Flying wings, propellers turning at much higher speeds, aircraft that can carry 1,000 people. Fanciful ideas? Nope.

All of these new technologies are being seriously studied by the airline industry to reduce fuel burn, and the resulting CO2 emissions that contribute to climate change.

At two per cent, global CO2 emissions from aircraft are much lower than those of industry or ground vehicles, but because aircraft fly at high altitudes for long distances, their impact on the climate is still quite significant. Pro rata, the cost of moving one aircraft seat is about the same as driving a car over the equivalent distance, but of course the time taken is about ten times less.

Mindful of their global responsibilities, the aviation industry is actively researching technical innovations to improve fuel efficiency. Here are a few promising avenues.

One possibility is to continue to build bigger and bigger planes. For example, the A380 Airbus configured for economy, can carry 800 passengers. It’s all about economies of scale. So why not build an aircraft that can accommodate 1,000 passengers? A feasibility study for such a design has confirmed that there are advantages in terms of cost and fuel conservation.

However, there have been some non-technical reactions, like the psychological resistance by potential passengers, to flying with so many other people together in one plane. In all likelihood, such an aircraft would exceed the 80 metre square size limit which airports are able to accommodate.

Another idea is the so-called ‘blended wing body’ concept. A configuration which combines wings and fuselage into a single construction has many advantages. It would reduce drag on the fuselage at take off, and would be lighter than an equivalent conventional aircraft. It would, therefore, require less engine power for propulsion.

Currently many shapes and sizes are under consideration, ranging from flattened and widened fuselages through to the fully-integrated ‘wing fuselage’ combination. The downside is that the technological implications have still to be addressed. Historically, the time taken to implement major advances in airliner design is 25 to 30 years.

Another novel idea is re-configure propeller blades to increase efficiency. Theoretically, propellers are more fuel efficient than jet engines, but they lose their efficiency advantage at speeds of 700km/h and above; well under the cruising speed of modern aircraft. The cost of developing such hybrid propellers is also huge. They would probably only become economic if jet fuel prices remain high.

Lightweight composite materials are a synthesis of carbon fibre and aluminium, which makes it possible to construct larger panels, and therefore eliminate the classical riveted lap joints used on older aircraft. Serious cost reductions are therefore possible. Composite materials are lighter and stronger, than traditional aluminium. They are already being used in the airframes of the Boeing B787 and the Airbus A350. These new generation aircraft have achieved 20% weight and fuel burn reductions. Of course, this also results in a decrease in CO2 emissions.

The B787 is due to start service soon after a two year delay, and the A350 will enter service in around five years time. Both will continue this trend of incorporating the new materials.

But how long will it be before we see any of these new technology aircraft over Phuket? Well, don’t hold your breath. Perhaps, the airlines servicing Phuket will start to operate B787s on the route, in due course.

In fact, innovation in aircraft design is nothing new. The modern commercial airliner design only became current in the 1950s and one thing is for sure, it’s going to be around for a long while yet.

Another fact of life is that airline travel is going to continue to grow for the foreseeable future, so these new technologies are essential not only to reduce emissions, but to meet the passenger demand for affordable fares. It is estimated that world demand for air travel increases by 5-6% every year.

The airline industry has set 2050 as the target year for achieving significant CO2 reductions, or even CO2 neutrality. It’s a harsh statistic, that even a 50% reduction in CO2 emissions in that time, wouldn’t be enough to reduce the total emissions of aviation, but at least researching wing type aircraft, new types of propellers, mega-aircraft and new composite

Alastair Carthew is a journalist, broadcaster,
public relations counsellor and writer,
living on Phuket. He can be contacted about work at:

Tel: +66 (0)81 750 0448 (mobile) +66 (0)76 317929 (office)
Email: alastaircarthew@gmail.com.