Page 22 - SAFRAN DP 2021-DEFI-CLIMATIQUE-GB
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 ELECTRIFYING AIRCRAFT FUNCTIONS
■ Safran is also a leader in the drive to develop “more electric” aircraft. Through Safran Electrical & Power, it spans all aircraft electrical systems, and can integrate these different technologies to reduce overall weight.
■ Over the last dozen years, more and more non- propulsive functions on aircraft have been electrified thanks to the complementary areas of expertise offered by Safran’s companies. These entities develop systems and equipment that combine economy and reliability with higher performance. Safran is involved in all aircraft electrical systems, from power generation via the engines and auxiliary power units (APU) to avionics, brakes, in-flight entertainment and many other electrical functions. The Group has established global leadership in many of these areas, including wiring and interconnect systems, actuators and power generation, distribution and management. For example, Safran pioneered the electric brake used on the Boeing 787 and the electrical thrust reverser actuation system for the C919, replacing the traditional hydraulic, pneumatic or mechanical systems for lighter weight and higher reliability.
■ Safran is also studying the use of auxiliary power units (APU), now mainly used on the ground to power various systems, to contribute to the airplane’s energy efficiency in flight by powering more functions during certain flight phases. This initiative is already well under way with the eAPU, a new power generator better adapted to the needs of more electrified or all-electric aircraft. Tomorrow’s systems could be higher- performance evolutions of current technologies (turbo- generators for example) to meet short-term needs, or revolutionary advances for the longer term (such as hydrogen fuel cells). As a secondary energy source, APUs could lighten the load on the main engines, and thus help decarbonize commercial aviation.
 REDUCING CO2 DURING TAXIING
Safran is studying electric taxiing concepts, based on an electric motor installed in the landing gear and powered by the APU, to avoid having to use the jet engines for taxiing. This innovative solution could be offered on the next generation of single-aisle commercial jets. At the busiest airports, it would reduce CO2 emissions during taxiing by up to 61%.
 IMPROVING OPERATIONS
■ In a complementary approach to reduce fuel consumption even before the next generation of airplanes takes to the skies, various stakeholders (airports, air traffic control, manufacturers, authorities) are teaming up to make operations more efficient. Aiming at up to a 10% decrease in CO2 emissions, this approach spans a wide range of potential measures: better air traffic and airport management, definition of flight paths, adaptation of cruise speed, or even the use of formation flights – unprecedented in civil aviation. One possible improvement depends on reducing air traffic congestion around major hubs: with
less waiting time and smoother traffic flows, airlines could reduce the speed of their airplanes without paying a sales penalty in terms of longer flights.
■ Safran is of course contributing to these efforts, most notably through its Cassiopée flight data analysis service, which supplies key information to airlines and other operators. Based on in-flight data, Cassiopée makes it possible to optimize maintenance operations and fuel consumption. With planes fitted with increasingly connected equipment, intelligence and sensors, this advanced data processing will drive significant improvements in the future.

























































































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