Changes from report parliamentary committee draft to plenary report

Change 9

Removed6. Highlights that aircraft with electric engines cause close to zero operational and noise pollution, meaning that no local emissions are created that could adversely affect the health of citizens living close to airports;

Added6. Reiterates the Commission’s vision that eVTOLs, as expressed through the Commission’s Drone Strategy 2.0, are set to become a staple of passenger transport by 2030, becoming integrated into existing transport systems and contributing to the decarbonisation of the EU, while minimising any adverse environmental impacts; highlights the fact that, despite the rapid technological developments in eVTOLs, they are currently still limited to six seats, while fixed-wing electric aircraft are already able to carry more passengers on both existing and new urban air routes; calls on the Commission to differentiate between the two possibilities as they use different technologies and serve different markets; is convinced that both eVTOLs and fixed-wing electric aircraft must be seen as complementary forms of new urban air mobility;

Removed7. Argues that the substantial needs related to the replacement of the civil fleet represent not only a challenge but also a major market opportunity that could lead to new jobs and skills for the whole transport sector in Europe;

Added7. Highlights that aircraft with electric engines cause close to zero operational pollution, meaning a reduction in local emissions that could adversely affect the health of citizens living close to airports; considers, therefore, that low-decibel airplanes, in particular, should benefit from simplified procedures to obtain noise-related permits or derogations from flight restrictions; stresses that noise reduction achieved through low-decibel electric aviation can improve the situation of some airports and nearby residential areas;

Removed8. Strongly believes that electric and hybrid aircraft could offer new possibilities for urban mobility; welcomes the work undertaken by EASA on vertiports and electric vertical take-off and landing (eVTOL) aircraft intended to be used as air taxis, as well as its work on the design of the necessary ground infrastructure for safe urban air mobility operations;

Added8. Stresses the need to capitalise on the potential of the significantly lower noise levels of electric and hybrid-electric aircraft; urges the industry to make use of EASA’s work in defining the first Environmental Protection Technical Specification for the noise assessment of certain eVTOL aircraft, which aims to provide a high and uniform level of environmental protection for European citizens and facilitate their integration into the aviation ecosystem and urban environment;

Change 10

Changed9.10. Considers that while short and mid-rangemedium-haul flights account for a fraction of emissions, every electrified route represents a reduction in aviation’s climate and environmental footprint and is a worthwhile investment; insists that pooling of the necessary investment must start now;

Change 11

Removed10. Insists that developing electric aviation for commercial use requires effective support at both national and EU level; stresses the very positive results achieved with the help of public procurement and considers it to be an effective tool for the electrification of the industry without disrupting the market;

Added11. Considers that low and zero-emission targets will also be reached using the hybrid-electric technologies developed for regional and international short and medium-haul flights operated for the purposes of both commercial and business aviation, and calls for the necessary research and development investments for aircraft and propulsion system design, batteries and other hybrid solutions; notes that with the commercialisation of electric aviation, Member States should consider revisiting their legislation banning short and medium-haul flights;

Removed11. Considers that EU companies active in the field of electrifying the aviation sector should work in closer cooperation with national and EU authorities to develop an integrated technical roadmap and joint research programmes; stresses that this is essential for the EU to maintain its industrial leadership and competitiveness on the international scene;

Added12. Notes that the substantial needs related to the replacement of the civil fleet represent a challenge and require substantial financial investment, while also being a major market opportunity that could lead to the creation of new jobs and skills for the whole transport sector in Europe;

Added13. Insists that developing electric aviation for commercial use requires effective financial and regulatory support at both national and EU level; stresses the very positive results achieved with the help of public procurement and considers it to be an effective tool for the electrification of the industry without disrupting the market;

Added14. Invites the Member States to explore market incentives and benefits for the electric aircraft manufacturers, operators and SMEs concerned in order to promote the development and adoption of this eco-friendly technology; believes that these incentives and benefits for electric aviation components, electricity and emissions credits can drive market growth;

Change 12

Removed13. Stresses that, after shifting to alternative propulsion systems, existing large airports could consume 5-10 times more electricity by 2050 than they do today; stresses that, to meet the expected energy demand, the first elements of on-airport infrastructure must be in place by 2025, and calls for the necessary investment to be secured;

Added19. Stresses that the planning and readiness of energy infrastructure is a key factor in determining the take up of electric and hydrogen-based aviation, as only once the infrastructure has been prepared and tested will deployment of electric aviation be possible; notes that, after shifting to alternative propulsion systems, existing large airports could consume 5-10 times more electricity by 2050 than they do today, and observes that infrastructure for electric aircraft and the electrification of sites such as airports has not yet been sufficiently developed; points out that, to meet the expected energy demand, the first elements of on-airport infrastructure must be in place by 2025, and calls for the necessary investment to be secured; stresses, furthermore, in this regard, that in order to ensure a proper rollout of electric aircraft, the Commission and the Member States must properly implement the Alternative Fuels Infrastructure Regulation (AFIR) to further promote the electrification of sites; highlights the utility of dedicated infrastructure funding projects, in this regard, such as the Connecting Europe Facility for transport and energy; recalls that, under AFIR, the Commission must evaluate at the end of 2026, and every 5 years thereafter, the current state and future development of the market for hydrogen and electric propulsion aviation; urges the Commission and the Member States to ensure that this evaluation takes place, including a feasibility study on the deployment of the relevant infrastructure to power aircraft, followed by a deployment plan for alternative fuels infrastructure in airports, in particular for electric recharging and hydrogen refuelling points; encourages the industries on a global level to agree on global standards for ground charging stations for stationary aircraft as soon as possible;

