Universal Hydrogen, a high-profile startup developing zero emission aircraft propulsion systems, has collapsed, despite multiple big-name investors. The California-based company was developing a novel modular fuelling system through which canisters of hydrogen would be delivered to airports and loaded directly onto the aircraft they would power, negating the need for fixed fuelling infrastructure. But late last week the company’s President, Mark Cousin, wrote to shareholders to advise that due to insufficient funding, the company would be shut down. “While we have been pursuing new capital for some time and evaluating various strategic options, we have been unsuccessful in closing any new investment,” he said. “Therefore our board has made this decision.”

An industry executive familiar with Universal Hydrogen said the company had been too ambitious in developing both hydrogen supply and zero emission propulsion systems when its main competitor, ZeroAvia, was focused purely on making hydrogen-electric powertrains to replace fossil-fuelled engines in existing aircraft. The executive said Universal should have concentrated on just one of those objectives to accelerate certification but predicted the company’s technology could still be acquired and refined by other zero-emission aviation aspirants.

The Universal Hydrogen business plan was built on the premise that there was insufficient hydrogen refuelling infrastructure at airports and existing technology was too slow to efficiently fuel aircraft. The company promoted itself as a plug-and-play solution that did not rely on airports providing hydrogen fuelling infrastructure and was targeting 2026 for its product’s entry into service. It raised around $100 million in funding from big-name partners including Airbus Ventures, American Airlines, JetBlue Ventures, GE Aviation and Toyota Ventures, but still needed more to progress certification. It never came.

The company had said its mission was “… building a flexible, scalable and capital-light approach to hydrogen logistics by transporting it in modular capsules over the existing freight network from green production sites to airports around the world.” It was also developing and testing conversion kits to retrofit existing regional aircraft with hydrogen fuel cell powertrains.

In addition to retrofitting turboprop aircraft with zero emission propulsion systems and reconfiguring them to carry hydrogen fuel pods, Universal Hydrogen said orders for its conversion kits would also include an agreement to supply hydrogen fuel services for the aircraft. 

Co-founder Paul Eremenko, a former chief technology officer of both Airbus and United Technologies Corporation and a member of the board of Embraer’s Eve Air Mobility, left the company in April.

Members of the Universal Hydrogen strategic advisory board include Tom Enders, a former Airbus CEO and current board member of Lufthansa, Linde and German air taxi developer Lilium; Patrick de Castelbajac, whose previous roles include chief strategist for Airbus, CEO of ATR and CEO of the world’s biggest regional aircraft lessor, Nordic Aviation Capital; Roei Ganzarski, a former CEO of the electric powertrain manufacturer MagniX and executive chairman of Eviation Electric Aircraft; Dr Lourdes Maurice, a former US representative on the ICAO Committee on Aviation Environmental Protection and FAA Chief Scientist for Environment and Energy; and Carl Burleson, a former deputy administrator of the FAA.

Universal’s Mark Cousin was previously SVP Flight Demonstrators for Airbus and technical director of the Beluga XL freighter programme.

Last year, the company performed what it claimed was the world’s first flight by a large turboprop plane powered by hydrogen fuel cells, a converted Dash 8-300 commuter aircraft which it named Lightning McClean. The company was targeting eventual conversion of the competing European regional airliner, the ATR 72, once the novel containerised hydrogen system received regulatory approval.

But there have been growing doubts about the viability of the Universal Hydrogen business model, as the speed of hydrogen fuelling technologies continues to improve and as airports increasingly look to produce green hydrogen on site or nearby.

As well, the complexity and likely cost of the Universal Hydrogen conversions was coming under scrutiny, as the carriage of hydrogen canisters required a large new compartment in the rear of the aircraft and the addition of a wide cargo door to enable loading and unloading of canisters – a major structural rearrangement not dissimilar to the conversion of former passenger jets into freighters.

Industry insiders said this would not just be an expensive engineering process but also would most likely increase the certification cost and timeline. Reconfiguration would also reduce the number of passenger seats on each aircraft, impacting their expected economics.

There are also increasing concerns across the industry about the high number of sustainable aviation concepts competing for limited investor funds, and growing fears about the future of sustainable aviation incentive programmes and policies in the US. A potential return to power by climate-sceptic Donald Trump in November has led to speculation that current federal incentives under the Inflation Reduction Act to support aviation decarbonisation might be curtailed or even axed.

“Universal Hydrogen needed to be restructured around a new, more viable business model,” said an industry insider familiar with the company’s crisis. “While the technology is sound, the business model is flawed. The company was trying to be too many things – both an aircraft conversion company and a hydrogen company.

“Whereas ZeroAvia will make money on conversions, Universal Hydrogen was going to make the majority of its money on future hydrogen sales, something that investors highly discounted, versus making money on converting the base of around 1,000 ATRs flying today that could be converted.”

However, the official added: “Given how advanced the technology is, it is highly likely that the assets of Universal will be acquired and the conversion process continued to certification, perhaps even streamlined with now the prospect of fixed hydrogen tanks that should speed up the certification process.” 

Jon Gordon, a co-founder of Universal Hydrogen and formerly its General Counsel and Head of Strategic Partnerships and Government Affairs, departed the company several weeks ago to commence a new role as Chief Commercial Officer and General Counsel at Ecolectro, an emerging producer of green hydrogen.

But in a personal post on LinkedIn, he said: “Despite everyone’s best efforts, UH2 proved unable to secure additional funding to move forward. Perhaps we were just too early. Perhaps we couldn’t convince the world that hydrogen, and not just SAF, are necessary for the future of aviation. Time will tell.

“Nonetheless, I’m incredibly proud of what we achieved, and grateful to the hundreds of engineers and investors that supported our efforts. It was nothing short of heroic. We demonstrated the feasibility of hydrogen aviation at a commercially significant scale with 13 successful flights. We obtained Phase 1 certification from the FAA and garnered interest from 17 airlines across 12 countries. We did this together.

“Now it’s up to ZeroAvia and Val Miftakhov (its founder and CEO), Airbus and Glenn Llewellyn (VP Zero Emission Aircraft at Airbus) to bring hydrogen aviation to fruition. You can bet I am cheering them on. Our future may depend on it.”

Photo: Universal Hydrogen

Tony Harrington

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The transition to hydrogen-fuelled flights, initially on regional air routes, has received a double boost, with major milestones announced by two leading powertrain developers, ZeroAvia and Universal Hydrogen. Both companies are developing hydrogen propulsion systems to replace fossil-fuelled engines in existing commuter planes and are progressing flight test programmes. ZeroAvia has just secured additional funding  from 10 investors, jointly-led by Airbus, Barclays Sustainable Impact Capital and Saudi Arabia’s NEOM, to progress certification of its entry-level ZA600 powertrain, designed to retrofit 9-20 seat commuter planes. Airbus and ZeroAvia will also collaborate on key technical issues to help achieve certification of hydrogen propulsion. In the US, the Federal Aviation Administration (FAA) has accepted an application by Universal Hydrogen for a Supplemental Type Certificate (STC) to convert ATR72 regional turboprops to hydrogen propulsion, and has provided essential documentation for the certification process.

