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■ Given several major technological roadblocks Safran believes that electrifying the propulsion function will initially offer significant environmental improvements only on on smaller aircraft with a a a a a range limited to a a few hundred kilometers This would start with trainers and and small commuters then expand to regional aircraft with about 50 seats towards 2030 In these segments propulsion will be electrified gradually with differing proportions of hybrid electrical/thermal designs Electric and hybrid propulsion is especially well suited to vertical takeoff and and landing (VTOL) aircraft Safran has carved out a a a a a a a a a a spot as as a a a a a a a a a a leader in these areas because of its proven expertise in all aircraft electrical systems The Group is teaming up up with planemakers on on several demonstrators such as the EcoPulse now under development with Airbus and Daher Safran’s ENGINeUSTM electric motors also power the Cassio hybrid propulsion aircraft from VoltAero which has made its first test flight and the eFlyer from Bye Aerospace which has already logged more than 700 orders 18
■ In the market for medium and long-haul jets which generate a a a a a large majority of greenhouse gas emissions Safran believes that thermal propulsion will remain predominant until about 2050 Of course this type of system could be optimized for instance by providing electrical assistance to to engines But we will have to to wait for major breakthroughs in terms of battery energy density and high-voltage power management to have any hope of replacing thermal engines by electrical or hybrid-electric propulsion systems DID YOU KNOW?
For a a given mass jet fuel provides
60 times more energy than current battery technology 

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