EU’s aerospace research & installation plan-THREAT OR OPPORTUNITY???
The below Politico.EU article/paid advertisement’s impact is close to a 4th cup of coffee—heart increasing about the claims and motivation charged up by the promised commitment to EU to do the following:
total funding of €66 billion is needed between 2028 and 2034 for aviation R&I
proposed in AVIATION RESEARCH AND INNOVATION STRATEGY (ARIS)
Some of the caffeine rush may have derived from a total lack of knowledge about a parallel initiative in the United States. Research led to this obscure (maybe attributable to my ignorance) to learning about NATIONAL AVIATION RESEARCH PLAN (NARP), which is:
The FAA’s National Aviation Research Plan (NARP) is a strategic roadmap that outlines the agency’s research and development (R&D) priorities over a five-year span. It’s updated annually and submitted to Congress alongside the President’s Budget, as required by law.
- The NARP describes research deemed necessary to ensure the continued capacity, safety, and efficiency of aviation in the United States.
- As required by statute, the NARP identifies goals, objective priorities, funding estimates, research governance practices, and technology transfer activities.
- The FAA R&D strategy includes funding programs in either of three budgetary accounts: Research, Engineering, and Development; Facilities and Equipment; and the Airport Improvement Program. Aligns R&D with national aviation priorities, including SAFETY, EFFICIENCY, ENVIRONMENTAL SUSTAINABILITY, AND EMERGING TECHNOLOGIES.
- Covers near-, mid-, and long-term research goals, ensuring the FAA stays ahead of evolving challenges.
- Coordinates funding across key programs, such as Research, Engineering & Development (RE&D), Facilities & Equipment (F&E), and the Airport Improvement Program (AIP).
- Supports strategic visions from the President, Secretary of Transportation, and FAA Administrator.
To use the current vernacular, it is the FAA’s playbook for making smart, forward-looking investments in aviation innovation.
Administrator Whitaker’s introductory letter highlighted one of NARP’s focuses in the next 5 years:
“There have been significant advancements in the research and development of autonomous vehicles, environmentally friendly electric aircraft, and new types of space vehicles. These new technologies bring new challenges and opportunities to the National Airspace System (NAS)…”
and later
“The NARP provides a close-up view of a selection of the FAA’s R&D priorities, which collectively support and drive innovation, represent areas of congressional or public interest, support near-term regulatory actions, and have a global impact. The success of the FAA’s R&D relies on strong collaboration among federal agencies, industry stakeholders, research institutions, and international partners. The NARP details the FAA’s R&D partnerships and collaborations with other agencies, academia, and the aerospace industry. The document focuses on THE WAYS TECHNOLOGY TRANSFERS OUT OF THE AGENCY, HOW THE FAA PARTNERS WITH OUTSIDE GROUPS TO MAXIMIZE EVERY R&D DOLLAR INVESTED, and the role of an external advisory committee. The NARP details projected funding over a five-year timeframe for each R&D program.”
The table of contents is an index to the NARP priorities:
A more granular look at 2.3.1 reveals the opportunities for the private sector to participate in one of the five specific programs listed:
- ”Develop vertiport standards to support advanced air mobility (AAM) operations
- Study potential unleaded and renewable replacement fuels for the existing general aviation fleet of aircraft
- Evaluate and demonstrate aircraft and engine technologies that can reduce aircraft noise and emissions while improving fuel efficiency; and conduct testing, analysis, and coordination activities to support the development and deployment of sustainable aviation fuels for gas turbine engines
- Examine the environmental impacts of supersonic aircraft and encourage technological solutions that support their reintroduction into the nation’s aircraft fleet
- Analyze airworthiness and safety certification of highly integrated, complex digital aircraft systems
- Research ways to make it easier for emergency responders to incorporate the use of drones during emergencies and to enhance disaster preparedness and response efforts
- Develop performance-based standards and test methodologies to ensure the durability, endurance, and reliability of electric engines
- Develop modeling tools and means of compliance methods to ensure the safety of current and newly designed engine propulsion systems
- Evaluate halon-replacement firefighting agents and update minimum performance standards for their use.”
These are areas of expertise that many companies are highly likely to be interested in trying to participate in NARP.
- Some may be reluctant to do so because of concerns about use of the intellectual property post FAA work.
- The FAA’s Technology Transfer program allows the transfer of research and development technologies among government, industry, and academia. It promotes the dissemination of federally funded research and innovations to private and public entities as required by the Stevenson-Wydler Technology Innovation Act of 1980. The program operates under three pillars of success, bringing the latest technology into FAA labs and advancing innovation out of the agency to the private sector
- Few understand how to deal with technology transfer, in particular, the Cooperative Research Development Agreement (CRADA). JDA has extensive experience in successfully guiding clients into these complex relationships. The JDA team knows how to work through:
- Scientific Dissemination – Sharing information with government, industry, or academia.
- Direct Application – Putting knowledge to work directly in the programs of the FAA or other agencies.
- Commercial Transfer – Sharing knowledge with other organizations, especially from industry, that can realize the commercial potential of new or improved technologies.
- Importing Resources – Bringing in outside technology in a cooperative effort to enhance FAA services.
ENCOURAGING NEWS: Planned R&D Budget for NARP $280,000,000
The EU ARIS program appears to be more focused on commercial development than NARP, which seems to emphasize research directed to better regulatory standards. Europe has a different perspective on government’s participation in industry (Airbus and several airlines have substantial government investment and several industries are or have been nationalized), but it is hard to comprehend if, for example, a new engine technology, what company gets to use this advanced concept?