ZeroAvia is developing a family of hydrogen-electric engines that use hydrogen in fuel cells to produce electricity, which then powers electric motors to spin the aircraft’s propellors. Airbus, Barclays and Saudi Arabia’s NEOM were joined in the latest investment round by Breakthrough Energy Ventures, Horizons Ventures, Alaska Airlines, Ecosystem Integrity Fund, Summa Equity, AP Ventures and Amazon Climate Pledge Fund.

First-stage flight testing of the ZA600 protype was completed recently and ZeroAvia is now undertaking final design work required to achieve certification, targeting entry into service in 2025. As well as supporting this programme, supported by two converted Dornier 228 testbed planes, the additional funding will help progress development of the company’s next engine, the ZA2000, a 2-5.4MW powerplant designed for use on larger aircraft. ZeroAvia is converting a 76-seat Dash 8-400 turboprop, formerly operated by Alaska Airlines, for use as a demonstrator aircraft, and aiming to flight test this engine concept next year. 

Airbus, a leading proponent of hydrogen-powered aircraft, has additionally agreed to collaborate with ZeroAvia on certification approaches for the propulsion systems, focusing on key technical areas including liquid hydrogen fuel storage, ground and flight testing of fuel propulsion systems, and development of refuelling infrastructure and operations for hydrogen-powered planes. Both companies are already working with partners including major and regional airports on operational challenges including transportation, storage and delivery of hydrogen fuel.

Through its ZEROe aircraft programme, in which fuel cell systems are a key element, Airbus recently conducted ground tests with a hydrogen engine concept at 1.2MW power. By the late 2020s, it will use A380 research aircraft to commence flight testing of hydrogen propulsion concepts as part of its own ambition to introduce a new zero-emission airliner into commercial service by 2035. 

ZeroAvia’s founder and CEO, Val Miftakhov, welcomed the Airbus investment as a strong endorsement of his own company’s progress in hydrogen propulsion. “Anybody following the development of hydrogen aviation, and its potential to transform the industry, will see this investment as a positive step,” he said. “Airbus has led the way with its zero-emission vision and a commitment to extensive research and development programmes. For ZeroAvia to now have investors such as Airbus coming on board is the strongest possible validation of the prospects for hydrogen-electric propulsion technology.” 

Glen Llewellyn, Airbus VP, ZEROe Aircraft, said ZeroAvia’s success in flight-testing fuel cell propulsion, and hydrogen storage and distribution systems on its Dornier 228 research aircraft, had put the company in a strong position to advance its technologies. “In addition,” he said, “ZeroAvia is supporting the development of a wider hydrogen ecosystem for aviation – technologies, decarbonised hydrogen supply and certification of hydrogen propulsion systems – which all complement well with our own ambition to bring ZEROe hydrogen-powered aircraft to service by 2035.”   

Repeat investor Barclays said green hydrogen was a leading decarbonisation pathway for hard-to-abate sectors including aviation. “Our Sustainable Impact Capital portfolio is one of many ways in which Barclays is supporting green-tech companies to innovate and scale, recognising that doing so at speed is crucial for a timely transition to net zero,” explained Andy Challis, the company’s Co-Head of Principal Investments. “ZeroAvia has shown that with ambition, technological innovation and the right support from both the public and private sector, it is possible to scale and implement such hydrogen technologies at pace, as evidenced by the ZA600 moving ever-closer to commercial flight.”

Saudi Arabia’s NEOM, the other lead investor in ZeroAvia’s latest funding round, said it was committed to maximising the use of renewably-produced energy. “Developing a green hydrogen future is central to NEOM’s Mission,” said Majid Mufti, Managing Director of the NEOM Investment Fund. “Participating in this venture with ZeroAvia was a natural choice for us.” 

Over in California, Universal Hydrogen has developed a modular system in which capsules of hydrogen are transported to airports, then loaded onto the aircraft they will power, eliminating the need for dedicated airport fuelling infrastructure.

The start-up commenced flight tests earlier this year of its 40-seat Dash 8-300 testbed ‘Lightning McClean’, the largest fuel-cell powered aircraft to fly. It expects its test and certification programme to take two years, and is targeting 2025 for entry into service of larger ATR72 turboprop aircraft, powered by its containerised hydrogen fuel.

The company has now secured key documentation from the FAA to establish certification criteria, as part of its plan to convert conventionally-powered ATR72s to use portable liquid hydrogen modules to power a fuel cell-electric propulsion system.

The FAA has accepted Universal’s application for a Supplementary Type Certificate (STC) to convert ATR aircraft, and has granted a G-1 Issue Paper, a key step in developing certification criteria that includes development of airworthiness and environmental standards which the converted ATR would need to meet. As well as the new propulsion system, the Universal Hydrogen conversion also requires structural changes to aircraft to load and accommodate the hydrogen fuel canisters.

Like ZeroAvia, Universal Hydrogen is well backed by highly-credentialled investors including Airbus Ventures, GE Aviation, JetBlue Ventures, American Airlines, Toyota Ventures and a mix of green energy and sustainable finance partners. Among its customers is US start-up carrier Connect Airlines, which has announced orders for 75 ATR72 conversion kits and options for 25 more.

“I believe we have an industry first here,” said Mark Cousin, Universal’s President and CTO. “We appreciate our responsibility to ensure the airworthiness certification criteria that are established set a positive precedent for the rest of the nascent hydrogen aviation industry.”

Universal Hydrogen advisor Carl Burleson, a former Acting Deputy Administrator of the FAA, added: “For something as novel as hydrogen-powered airplanes, establishing the certification basis is a critically important milestone in the certification process. This is the culmination of nearly two years of effort between Universal Hydrogen and the FAA on this trailblazing project, which represents a key part of the solution set to help address the aviation industry’s commitment to a zero-carbon future.”

Image: In August, new Canary Islands operator Surcar Airlines selected ZeroAvia’s ZA600 hydrogen-electric engines to retrofit a Twin Otter seaplane variant

Editor’s note: Both Airbus and ZeroAvia will be talking about the latest developments in hydrogen-powered aircraft technology at the Aviation Carbon 2023 conference, co-organised by GreenAir and taking place in London on November 6/7.

