery storage required. Smaller aircraft are already flying (the 9-seat Cessna eCaravan is currently the largest), and Rolls-Royce is working with Scandinavian airline Widerøe to develop an electric commercial jet by around 2026 (with a maximum passenger capacity of 12). Electric propulsion also features in several plans to develop vertical take-off and landing aircraft – with a new “air-taxi” market possible within a decade. With time, range and capacity, and performance of electric aircraft will increase.
Hydrogen – a longer term reality for larger aircraft
For larger commercial aircraft and smaller longer-range jets, hydrogen power likely offers more potential. Hydrogen can be used directly as an engine fuel or as part of a fuel cell to produce electricity for engine power. Hybrid use is also possible.
Although this technology has existed for decades, current aviation use remains experimental. UK-based company Zero Avia has developed a small test aircraft. Airbus is working on the development of larger aircraft through its ZEROe program, with a medium-sized prototype hoped to be flying by 2035. The three proposals under ZEROe include a new blended wing design (with this, there is no fixed differentiation between the wing and the fuselage). This new design maximises hydrogen storage and propulsion differences to create a much more efficient aircraft.
Infrastructure for hydrogen fuel production, storage, and delivery is likely to be a big challenge as well. Aircraft operators and airports will need to move together, bringing many challenges.
Nuclear power is also a distant possibility
Moving far to the future, will we see nuclear-powered aircraft? We already have this in the maritime sector, so it is not impossible – although there is no realistic work proposed yet.
Nuclear possibilities were highlighted recently when the media picked up on an interesting concept from designer Hashem Alghaili. His proposed “aircraft” is more of a flying hotel, with accommodation for 5,000 passengers, swimming pools, and numerous lounges and observation areas.
While the scale and design are highly futuristic, it shows well some of the possibilities of nuclear propulsion. Aircraft could be much larger and stay airborne for long periods of time with no need to “re-fuel.” There are also no emissions to worry about – but nuclear power comes with its own concerns, of course.
Final Thoughts
It may seem like there have been many similarities in recent aircraft designs. The Boeing 737, for example, has been based on the same design for over 50 years. There are major changes underway, however. The coming years will see further efficiency focussed changes to existing designs, as well as new designs and propulsion methods for aircraft.