WHETHER THE DIFFERENT FOCUS BETWEEN NARP AND ARIS MATTERS WILL BE SEEN IN THE NEAR TERM!!!
►►SPONSORED CONTENT FROM SESAR AND CLEAN AVIATION◄◄
Europe’s wake-up call: Invest in aviation research or lose ground
The region has long been a leader in aviation. However, the sector’s future position hangs in the balance — it is time to invest in research and innovation or risk falling behind.
June 16, 2025 5:00 am CET
AVIATION IS ONE OF EUROPE’S GREATEST INDUSTRIAL ACHIEVEMENTS — a sector that connects people, powers economies and drives technological leadership. It supports 15 million jobs and contributes €1.1 trillion annually to the EU economy. Europe leads the world IN CIVIL AIRCRAFT PRODUCTION AND AIR TRAFFIC MANAGEMENT (ATM) TECHNOLOGIES, accounting for 58 percent of the global market share in new civil aircraft and 47 percent of the order book as of 2024. Additionally, 70 percent of global airspace is managed by European ATM technologies.
The Below is research of data on CoPilot AI
Europe can be proud of this thriving industry — the result of decades of collaboration and sustained investment by both public and private partners. This technological leadership is a testament to Europe’s commitment to innovation and excellence. But imagine a world where Europe no longer leads in aviation: what would that mean for the flights we take, the jobs in our communities, and the technologies that make travel safer and cleaner? With the global race for technological leadership heating up, and other world regions investing heavily in future aviation, Europe risks falling behind. Europe’s aviation sector is under pressure. If we want aviation to remain a strong pillar of Europe’s competitiveness and sovereignty, we must act now — with long-term, coordinated investment in research and innovation (R&I).
This is the central argument of the AVIATION RESEARCH AND INNOVATION STRATEGY (ARIS): a new strategy that will be unveiled at today’s Paris Air Show and handed over to the European Commissioner for Sustainable Transport and Tourism, APOSTOLOS TZITZIKOSTAS. ARIS is a wake-up call, as it urges the EU to make aviation R&I a strategic priority in the next Multiannual Financial Framework.
A total funding of €66 billion is needed between 2028 and 2034 — with one-third (€22.5 billion) requested from the EU in dedicated funding and the remainder from member states and the private sector. To put that into perspective, €22.5 billion over seven years represents just 0.13 percent of the EU’s annual GDP. This is a modest price for a return on investment that is immense — in skilled jobs and technological leadership, but also critically in meeting Europe’s climate goals, securing global competitiveness, and reinforcing sovereignty and economic resilience in a rapidly changing world.
What makes ARIS unique is that it is not a top-down plan. It was drawn up by close to 100 of Europe’s top aviation leaders — a cross-section of manufacturers, airlines, air navigation service providers, airports, drone operators, small and medium-sized enterprises (SMEs) and start-ups, academia, and research organizations — facilitated by our two partnerships, the SESAR and Clean Aviation Joint Undertakings.
From hydrogen aircraft to digital air traffic systems, Europe has the solutions but not always the means to bring them to market. If we don’t bridge that gap, someone else will. Global competitors are already investing boldly in civil and defense innovation, accelerating market uptake, and pushing ahead with their own aviation ambitions. If Europe delays, others will shape the future of aviation without us.
To seize this moment, we would like to make the following recommendations to the European Commission:
FIRST, dedicate long-term EU funding to aviation R&I. This funding must span the full innovation pipeline — from upstream research at early technology readiness levels to technology maturation and demonstration on ground or in flight for technologies targeting new aircraft programs and ATM solutions.
SECOND, target EU funding to support not only research but also the industrialization and deployment of aviation technologies in operational service — both for aircraft and ATM technologies. Bridging the gap between research and market uptake demands targeted support beyond Technology Readiness Level 6 to enable scaling, synchronized deployment and the launch of new solutions in operations. This includes the development of aircraft programs, and the implementation of the ten strategic deployment objectives outlined in the European ATM Master Plan. Without such investment, the benefits of upstream R&I cannot be realized. This effort must be coordinated at the EU level, in partnership with member states and industry, to unlock technological and industrial leadership and meet Europe’s climate and competitiveness goals.
THIRD, foster collaboration across borders, sectors and technology readiness levels by closely aligning all European actors, academia, research organizations, SMEs, start-ups and industry with deployment and regulatory bodies. Early coordination with the European Union Aviation Safety Agency is key, as is collaboration with the defense sector for dual-use technology potential and with international partners to expand impact and market reach. Additionally, synchronized deployment of ATM innovations in line with the European ATM Master Plan needs to be ensured. By coordinating investment and policy, Europe can lead the world in aviation safety, efficiency and sustainability — and secure its technological sovereignty for decades to come.
Europe already has successful models for collaboration: the SESAR and Clean Aviation Joint Undertakings have shown what is possible when public and private actors join forces. What’s needed now is scale, speed, and long-term commitment.
The decisions being taken now, especially those regarding the EU’s next R&I framework, will determine whether Europe remains a leader in sustainable aviation or becomes dependent on others. The choice is ours.
Let’s not look back in a decade and realized we missed the moment. Let’s make the investments now that will secure Europe’s leadership for decades to come. We know what it takes — we now just need the political will to do it.