Tony Harrington

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UK commuter plane manufacturer Britten-Norman and hydrogen propulsion developer Cranfield Aerospace Solutions (CAeS) have announced their intention to merge their businesses, initially to create a fully-integrated zero-emission aircraft for entry into service by 2026. Britten-Norman makes the iconic Islander aircraft, a popular nine-seat commuter plane, while CAeS is pioneering hydrogen-electric fuel cell technology. The two have signed a Heads of Terms Agreement to merge by mid-year, in response, they say, to increasing demand from airlines and other operators wanting to switch to zero-emission aircraft that are backed by an OEM. Their announcement coincides with the rapid expansion of hydrogen powertrain retrofit programmes by ZeroAvia and Universal Hydrogen, and further progress elsewhere in electric and hybrid-electric aircraft development.

Britten-Norman and CAeS have been working together for more than two years on Project Fresson, through which they have been developing technologies needed to enable a hydrogen propulsion system for Islander aircraft. The project has been supported by funding from the UK government through the UK Aerospace Technology Institute, as well as more than £14 million ($17.5m) in private investment funds.

“By combining CAeS’s pioneering development of a hydrogen-electric fuel cell propulsion system with the existing and proven Britten-Norman aircraft technology, a clear and unambiguous route to market has been created with certification for passenger-carrying service planned for 2026,” said the companies on the planned merger.

The new, yet-to-be-named company will bring together investors from both businesses to progress the new integrated aircraft programme, which they intend to evolve from the initial commuter plane to an all-new zero-emission 100-seat aircraft.   

Once the merger is finalised, three CAeS investors, HydrogenOne Capital Growth, Safran Corporate Ventures and UAE-based investment company Strategic Development Fund will invest up to £10 million in the new business. Up to half will come from HydrogenOne, which is leading this funding round. As well, CAeS backers Cranfield University and US-based technology investor Motus Ventures will have shares in the new entity. They will be joined by Britten-Norman’s owners, including lead investor Alawi Zawawi. Further funding is also being raised to support the new company’s growth.

Cranfield Aerospace CEO Paul Hutton said the merger would accelerate his company’s plans to introduce an all-new zero emissions aircraft. “As other sectors decarbonise quickly, it is imperative that the aviation industry accelerates its own transition to new, clean aircraft,” he said. “Looking to the future, we will use the combined experience of Cranfield Aerospace and Britten-Norman to produce an entirely new aircraft design, optimised around hydrogen fuel cell technology.”

Britten-Norman specialises in twin-engine piston and turboprop short take-off and landing (STOL) aircraft, and has exported 97% of the 1,300 aircraft it has manufactured. “The merging of Britten-Norman and Cranfield Aerospace Solutions will create a new market leader in green aircraft manufacturing, bringing together joint strengths in aerospace manufacturing, certification and innovation,” said Britten-Norman’s CEO, William Hynett.

The companies said their merger would also produce the first OEM sub-regional aircraft powered by hydrogen, providing significant employment in low-or-zero emission aircraft manufacturing in the UK and boosting the country’s aerospace exports. The combined entity will incorporate seven sites in London, Cranfield, Gosport, Isle of Wight and Southampton in the UK and in Malta and Miami, with around 220 people employed.

The Britten-Norman merger with CAeS coincides with accelerated testing of two retrofit hydrogen powertrain systems for larger turboprop aircraft, one by joint US-UK company ZeroAvia, the other involving US-based Universal Hydrogen. ZeroAvia is currently testing a hydrogen powertrain prototype on a 19-seat Dornier 228 testbed aircraft and has just take delivery of a Q400 aircraft decommissioned by Alaska Airlines, to be converted to a testbed for a hydrogen propulsion system to power 40-80 seat planes (see article). Universal Hydrogen has also started test flights of a Q300 aircraft, retrofitted with portable hydrogen capsules. Universal’s system enables the transfer of containerised hydrogen pods directly to the aircraft they will power, without the need for separate airport infrastructure.

The shift towards all-electric or hybrid-electric commuter planes is gathering pace, with UK-based lessor Monte Aircraft Leasing the latest customer for the nine-seat Eviation Alice, signing a letter of intent to acquire up to 30 of the twin-engined, all-electric aircraft, which offers a 250 nautical mile (463 kilometre) range and a maximum speed of 480 kph. Monte is a specialist provider of low-or-no emission regional aircraft and supporting infrastructure. The order is the second this year for Eviation, which recently secured another 30-plane deal from Mexican regional operator Aerus.

Another US-based start-up, Odys Aviation, has just secured funding from Abu Dhabi-based aviation advisory group Knighthood Global, whose Chairman, former Etihad CEO James Hogan, and one of Knighthood’s partners, former KLM CEO Camiel Eurlings, will also serve on the Odys advisory board. They join the US Air Force as an investor in this Californian company, which is also competing in the nine-seat commuter aircraft market, but with a high-speed, long-range, hybrid-electric vertical take-off or landing (VTOL) plane. Although it has similar capacity to the Eviation Alice and the hydrogen-electric Britten-Norman Islander, the Odys craft will have vertical take-off and landing capacity, using flap-based thrust vectoring rather than swivelling engines to achieve lift, and enabling it to use airports, heliports or vertiports.

Its hybrid-electric powertrain will also enable it fly up to 320 kilometres on electric power, or just over 1,200 kilometres using a mix of electric and conventional gas turbines, which can be powered by sustainable aviation fuel. It is also designed to fly at up to 30,000 feet and speeds of up to 555 kph, powered by 16 propeller motors attached to a box-wing.

“Our plans are revolutionary, bridging the gap between existing technology and fully electric aviation,” said James Dorris, co-founder and CEO of Odys Aviation. “By collaborating with Knighthood, we will expand our depth of industry experience and market reach to travellers, operators and investors around the world.”

Knighthood Chairman James Hogan said his company’s investment provided an exciting opportunity to participate in development of more sustainable air travel. “Air taxis miss the mark,” he said. “Odys is developing sustainable VTOL aircraft to cut the travel time in half on busy travel corridors and create a new era of aviation untethered from runways and large airports.”

South Korean Advanced Air Mobility service provider MintAir recently signed a letter of intent to acquire 30 of the aircraft.

Image: Britten-Norman/CAeS

Air New Zealand has named Heart Aerospace, Embraer and Universal Hydrogen as new partners in its Mission Next Generation Aircraft accelerator research programme to help identify low-or-no emission technology to replace or upgrade its fleet of 23 Q300 turboprop aircraft. The companies will join Airbus and turboprop manufacturer ATR as long-term partners for the airline as it seeks not only a sustainably-powered regional aircraft from 2030 but also clean energy and infrastructure. Also joining the programme is the Robinson Research Institute of New Zealand’s Victoria University, a specialist in superconducting technologies, which will help Air New Zealand to evaluate and validate new propulsion technologies. More than 30 aircraft developers responded to a call by the airline in late 2021 for ideas and insights to guide the transition of its short-haul fleet to more sustainable aircraft, with an aim to fly its first commercial demonstrator flight by 2026.

