NIPSE will address the current potential showstoppers of the UHBR engine architecture which risk to make these engine systems lose their attractiveness unless a consolidated effort on the systems integration is undertaken. Therefore, NIPSE will develop enablers to address the potential showstoppers and provide solutions that will allow full exploitation of the potential benefits of UHBR engines, thus enabling European companies to deliver breakthrough aero-engines  for the next generations of medium to long-range aircraft.

Moreover, NIPSE expects to have a significant innovation impact on the Europe’s industrial competitiveness:  In fact, the project will provide the European aero-equipment industry with new solutions that will enable them to provide airframers with new engines and new systems allowing significant gains in acquisition, operation and maintenance costs.

European Competitiveness

Engines or components “made in the EU” are on board of almost all types of aircraft worldwide, especially on single- and twin-aisle airliners. It is expected that the market for the coming 15 years will amount to more than 20,240 new single aisle aircraft, 7,273 twin-aisle and 1,711 very large aircraft representing a potential market volume of close to 60,000 engines.

To keep a leading position against worldwide competition, Europe has to continue to propose innovative solutions, allowing its economy and aircraft engine manufacturers to stay ahead whilst meeting the targets set forth in the Horizon 2020 Transport Work Programme:

  • Emissions reduction by 2025-2035
    Target for CO2 emissions: 20%-30% reduction
    Target for NOx emissions: 20%-40% reduction
    Apart from the environmental impact, this target addresses the development of fuel costs which are estimated to make up as much as 40% of the total operating cost by 2030, compared to 13% in 2000.
  • Population’s noise exposure/Noise footprint
    Target : reduction of up to 75% by 2035
    This target addresses in particular the noise exposure of the population living around airports, which has become a major issue in Europe with increasing air traffic. In fact, noise can be a showstopper for the development of existing and the construction of new airports. as was demonstrated by the canceled extension of Heathrow airport in 2009.

UHBR and Open-Rotor technologies are radical innovations that can contribute to achieve these targets. Not only does the NIPSE project act as an enabler of these system solutions, but the novel technologies developed by NIPSE will then be applied to industrial engine programmes for further development.

Society & Environment

In terms of employment, the aviation sector generates around 2% of the European GDP (Gross Domestic Product) and accounts for 3.7 million direct and indirect jobs. In 2009, the European civil aero-engine and aero-equipment was estimated to generate a turnover of 32 billion euro (ASD Facts and Figures 2010). It is expected that the number of passenger aircrafts flying by 2032 will be twice as high as it was in 2012, with almost two thirds of that increase being due to larger aircraft.
To achieve this growth whilst meeting the targets defined by ACARE, new engine architectures have to be developed and equipment challenges like those taken on by NIPSE have to be tackled. The results achieved by NIPSE will allow Europe to maintain and develop the aviation sector and contribute to increase GDP and employment figures in Europe.

Continuous growth of air traffic is essential for the economic development of Europe, as air transport provides for fast and easy travelling for professional or private reasons. But this growth needs to be sustainable by minimising the  environmental impact through the improvement of air quality.

The NIPSE project will contribute to the European clean air targets by enabling the reduction of the fuel burn of UHBR engines by 2-3%, resulting in a 1% reduction of CO2 emissions. NIPSE will, in this way, be in line with the European transport policy Flightpath 2050, which expects from the aviation sector to move towards sustainability and reduction of emissions.

Furthermore, the emission and cost reduction will also improve the societal acceptance of the environmental repercussions of air transport. This will in turn help to maintain passenger mobility in and outside Europe at a high level.

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