Rethinking aviation: Bertrand Piccard calls for a cleaner future

Speaking at the Airbus Summit in Toulouse, Bertrand Piccard addressed the push from some environmental activists to ban air travel across Europe. He questioned the effectiveness of such a move, suggesting that even if aviation disappeared from the continent, the rest of the world would continue flying without pause.

He argued that rather than imposing bans, efforts should focus on making aviation more sustainable. He reiterated the need to stop blaming the sector and instead work toward cleaner solutions.

Piccard highlighted that air transport contributes around 3% of global CO2 emissions, while food waste and the textile industry are responsible for 6% and 7%, respectively. He emphasized that road vehicles with conventional engines account for a much larger share, around 30%. While acknowledging aviation’s role in the climate conversation, he stressed that it is not the primary issue and urged that attention be directed toward more significant environmental challenges first.

Sustainable aviation fuel (SAF) has been one of the hottest topics in the aviation industry in recent years. From early 2025, airlines will be required to use 2% SAF in the aviation fuel mix to reduce carbon emissions. However, obtaining it is still a problem. The International Air Transport Association (IATA) points out that although there is an obligation to use it, fuel companies have no incentives to increase production.

Bertrand Piccard reflected on the rapid progress in aviation from the Wright brothers' first flight to the introduction of the Boeing 707, noting that this remarkable advancement occurred within just 60 years. However, he pointed out that accurate breakthrough technologies have stalled since then. Comparing aircraft from 1960 to those expected in 2025, he observed that while today's planes are safer, more efficient, quieter, and use less fuel, their design remains unchanged.

With the ongoing CO2 crisis, he argued that aviation needs a fresh start. He dismissed sustainable aviation fuel (SAF) as a breakthrough, describing it instead as a method of further optimizing current aircraft rather than transforming them.

Replacing conventional aviation fuel with SAF can reduce carbon dioxide emissions in this transport branch by 70-80%. Where does the "magic" of sustainable aviation fuel come from? It's down to mathematics.

Marjan Rozemeijer from KLM explained that although burning sustainable aviation fuel (SAF) produces the same amount of CO2 as fossil fuels, the key difference lies in the carbon source. Fossil fuels release carbon stored underground for millions of years, adding new CO2 to the atmosphere. In contrast, SAF is made from materials like cooking oil, which has already absorbed CO2 from the air. As a result, the emissions from SAF do not contribute additional carbon to the atmosphere.

Therefore, Bertrand Piccard believes that SAF is not the best solution.

Speaking in Toulouse, he explained that carbon dioxide can be captured from sources like used cooking oil, waste, and old plastics, then converted into fuel and eventually released back into the atmosphere. While this process can be considered carbon neutral, he noted that it could also have a negative carbon impact. He argued that capturing CO2 is possible, and it can be stored underground or elsewhere, keeping it out of the atmosphere altogether.

During the presentation in Toulouse, he also pointed to other solutions that could allow for further development of civil aviation on a massive scale today while also benefiting the climate and the environment. However, they are not being used.

Piccard pointed out that adopting a continuous descent approach (CDA) instead of descending in stages can save a Boeing 747 roughly a tonne—about 2,200 pounds—of aviation fuel per landing. He also mentioned that flying in formations over oceans, similar to how birds migrate, could reduce fuel consumption by 20–30%. Additionally, using direct routes between destinations would further improve efficiency. However, he noted that political barriers stand in the way, as each country aims to charge airlines for air navigation services through their airspace.

Bertrand Piccard is a 67-year-old Swiss psychiatrist and traveller. His father was the first to explore the bottom of the Mariana Trench, and his grandfather constructed bathyscaphes and stratospheric balloons. In 1999, Bertrand Piccard, together with Brian Jones, circumnavigated the Earth in a balloon without stopping for 15 days. In 2003, along with André Borschberg (a pilot), he launched the Solar Impulse project, which led to the construction of a solar aeroplane. As early as 2010, it completed a 26-hour non-stop flight, including at night. Five years later, a newer version - Solar Impulse 2 - circumnavigated the world, starting from Abu Dhabi. The longest leg of this journey lasted 118 hours.

During his remarks in Toulouse, Piccard shared insights from his experience flying around the world in a solar-powered aircraft, noting that it was an electric plane powered by batteries. He explained that to match the energy of just one kilogram of jet fuel, 36 kilograms—around 79 pounds—of batteries were required, which he admitted is not particularly promising.

While electric motors are three times more efficient than combustion engines, allowing the same energy to cover triple the distance, he believes hydrogen has the real potential for a significant technological leap in aviation.

He is currently developing the Climate Impulse project. In 2028, he wants to embark on a 9-day zero-emission around-the-world flight in a completely new plane, this time powered by hydrogen. He estimated the progress of building his plane at 30%.

He described a vision for the future of long-distance air travel involving aircraft powered by liquid hydrogen and liquid oxygen, similar to the technology used in Ariane rockets.

Such a plane, carrying around 100 passengers, could take off from Toulouse, ascend to 100 kilometers (about 62 miles), then shut off its engines and follow a suborbital, parabolic flight path—reaching Sydney in just two hours. While this approach might not be practical for short routes like Paris to London, he emphasized that it could significantly transform long-haul aviation.

Piccard stated that his role will conclude in 2028, explaining that pioneers are essential in the early stages to open new paths. However, he noted that the responsibility will then shift to industry leaders, such as Airbus management, to bring these innovations to the commercial market. He expressed confidence that this transition is achievable.