“This isn’t about selecting a new aircraft,” said the airline’s Chief Sustainability Officer, Kiri Hannifin. “It’s about growing our collective understanding to advance a new era of travel.

“Through our partnerships with Airbus and ATR, we’ve been able to deepen our understanding of the impact green hydrogen and battery-hybrid aircraft may have on our network, operations and infrastructure, as well as the opportunities and challenges of flying low and zero-emissions aircraft in New Zealand. Adding Universal Hydrogen, Embraer and Heart Aerospace will broaden our knowledge of the technologies being developed for potential future aircraft.”

The latest partners are developing or considering a range of zero-emission alternatives to current fossil-fuelled regional aircraft. Heart Aerospace is targeting 2028 to introduce into service the ES-30, a battery-electric regional plane, while Embraer is assessing hybrid-electric, fully electric and hydrogen fuel cell concepts for introduction between 2030 and 2035. Universal Hydrogen is developing a dual programme, in which existing aircraft are modified to use capsules of hydrogen fuel, which are transported to airports and loaded directly onto the planes they will power, instead of using fixed refuelling infrastructure.    

The Heart Aerospace ES-30 is designed to deliver flexible range and capacity to meet various regional airline requirements while producing zero emissions. With a standard seating capacity of 30 passengers, Heart says the aircraft will have a fully-electric flight range of 200 kilometres or an extended range of 400 kilometres using a reserve hybrid engine powered by sustainable aviation fuel, and will even stretch to 800 kilometres with 25 passengers. As well as major customers including United Airlines, Mesa Air Group and Air Canada, New Zealand regional operator Sounds Air also plans to introduce the ES-30. “We firmly believe that the collaborative approach is the only way to ensure that we have a sustainable future for aviation,” said Heart’s CCO Simon Newitt.

Arjan Meijer, CEO of Embraer Commercial Aviation, welcomed his company’s selection by Air New Zealand as a long-term partner in the Mission Next Gen Aircraft programme and said the airline had also agreed to join Embraer’s Energia Advisory Group, a collective of airlines, aircraft lessors, manufacturers and other aviation stakeholders consulting on the development of a new sustainable aircraft model. As well as smaller regional fleets, the Energia project is examining future sustainable aircraft seating up to 50 passengers.

“As the global leader in regional aircraft, Embraer is ideally positioned to bring disruptive technologies to smaller aircraft first,” said Meijer. “Air New Zealand, operator of a large, complex and diverse regional network, is the perfect collaborator, and we’re proud to be part of this initiative. Smaller regional aircraft are going to be the first platforms on which new fuel and propulsion systems can be introduced effectively. Embraer looks forward to contributing to Air New Zealand’s initiative and adding their expertise and requirements to Embraer’s Energia project.”

Universal Hydrogen said its modular strategy sidestepped the need for new refuelling infrastructure at airports, enabled faster fuelling of aircraft and reduced transfer losses throughout the hydrogen delivery chain. “We are pleased that Air New Zealand, one of the largest turboprop fleet operators in the world, has endorsed our hydrogen retrofit solution and infrastructure-light modular fuel delivery system,” said Paul Eremenko, CEO and co-founder of Universal Hydrogen. “We look forward to a fruitful collaboration that will help launch a new golden age of aviation.”

Its selection as a partner in the Air New Zealand programme coincided with Universal’s approval by the US Federal Aviation Administration to operate the first flight of its hydrogen-powered testbed aircraft – a converted Q300, the same type that the airline wants to replace or re-power.  The FAA has granted Universal a special airworthiness certificate in the ‘Experimental’ category, clearing the way for the prototype, dubbed ‘Lightning McClean’, to commence test flights at Grant County International Airport in Moses Lakes, Washington.  

The prototype aircraft has just completed its first taxi tests to assess ground handling qualities and the performance of the megawatt-class hydrogen fuel cell powertrain fitted in one of its engine nacelles. This powertrain is in a similar configuration to Universal’s first product, a conversion kit for ATR 72-600 turboprops, a type which Air New Zealand also operates. The Universal Hydrogen powertrain does not use a hybrid-battery system, instead transmitting power directly from hydrogen fuel cells to the electric motor, reducing the weight and lifecycle cost of the powerplant, which the company expects to be certified and in commercial service by 2025.

“We are simultaneously providing a pragmatic, near-term solution for hydrogen infrastructure and delivery, as well as for converting existing passenger aircraft to use this lightweight, safe and true zero-emissions fuel,” said Eremenko.

In December, Air New Zealand announced an initial list of partners for the programme, featuring new regional aircraft concepts representing electric, green hydrogen and hybrid propulsion options. The four partners are electric aircraft manufacturers Eviation and Beta Technologies, hybrid-electric developer VoltAero and Cranfield Aerospace, which is developing hydrogen-hybrid concepts.

With a fleet of 29 ATR 72-600 aircraft, Air New Zealand is the world’s third-largest ATR operator and the two companies say they are “deepening their existing partnership to accelerate aviation decarbonisation”. The aircraft manufacturer has launched a feasibility study on its next-generation ATR ‘EVO’ family concept, a two-engine turboprop that can be powered by 100% SAF and incorporating new propellers and enhanced cabin and systems. ATR aims to launch the programme this year and anticipates entry into service by 2030.

“ATR fully shares Air New Zealand’s ambition to accelerate the transition towards net-zero carbon emissions. Having worked together since 2018 to explore new propulsion technologies and their impact on operations and infrastructure, we are now taking this partnership to the next level,” said Nathalie Tarnaud Laude, ATR’s CEO. “With Mission Next Gen Aircraft, we will be supporting the airline in every step of this challenging adventure in investigating disruptive innovations to turn our commitments into tangible reality.”

Responded Hannifin: “Through our partnerships with Airbus and ATR, we’ve been able to deepen our understanding of the impact green hydrogen and battery hybrid aircraft may have on our network, operations and infrastructure, as well as the opportunities and challenges of flying low and zero emissions aircraft in New Zealand. Working with the world’s leading innovators is critical to addressing the climate crisis.

“These partners were selected because they are taking action now to progress decarbonising the aviation industry.”

Image: Heart Aerospace ES-30

American Airlines has announced a strategic investment in distribution and logistics group Universal Hydrogen, the airline’s second hydrogen propulsion partnership in just a few months. Universal Hydrogen offers modular hydrogen capsules transported directly to airports for loading onto the aircraft they will fuel, eliminating the need for fixed fuelling infrastructure. Test flights are expected to begin by the end of this year using a DHC Dash 8-300 testbed aircraft, with deliveries of Universal’s hydrogen fuel capsules expected to commence from 2025, initially for regional planes but with plans to progress to larger single-aisle aircraft. In August, American invested in hydrogen powertrain company ZeroAvia and signed an MoU to acquire up to 100 of its ZA-2000RJ hydrogen-electric engines to retrofit regional jets.  American’s investments in Universal and ZeroAvia coincide with the growing interest in hydrogen propulsion. Last month, Universal announced a Danish collaboration with regional carrier DAT and energy production and distribution company Everfuel for zero-emission domestic flights.