Change 13

Changed14.20. Given that technological trends in various transport sectors are moving in the same direction, welcomes the existing cross-industry research and development partnerships between air and automotive industries (on the development of the next generation of batteries),batteries and fuel cells), air and shipping (on the use of alternative fuels) and air and railways (on electrical distribution systems);

Change 14

Removed15. Recalls that electric aircraft operations involve stringent requirements for batteries to be light, compact, quickly rechargeable and provide the high power required for the take-off and climb segments;

Added21. Points out that while electric and hybrid-electric aircraft hold immense promise for a more sustainable aviation future, their current generation of batteries presents significant challenges, primarily related to weight and energy density; notes that these limitations impact the range, payload capacity and overall efficiency of electric aircraft;

Removed16. Stresses that continued improvements in battery technology, paired with more energyefficient aircraft designs, can enable better environmental performance; reiterates that some of the biggest technological challenges faced by the industry currently include electric distribution and thermal systems, airframe integration and improving aerodynamics;

Added22. Recalls that electric aircraft operations involve stringent requirements for batteries, prioritising safety, but also requiring them to be light, compact, quickly rechargeable and to provide the high power required for the take-off and climb segments; underlines that such high performance batteries require critical raw materials, which are often not available in Europe; calls on the aviation industry to be part of the industries’ efforts to provide a sustainable supply chain;

Added23. Recalls that the altitude conditions specific to air transport impose particular technical constraints on batteries, compared to other modes of transport;

Added24. Highlights the potential of hydrogen-powered aviation based on fuel cells, which is an alternative form of electric aviation, particularly in terms of autonomy; stresses that continued improvements in battery and fuel cell technologies, paired with more energyefficient aircraft designs, can enable better environmental performance; reiterates that some of the biggest technological challenges faced by the industry currently include the weight and dimensions of batteries, the maximum power output of fuel cells, electric distribution and thermal systems, airframe integration and improving aerodynamics;

Change 15

Changed17.26. Recalls that the aeronautics industry is not only an important enabler of economic activityactivity, but also one of the most successful high-tech sectors in the EU; asks the Commission for proactive policies to support and develop the industry;industry in close cooperation with existing forums such as the Advisory Council for Aviation Research and Innovation (ACARE) and AZEA; calls on the Commission to ensure that the existing EU regulations in the field do not counteract each other or prevent the aeronautics industry from developing its decarbonisation and electrification projects;

Change 16

Removed18. Is concerned that the budget envisaged for the CAJU under the Horizon Europe programme is far below the scale of its ambition; recalls that the level of innovation associated with each project is very high and that the support must be commensurate;

Added27. Believes that further alignment between the Aerospace and Defence ecosystem and the Energy ecosystem is needed to enhance electric flight; notes that the Commission is working on separate transition pathways for both ecosystems; recognises the paramount importance of transition pathways for enabling the industry to effectively translate climate aspirations into tangible climate actions, thereby preserving and creating value for our society, our planet and businesses alike; is nevertheless concerned by the diverging transition pathways of the two ecosystems, particularly in the light of the shared imperative to establish sufficiently stable electricity grids and ensure the affordability of clean electricity, including for aircraft electrification; underlines, in view of the above, the importance of a common strategy for electric aircraft and urges the Commission to take proactive steps to formulate such a strategy; calls on the Commission, furthermore, to initiate a joint structural dialogue between the Directorate-Generals for Mobility and Transport and for Energy, in this regard, and to complete the pathway before the European elections in 2024 so that it can be used as a reference for future regulations by the new upcoming Commission in 2024;

Removed19. Calls on the Commission to invest in research and development of next generation solid-state batteries that have twice as much energy as lithium-ion batteries and approximately three times higher storage potential;

Added28. Recalls that AZEA was created on the initiative of the Commission to gather all private and public partners across the aviation ecosystem to prepare for the entry into commercial service of hydrogen-powered and electric aircraft; calls on the Commission to work with and support AZEA in developing knowledge about electric aviation; notes that the Net-Zero Industry Act skills academies could be used in this respect and calls on the Commission and the Member States to promote them;

Removed20. Calls on the Commission to come up with a European strategy for a coordinated approach to the development, certification and deployment of the new generation of aircraft in order to raise awareness among European citizens of its benefits and to boost private and public investment, while maintaining the technological base and leadership in Europe;

Added29. Underlines the current shortage of skills in electrical and systems engineering; recalls that the EU Contest for Young Scientists could be used as a reference point to develop a thematic EU contest for young talents for all industrial ecosystems, including for electric flights; calls on the Commission and the Member States to increase awareness about opportunities in green careers in aviation and to encourage national and EU projects in this regard;