D: Let us start by introducing yourself, what you do in the aerospace industry, and how you got there?

FK: I was born in Africa, studied in Belgium and the United Kingdom, and then came to Canada in 1982. I joined Canadair, which became Bombardier, as an aerodynamicist doing numerical aerodynamics. From then on, I went into experimental aerodynamics and then into aerodynamic design.

For 25 years, I was involved with the design of most Bombardier jets and spent the last 15 years of those  as Chief of Aerodynamics, responsible for the aerodynamic definition of those airplanes. This was an exciting job theoretically, in terms of CFD, computational fluid dynamics, and experimentally – we spent thousands of hours validating our designs in the wind tunnel.

In 2007, I was asked to take over as the Director of Strategic Technology at Bombardier, so I was looking not just at aerodynamics but all disciplines. We were developing fly-by-wire technology, composite wing, composite fuselage, more electric aircraft, all technologies that found their way on the C-Series (now the A-220) and the Global 7500. Since March last year, I have been on loan from Bombardier to Aéro Montréal, working to build the Montreal Aerospace Innovation Zone.

D: Since you started at Bombardier in 1982, what has been a career highlight? What inspired you  

FK: The one moment that stands out to me would be when I became responsible for the aerodynamic design of Bombardier’s Global Express. I was responsible for the complete aerodynamics of the Global Express. To this day, it is one of the best projects I have worked on. I’m very proud to say that it is one of the most beautiful “birds in the sky”.  

D: Where do you see the industry going? What emerging trends do you think will become focal points for future development?

FK: The most crucial factor today for the industry is the environment. We used to design airplanes for performance and costs. We wanted them to go faster, further, higher. But now we are designing for performance, cost and environment. The whole industry has pledged to go to zero net carbon by 2050. Every new design today is being looked at from the angle of decarbonization. We are looking at areas of technology to make airplanes of the future a lot more efficient and environmentally friendly. In the last four years, aerospace has improved on average one and a half to 2% every year in fuel burn, so we are steadily improving. Maintaining the number of airplanes flying today with old technologies is not sustainable. Technology has taken us here, and technology will take us to something cleaner.

[The most crucial factor today for the industry is the environment. We used to design airplanes for performance and costs. We wanted them to go faster, further, higher. But now we are designing for performance, cost and environment]

D: What does decarbonization of the industry look like?

FK: The main piece of achieving lower carbon emissions is alternative fuels. If you design new technology today, it will go into new airplanes, however, there are 30,000 planes flying today, using old technology. The only thing that can reduce their net carbon is replacing hydrocarbon fuel with alternative fuel. Now, there is technology to produce fuel by taking hydrogen and mixing it with CO2 captured from the atmosphere. But it does require a lot of energy. For the process to have a net carbon reduction, the energy must be green – either solar, electric, or generated from hydroelectric power.

D: What advances are needed to make alternative fuels a staple in air travel? What’s the industry’s current scope to use alternative fuels?

FK: The first step is to make sure that all airplanes can fly with alternative fuels, and then we must make alternative fuels commonplace. Second, we need to increase the quantities produced and reduce the price because alternative fuels are still considerably more expensive than traditional fuels. Aerospace is pushing for several different alternative fuel sources that come from many small producers close to the airports they are going to serve. There cannot be a prominent place where power sources are produced because you would have to transport them in tankers that would create more carbon. Having a high number of entrepreneurs making alternative fuel is the goal, and as the quantities increase, production will be better, and the prices will come down.

D: Has the pandemic impacted timelines? Can this be achieved by 2050?

FK: Yes! In two ways. A good impact is that everybody stopped flying, and the emissions did not increase as much as predicted, which is good for the planet. But on the other hand, there were massive financial losses for the aerospace industry, which prevented investment in new technologies. Due to the environmental imperative, governments have been pitching in and helping the industry restart because it is an essential service for the population to move and for the future.

D: Canadian aerospace is a significant global player, and the synergies between Quebec and Ontario play an important part in continuing to grow the industry. How can DAIR help the Canadian industry plays to its strength?

FK: Between Quebec and Ontario, you’re looking at 80 to 85% of the aerospace industry in Canada. One important thing is that we get access to talent, expertise, and equipment where it is. DAIR partners have a set of skills, expertise, and equipment that complement the ones found in Montreal. If we both want to move fast and increase competitiveness, we need to encourage collaboration between our provinces. From what I’ve seen, there is no question that we will be able to become very complementary in catalyzing and optimizing the talent pool and abilities in Ontario, Quebec and in Canada.

[DAIR partners have a set of skills, expertise, and equipment that complement the ones found in Montreal. If we both want to move fast and increase competitiveness, we need to encourage collaboration between our provinces. From what I’ve seen, there is no question that we will be able to become very complementary in catalyzing and optimizing the talent pool and abilities in Ontario, Quebec and in Canada]

D: After four decades working in the aerospace industry, do you have any words of wisdom to share with young people in aerospace or thinking about a career in aerospace and aviation?

 FK: There was never a better moment to join this industry than now. Up to a few years ago, aerospace was fairly mature; all the technologies were well understood. It was just a matter of the companies being more efficient at producing airplanes to meet the demand. But now, with this environmental twist, all the traditional technologies are put back into question. For example, the turn towards electrification, advanced urban mobility, and green hydrogen does not include traditional players; all these are new players with a common denominator, lower impact on the environment.

If young people can get a stage in industry, they will find that it’s more interesting than what they see from the outside. Much of the work we do is confidential. What gets communicated to the public is 10% of the fascinating things we do. So, I would advise young people to try working with DAIR or any other organization to get that stage in one or other companies in the sector. Once you’re in, you can see and judge for yourself how interesting it is.

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