Commenting on its Universal deal, American Airlines CFO Derek Kerr said: “This technology has the potential to be a game-changer on the industry’s path to zero-emission flight. As the world’s largest airline, American has a responsibility to exercise leadership in making aviation sustainable. Our investment in Universal Hydrogen represents a vote of confidence for green hydrogen as a key element of a sustainable future for our industry.”

American said the move made it the first airline in the US to make two direct investments focused on the development of both hydrogen-electric propulsion technology and the future of hydrogen distribution logistics, and supported its science-based targets to reduce greenhouse gas emissions by 2035 and the commitment to net zero GHG emissions by 2035.

Paul Eremenko, co-founder and CEO of Universal Hydrogen, stated the company was collaborating with strategic investors to make hydrogen propulsion “a near-term commercial reality” for the airline industry. In addition to American, its shareholders include Airbus Ventures, GE Aviation and Toyota Ventures. “This move by American is a strong signal that customers want a true zero-emissions solution for passenger aviation and are willing to back tangible, pragmatic steps to get there quickly,” he said.

Universal Hydrogen expects to begin fuel deliveries for retrofitted regional aircraft in 2025, with plans to progress to larger, single-aisle planes, initially providing auxiliary power from the late 2020s, and graduating to primary fuel by the mid-2030s.  “Because these segments represent two-thirds of aviation emissions, and with green hydrogen being a true zero-carbon fuel, these advances put aviation on a path to meet Paris Agreement emissions targets,” the company said.

By the end of 2025, zero-emission flight using clean hydrogen is expected in Denmark, following the collaborative agreement by DAT, Everfuel and Universal Hydrogen, which aims to bring into service hydrogen-powered, 56-seat ATR 72-600 regional aircraft on DAT routes in Denmark, with a goal of converting all of DAT’s domestic routes to zero-emission flights by 2030. Universal Hydrogen will provide fuel services to supply green hydrogen produced by Everfuel using its modular capsules without needing changes to existing airport infrastructure. Based in Herning, Denmark, Everfuel will produce the green hydrogen for the partnership using renewable energy at its first power-to-X plant in Frederica.

The collaboration was announced simultaneously with a request for tender by the Danish government to develop zero-emission commercial flights in the country.

“Collectively, DAT, Everfuel and Universal Hydrogen possess the expertise needed to achieve Denmark’s ambitious target of achieving not just net zero but true zero emissions commercial flight as early as 2025,” said Eremenko. “DAT’s domestic network is a perfect early application for hydrogen fuel, and with the support of Everfuel, we can rapidly develop a complete hydrogen ecosystem in Denmark to usher in a new golden age of aviation built on clean flight.”

Meanwhile, ZeroAvia has entered into a joint development agreement with aerospace group Textron Aviation to support the development of hydrogen-electric powertrains for Cessna Grand Caravan 208B commuter planes. Through this partnership, ZeroAvia will secure a Supplemental Type Certificate (STC) to retrofit a single-engine Grand Caravan with a ZA600 zero-emission propulsion system, for use on both passenger and cargo flights.

With more than 2,400 Cessna Grand Caravan aircraft delivered, ZeroAvia said there was huge potential to convert the type to zero-emission powertrains. The company is currently retrofitting its new powertrain into the first of two 19-seat Dornier 228 testbed aircraft, this one at Cotswold Airport in the UK, ahead of test flights in coming weeks. The second test plane is based in the US.

Val Miftakhov, the Founder and CEO of ZeroAvia, said the company aimed drive a revolution in sustainable flight, adding: “Hydrogen-electric powertrains are the only viable, scalable solution for zero-emission aviation.

“The famous Cessna Grand Caravan is on track to be one of the first airframes operating commercial services, both cargo and passenger, with hydrogen-electric, zero-emission engines,” he said. “We applaud the visionary leadership of Textron Aviation in joining us to help transform a much-loved mainstay of sub-regional aviation into a symbol of sustainable transformation in aviation.”

Because of its high-wing design, the Cessna Caravan could carry hydrogen fuel tanks beneath its wings, said ZeroAvia, enabling zero-emission flight without compromising passenger or freight capacity in the main cabin of the aircraft.  ZeroAvia will develop its ZA600 powertrain for Grand Caravan aircraft using data, engineering and certification support from Textron.

In addition to these deals, ZeroAvia has acquired HyPoint, a leading fuel cell stack producer, whose high-temperature fuel cell technology can potentially increase the power output and energy density of aviation fuel cell powertrains.

“We see this as a significant step forward for ZeroAvia, and a hugely important strategic step to strengthen our leadership position in hydrogen-electric powertrain development for aviation,” said Miftakhov. “There are no other organisations with the breadth of expertise and world-leading IP in hydrogen-electric aviation that we now have within the company. “

Alex Ivanenko, the former CEO of HyPoint, said the acquisition was “the natural next chapter in our journey, allowing us to tap into the benefits of the larger and strategic resources that ZeroAvia has to offer.”

Photo: Universal Hydrogen

The unprecedented heatwave sweeping the UK during the 2022 Farnborough International Airshow was a timely, if unwelcome, prod to the aviation sector that it must continue raising its game in the collective fight to mitigate the growing impact of global warming. Established and emerging aerospace players, from Airbus to ZeroAvia, used the biggest air show since the start of the pandemic to promote and progress deals, partnerships and initiatives designed to help deliver net zero emissions by 2050. In addition to more than 300 orders for new-technology aircraft, Farnborough showcased a range of developments on new propulsion systems and fuels, the growing trend to convert fossil-fuelled aircraft to zero emission power and continued strong growth in the urban air mobility sector, reports Tony Harrington. As countries met in Montreal to discuss a long-term target to reduce emissions from international aviation, the UK government released at the air show its eagerly-awaited Jet Zero Strategy to decarbonise the British aviation sector.

Having recently unveiled plans to use an A380 superjumbo as a testbed for its ZEROe hydrogen propulsion programme, Airbus announced it would convert a second A380, this time to be used in a collaboration with engine manufacturer CFM International to test new open-architecture powerplants. This engine technology, known as RISE (Revolutionary Innovation for Sustainable Engines), features large external fans which are expected to drive significant operating efficiencies and cut emissions by 20%.

