The aircraft of 2035 is being designed now, and Europe is investing to shape what comes next. In July 2025, the European Commission proposed a €175 billion Horizon Europe programme for 2028-2034, naming clean aviation among its science-led ‘moonshot’ projects.
That figure is for the entire proposed research programme, not for aviation alone, and remains subject to negotiations. Its direction is clear: research should progress towards demonstration and industrial use.
The work is already moving. On 17 September 2026, the Clean Aviation Joint Undertaking approved €290 million in EU funding for 19 new projects, representing €664 million in total research effort.
The projects span hybrid-electric and hydrogen propulsion, aircraft design, noise reduction and other technologies, with work moving towards ground and flight demonstrations.
Pakistan must decide whether to watch the next generation of aviation technology take shape or build a place in the engineering, fuel and research networks behind it.
A Flying Power System
Clean aviation is often framed as a fuel problem. It is also an electrical engineering problem.
A hybrid-electric aircraft is a tightly integrated power system: generators, batteries or fuel cells must supply electric motors through compact, high-power networks. Every component has to meet strict limits on weight, heat, reliability and safety.
Aircraft developers are investigating high-voltage DC systems, advanced power electronics, thermal management, fault protection and fast control.
These challenges parallel those in modern electricity grids. HVDC links, converter control, DC protection and grid-forming systems all depend on related skills.
Pakistani universities and engineers can apply expertise in power electronics, energy storage, intelligent control and hardware testing to aviation, as well as renewable power and resilient grids.
The pathway is broader than electrification. More efficient engines and airframes can cut fuel use across much of the fleet.
Certified sustainable aviation fuel (SAF) can be used in existing aircraft and fuel systems within technical standards and blending limits. Hybrid-electric designs may serve regional routes.
Hydrogen could enable new aircraft concepts, but it requires new storage systems, airport infrastructure and large amounts of low-carbon energy. Battery weight, hydrogen production and safety challenges limit which aircraft and routes these technologies can serve.
Clean Aviation’s programme targets include around 30 per cent lower fuel burn for future short- and medium-range aircraft compared with 2020 technology.
With full use of SAF meeting the programme’s assumed lifecycle carbon reduction, its estimates indicate net CO2 reductions could reach about 86 per cent for these aircraft.
These are research targets based on specific assumptions, not guaranteed results. Hydrogen may eliminate CO2 emissions at the aircraft exhaust, but lifecycle impacts depend on how the hydrogen is produced. Hydrogen combustion can also produce other pollutants.
The transition needs measured performance, safety testing and certification, not just labels such as ‘zero emissions’.
Pakistan Has a Starting Point
Pakistan can approach clean aviation as an industrial opportunity, not only as a future aircraft buyer.
In Sheikhupura, SAFCO Ventures is developing a planned 200,000-tonne-per-year renewable fuels facility. ADB reports construction in progress, with outputs expected from FY2028 and outcomes from FY2030.
The facility will use waste-based oils and fats to produce SAF and other renewable products. ADB’s 2024 financing package was $86.2 million, and IFC has also announced support.
Shell has agreed to buy up to 145,000 tonnes of SAF annually once the facility is complete.
These are planned capacities, not current production. Impact depends on completing the facility, securing feedstock, meeting fuel standards and proving lifecycle savings.
Used cooking oil and other residues can support a circular economy, but collection, contamination, competing uses and transport costs limit reliable supply.
Agricultural residues need separate feasibility studies and safeguards because they may already support food production, soil health or livelihoods.
Pakistan also has engineering assets that could be assessed for civilian aerospace supply chains.
Pakistan Aeronautical Complex at Kamra has experience in aircraft production, maintenance, testing and manufacturing processes. Those capabilities may offer a foundation for selected components, tooling, inspection services or engineering work.
Military production experience does not automatically qualify a supplier for international civil aircraft programmes. Any move into those markets would require customer-led investment in civil certification, quality assurance, traceability and process approval.
A focused qualification plan is more credible than promises to build a complete passenger aircraft.
A Practical Clean Aviation Programme
Pakistan can begin with airline efficiency.
Carriers, aviation authorities and researchers should establish comparable fuel-use and operational measures while protecting commercially sensitive data.
Better flight planning, maintenance monitoring and air-traffic coordination should be assessed before public resources go to speculative technologies.
Fleet renewal should be judged by lifetime fuel use, maintenance, route suitability and financing. Public support should depend on independently verified benefits.
Next, the government should bring aviation, energy, agriculture, finance and research institutions together around a national SAF roadmap.
It should set clear rules for feedstock collection, fuel quality, lifecycle emissions and sustainability certification.
Airlines and fuel suppliers can help provide credible demand signals, while development partners can help finance early infrastructure, with support tied to performance and safeguards.
Airports should assess their future needs for electricity, storage, efficient ground operations and, where justified, hydrogen handling. Planning should match credible demand and infrastructure requirements.
Research partnerships can link Pakistan’s needs with international expertise in power systems, thermal management, materials, fuel testing and emissions measurement.
Pakistani organisations should build European consortium links around a defined technical contribution and check each call’s eligibility and funding rules.
The proposed 2028-2034 programme’s detailed calls have not yet been published.
The clean aviation moonshot will be judged by what can be demonstrated: safe aircraft, verifiable lifecycle emissions reductions and durable industrial value.
Pakistan does not need to lead every breakthrough or bet its aviation future on a single technology.
It can improve airline efficiency, develop a traceable SAF supply chain, qualify engineering capabilities for civilian markets and train people in advanced power systems.
Europe is building the next flight technology networks now. Pakistan should be ready to contribute to them.
This writer can be reached at habib_rahman_habib786@yahoo.com.
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