Airbus UpNext, a subsidiary of the airframer, also announced a partnership with the German Aerospace Center (DLR) to study contrails created by hydrogen-powered engines. Through a new project called Blue Condor, two modified Arcus gliders will be deployed, one powered by a conventional kerosene combustion engine, the other hydrogen combustion. A chase aircraft will follow each of these craft to assess and compare their contrails at high altitude, in what will be the first in-flight tests by Airbus using a hydrogen engine.

To further support its hydrogen ambitions, Airbus has invested an undisclosed amount in Hy24, described as the world’s largest clean hydrogen infrastructure investment fund, focused on supporting large-scale green hydrogen infrastructure projects. “Since 2020, Airbus has partnered with numerous airlines, airports, energy providers and industry partners to develop a stepped approach to global hydrogen availability,” said Karine Guenan, VP ZEROe Ecosystem, Airbus. “Joining a fund of this magnitude demonstrates Airbus’ continuously active role in infrastructure investments for the production, storage and distribution of clean hydrogen worldwide.” 

Rolls-Royce and European low-cost airline easyJet also announced a hydrogen propulsion programme, the H2Zero Partnership, to jointly pioneer the development of hydrogen combustion engine technology suitable for a range of aircraft, including narrowbody airliners, from the mid-2030s. This collaboration, which combines Rolls-Royce’s engine expertise and easyJet’s operational experience, will start later this year with engine tests on the ground and ambitions by both companies to also progress to flight tests.

“In order to achieve net zero by 2050, we have always said that radical action is needed to address aviation’s climate impact,” said Johan Lundgren, CEO of easyJet. “The technology that emerges from this programme has the potential to power easyJet-size aircraft, which is why we will also be making a multi-million-pound investment into this programme. In order to achieve decarbonisation at scale, progress on the development of zero-emission technology for narrowbody aircraft is crucial. Together with Rolls-Royce, we look forward to leading the industry to tackle this challenge head-on.”

Boeing, which announced more than 200 aircraft orders at the show, has become a founding member of the University of Sheffield Energy Innovation Centre to explore various methods of producing sustainable aviation fuel, and bringing it to market. During the air show, the aircraft OEM revealed it was advancing its partnership with the University of Cambridge on the Aviation Impact Accelerator (AIA), an international group of practitioners and academics convened by the university. AIA develops interactive evidence-based models, simulations and visualisation tools for decision-makers and the wider engaged public to understand the pathways to net zero flight. The outcomes and key learnings will eventually be integrated into Boeing’s Cascade data modelling tool, which provides real-time visualisation of carbon emission reductions in aviation, and also announced during the show. The model assesses the full lifecycle impacts of renewable energy by accounting for the emissions required to produce, distribute and use alternative energy carriers such as hydrogen, electricity and SAF. Boeing said it plans to utilise the tool with airline operators, industry partners and policymakers to inform when, where and how different fuel sources intersect with new airplane designs.

The company also expanded a long-standing collaboration with Japan’s Mitsubishi Heavy industries to study electric and hydrogen propulsion, development of green hydrogen, new feedstocks and technologies for development of SAF, carbon capture and conversion, sustainable materials and new aircraft design concepts. As well, Boeing announced a $50 million investment in AEI HorizonX, a partnership it established with private equity group AE Industrial Partners to support transformative aerospace technologies.

“In order for the aviation industry to meet its net zero carbon emissions commitment by 2050 it will take all of us collaborating and investing in scientific research and testing,” said Boeing’s VP of Global Sustainability Policy, Brian Moran.

Boeing also announced a new partnership with Alder Fuels to expand production of SAF around the world. Using Boeing aircraft, the companies will test and qualify Alder-derived SAF, advance policies to expedite aviation’s energy transition.

Meanwhile, Virgin Atlantic, Corendon Dutch Airlines and Albawings have selected Boeing’s Jeppesen FliteDeck Advisor to optimise operational efficiency and reduce fuel consumption across their fleets of Boeing aircraft. During a three-month trial on its 787 Dreamliners, Virgin Atlantic found the digital solution delivered cruise fuel savings of 1.7%, saving around 1,900kg of CO2 per flight.

Hydrogen propulsion pioneer ZeroAvia secured an additional $30 million from new investors including Barclays Sustainable Impact Capital, NEOM, a sustainable regional development in Saudi Arabia, and the impact technology fund AENU, as well as additional capital from International Airlines Group, an existing investor and parent of airlines including British Airways, Iberia, Aer Lingus, Vueling and LEVEL. “Our new investors are each looking at our journey through a different lens,” said Val Miftakhov, founder and CEO of ZeroAvia, “but all energised by our mission to enable zero-emission flight using hydrogen-electric engines.”

ZeroAvia, Universal Hydrogen and Ampaire announced during the air show a total of 55 firm orders for kits to convert commuter or turboprop aircraft from fossil fuels to zero-emission electric or hydrogen propulsion, while Swiss aero-battery manufacturer H55 launched a partnership with Canadian training group CAE and Piper Aircraft to convert to battery-electric power two-thirds of CAE’s fleet of Piper Archer training aircraft. Ampaire also flagged in excess of 200 orders on the horizon for its Eco Caravan and Eco Otter aircraft, re-engined variants of the Cessna Caravan and De Havilland Twin Otter regional aircraft.

GKN Aerospace revealed during the show that advances in fuel cell technology could enable hydrogen-electric propulsion to be scaled up more quickly than previously thought. The company had assumed that hydrogen propulsion was easiest to introduce for aircraft seating around 19 passengers, but now believes the use of cryogenic cooling technology can expedite deployment of the technology to power aircraft seating 96 or even more passengers, and reducing both CO2 and non-CO2 emissions.

Norway’s Widerøe Zero, the sustainability arm of regional airline Widerøe, signed a MoU with Embraer to help develop the airframer’s new Energia family of zero emission aircraft, with four variants ranging from 19 to 50 seats, while Collins Aerospace has completed the preliminary design of a 1-megawatt motor and controller to power a hybrid-electric demonstrator aircraft for the engine manufacturer Pratt & Whitney Canada.

Collins and Pratt & Whitney also launched a new electric propulsion concept, the Scaleable Turboelectric Powertrain Technology demonstrator (STEP-tech), to power novel aircraft including high-speed electric vertical take-off or landing craft (eVTOL), unmanned aerial vehicles (UAV) and small-to-medium commercial aircraft, while new deals, developments and partnerships were announced in the eVTOL segment by companies including Germany’s Lilium, Embraer’s Eve, UK-based Vertical Aerospace, French start-up Ascendance Flight Technologies and a tie up between Rolls Royce and Hyundai Motor Group’s air taxi division, Supernal.

GE Aviation announced a milestone for its own electric engine programme, conducting the world’s first test of a hybrid-electric propulsion system in simulated high-altitude conditions. Using NASA’s Electric Aircraft Testbed (NEAT) in Sandusky, Ohio, GE assessed a pair of hybrid electric systems, one to simulate an aircraft’s left engine, the other its right engine, in conditions expected when flying at 45,000 feet. The test simulated the electrical loads needed to optimise engine performance, while propelling and powering an aircraft at that altitude.   

Mohamed Ali, VP and GM of Engineering for GE Aerospace, said: “We’re making aviation history by developing the technology to help make hybrid electric flight possible for everyday commercial air travel. We just passed a key milestone by successfully concluding the world’s first test of a high power, high voltage electric system at altitude conditions. This is one of many milestones in our journey with NASA towards demonstrating a hybrid electric aircraft engine system for a more sustainable future of flight.”

A small Spanish airline, AlbaStar, was identified at Farnborough as the European launch customer for the US-made WheelTug electric taxiing system, which enables aircraft to be manoeuvred around airports without using external tractors or their own engines. Using a small electric motor installed within the nosewheel, pilots can control all ground movements by their aircraft, including reversing from airport aerobridges. AlbaStar, which operates six Boeing 737 jets, estimates that in a year the WheelTug system could eliminate 1 million kilograms of CO2 and nitrogen oxide emissions from the airline’s operations. The WheelTug system is due to be introduced into service in mid-2023.

Image (Embraer): Norwegian airline Widerøe has signed a MoU with Embraer to help develop the airframer’s new Energia family of zero emission aircraft

US startup regional operator Connect Airlines has announced plans to introduce up to 100 hydrogen-powered ATR 72-600 turboprop aircraft from 2025, once regulatory approval is secured for a new modular fuelling system developed by Universal Hydrogen. The airline, which is aiming to become the world’s first zero-emission carrier, expects to start services this year between the downtown Billy Bishop Airport in Toronto, Canada, and the US hubs of Chicago O’Hare and Philadelphia, initially using a fleet of conventionally-powered Q400 turboprop aircraft, before transitioning to green hydrogen-powered ATRs. Connect, a brand of Boston-based Waltzing Matilda Aviation, sees a resurgence in demand for turboprop aircraft in the US as major operators withdraw uneconomic regional jets from loss-making secondary markets. Through a partnership which includes modest investment by each company in the other, Universal will develop technology through which canisters of hydrogen fuel are loaded directly onto aircraft, requiring no fixed infrastructure at airports, and Connect will introduce the concept into commercial service, reports Tony Harrington. 

Connect Airlines CEO John Thomas reported the company was now in the final stages of securing US regulatory approvals for its initial Canada-US flights, and would start with two Q400s formerly operated by UK airline FlyBe, adding up to five more of the type by the end of 2022, and flying up to 30 by the end of 2023. He said these aircraft, which produced 40% lower emissions than comparable-sized regional jets on short haul routes, would be used to build network scale until Universal’s hydrogen propulsion systems were certificated, enabling the carrier to transition to retrofitted ATR 72 aircraft, as well as the Q400s.

In a strong and early vote of confidence in the Universal Hydrogen system, Connect has announced firm orders to convert 75 ATRs and purchase rights for another 25 ATR conversion packages, which involve not only the installation of new hydrogen fuel systems but also reconfiguration of aircraft cabins and structures to provide space at the rear of the fuselage for hydrogen canisters, relocation of the passenger entry door and the installation of a large access door for loading the fuel capsules. While specific aircraft have not yet been identified for conversion and will not be acquired until the Universal kits are certificated for use, the airline has been assured by aircraft lessors that there will be abundant used ATR 72s available for conversion by 2025.

“We are building Connect Airlines from the ground up as a smarter, more sustainable travel option for North American travellers,” said Thomas, a former CEO of Virgin Australia Airlines, head of the aviation practice of global consultancy LEK, and current board member of Icelandair and Canadian corporate aviation group SkyService. “We have committed to being the world’s first true zero-emission airline and the only way to accomplish this in the near term is with hydrogen. We see the partnership with Universal Hydrogen as the fastest path to zero-emission operation because they offer both an affordable retrofit solution for the existing airplane fleet as well as a pragmatic approach to delivering hydrogen to any airport in our route network.”

Prior to the pandemic, said Thomas, around 165 million passenger journeys were undertaken each year on US air routes of less than 400 nautical miles (740 kilometres), emitting some 17 billion pounds (7.7m tonnes) of CO2. “If, over a period of time, all of those passengers were flying on zero emission aircraft, they would eliminate those emissions, or around 10% of the emissions total of the US aviation industry,” he said, adding that liquid hydrogen had higher density than conventional jet fuel, was more efficient and was suitable as a power source for regional aircraft, although not yet for larger narrowbody and widebody jets.

Connect has estimated that within five years, approximately 600 regional passenger jets operating in the US will be due for retirement, creating significant new opportunities for replacement with sustainably-powered turboprop aircraft, and potentially providing Connect with as much as 15-20% of that market as it expands its network across the US, in partnership with larger legacy carriers.

Paul Eremenko, the co-founder and CEO of Universal Hydrogen, said: “This order places Connect firmly in the vanguard of the march to get aviation on a path to meeting Paris Agreement emissions targets. This will very soon need to turn into a sprint if the industry has any hope of decarbonising in time without having to curtail the growth in passenger volumes. We will need to convert most of the regional fleet in the 2020s and ensure that the new narrowbody aircraft built in the 2030s are hydrogen-powered. There is no other way to get there.”  

Image: ATR 72-600 in Connect Airlines livery

Universal Hydrogen has chosen Albuquerque, New Mexico, as the site of a major new manufacturing and distribution centre to support the transition of regional turboprop airliners to green hydrogen propulsion. The company plans to develop a 50-acre (20-hectare) site at the state’s largest airport, Albuquerque International Sunport, to produce hydrogen storage capsules, which can be transported direct to airports and loaded onto aircraft, negating the need for complex distribution infrastructure and refuelling facilities, reports Tony Harrington. Universal also plans to use the Albuquerque site to assemble kits to convert conventionally-powered aircraft to hydrogen systems. In a parallel development, Australia’s Fortescue Future Industries (FFI), a key partner of and shareholder in Universal Hydrogen, has signed a memorandum of understanding with Airbus to explore the use of liquid hydrogen and power-to-liquid fuels for air transport. Under an agreement signed late last year, FFI will supply green hydrogen to Universal until 2035 for use in regional aviation.

The Albuquerque facility will be constructed on land previously occupied by a runway, which the airport decommissioned in 2012. Universal Hydrogen will spend up to two years planning and building the new plant, in readiness for full-scale production by 2024. The company plans to introduce the first of its transportable hydrogen capsules into commercial service by 2025, subject to certification from the US Federal Aviation Administration, and has already signed agreements with 11 operators to convert almost 100 regional aircraft to the new propulsion system.

“Hydrogen is the best and only scalable solution to truly decarbonise aviation,” said Jon Gordon, co-founder and General Counsel of Universal Hydrogen. “We want to bring it to market decades sooner than anyone thought possible, by 2025.”  Construction is expected to create up to 1,200 jobs, while Universal Hydrogen plans to employ up to 500 specialist staff by 2029.

The State of New Mexico has pledged an initial $10 million from the job creation fund of its Local Economic Development Act, while the City of Albuquerque is considering providing further assistance. The funding will be subject to Universal’s achievement of economic development benchmarks, specified in a project participation agreement.

Australia-based Universal partner Fortescue Future Industries has joined forces with Airbus to investigate the challenges to aviation of hydrogen regulations, supply, infrastructure and fuelling, from production of the fuel to its transfer onto aircraft.

Airbus will provide the characteristics of fleet energy usage, scenarios for hydrogen demand in air transport, refuelling specifications and aviation regulatory framework, similar to partnerships it is already undertaking with airlines including Korean Air and Air New Zealand, while FFI will provide details of cost and technology throughout the supply chain and develop infrastructure deployment scenarios for the provision of green hydrogen supplies to specific airports.

Glenn Llewellyn, Airbus VP Zero Emission Aircraft, said: “Partnerships and cross-sectoral approaches are a necessity to make zero-emission aviation a reality. Airbus is preparing itself to put a zero-emission aircraft in service by 2035. But this will only be possible if we can ensure enough green hydrogen is produced worldwide.” 

FFI Founder and Chairman Dr Andrew Forrest added: “The time is now for a green revolution in the aviation industry. This exciting collaboration brings together leaders in the aviation industry with leaders in green energy for a better, greener, cleaner future.”

The FFI-Universal Hydrogen partnership includes a global offtake arrangement through which FFI will supply green hydrogen to Universal to power regional and other aviation sectors until 2035, a scoping study to develop green hydrogen production and logistics hubs in Iceland, New Zealand and Australia, and a region-by-region evaluation of green hydrogen demand in the aviation sector, to help identify and promote the use of green hydrogen.

“This agreement will help ensure that we have adequate supply of green hydrogen globally to fuel not only regional aviation in the 2020s, but to support the entry into service of a hydrogen single-aisle airplane in the 2030s,” said Paul Eremenko, CEO of Universal Hydrogen. “Through the investment of companies like FFI, we expect green hydrogen to be at cost parity with jet fuel on an equivalent energy basis by the mid-2020s, and to be significantly cheaper in the years that follow.”

FFI CEO Julie Shuttleworth said the Universal partnership reinforced the potential of hydrogen as “a powerful fuel for a range of difficult-to-decarbonise industries,” adding that “demand for green hydrogen in the aviation industry is expected to grow exponentially as new climate targets are set globally.” 

Photo: Universal Hydrogen has just completed ground testing of its 1MW Iron Bird

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New US-based short-haul carrier Connect Airlines has announced plans to become “America’s first zero-emission airline”, signing a letter of intent to retrofit up to 24 turboprop aircraft with hydrogen propulsion systems from California’s Universal Hydrogen. The airline has committed to 12 conversion kits for Dash 8-300 aircraft, has purchase options for another 12 kits for other aircraft types and also signed a long-term agreement to procure green hydrogen from Universal, reports Tony Harrington. Subject to final regulatory approvals to operate flag, domestic scheduled and domestic unscheduled services, Connect Airlines will commence operations by spring 2022, initially with two conventionally-powered De Havilland Canada Q400 aircraft, linking the downtown Billy Bishop Airport in Toronto, Canada, with the major US hubs of Philadelphia International and Chicago O’Hare, and has plans for significant expansion to other major US destinations. It intends to introduce its first “true zero emission” aircraft into service in North America from 2025, when Universal’s conversion kits come to market.

Connect Airlines is a division of Waltzing Matilda Aviation, a Boston-based jet charter company, and a recent investor in Universal Hydrogen, which is developing a hydrogen fuel cell powertrain and modular capsule technology to enable containerised transfer of sustainably-produced hydrogen from its point of production to airports, for direct loading onto the aircraft it will power. The system is designed to use existing transport networks and airport service equipment, eliminating the need to construct or change fixed infrastructure. Universal initially will convert a Q300 aircraft for use as a testbed for its conversion kits, but plans to add other aircraft including ATR turboprops, before eventually expanding to conversions of larger planes, including current generation narrowbody jets. 

The partnership between Connect and Universal signals significant growth by the start-up airline, which has foreshadowed a turboprop-led recovery of regional aviation in the United States. In addition to its first two leased Q400 aircraft – previously operated by UK low-cost carrier flybe – Connect intends to introduce three more of the type in 2022. The airline has adopted the ‘GreenJet’ brand for its Q400s, to reflect 35% lower emissions than comparable-size regional jets, and has flagged plans to serve a much wider network in the US. Firm orders for 12 hydrogen-propulsion conversion kits for Dash 8-300 aircraft and purchase options for 12 more conversion kits will enable the airline to establish scale, then upgrade to a larger airframe as its operations grow.

Connect Airlines CEO John Thomas, who has led Waltzing Matilda Aviation since 2008, is also a former Group Executive of Virgin Australia and Global Head of Aviation Practice for L.E.K. Consulting, and a current member of the Board of Directors of Icelandair Group, which is also exploring the conversion of its five De Havilland Dash 8-series aircraft to the Universal Hydrogen system. The airline uses a mix of Dash 8-200 and Dash 8-400 aircraft to operate within Iceland and to nearby Greenland.

Prior to Waltzing Matilda’s participation in a recent $62 million capital raising by Universal Hydrogen, Thomas foreshadowed a return to favour of turboprops in the US, following the pandemic-driven downturn in regional air services, and said Connect Airlines was committed to achieving zero-emission operations.

“The Q400 provides the most reliable and certain path to zero emissions with the work currently being undertaken by Universal Hydrogen to change the power system on the Dash 8 series of aircraft,” he said. “Given the significant environmental benefits of turboprops over regional jets, we believe there is going to be a real resurgence in the use of turbo in the US domestic market, and that’s really what our strategy is. Part of our core business model is a 60% reduction in carbon emissions today and a total elimination in five years’ time, which we think is a real game changer for the industry, that frankly has struggled to come up with a credible and meaningful environmental response.”

Paul Eremenko, co-founder and CEO of Universal Hydrogen, described as “monumentally important” the decision of Connect Airlines to commit to “true zero emissions in the relatively short term.”

Thomas added: “Connect Airlines flies smarter. That’s why we’re excited to partner with Universal Hydrogen to pursue our goal of being the first zero-emission airline in the United States. In addition to the letter of intent, we were pleased to participate in Universal Hydrogen’s recent $62 million financing round.”

Rival hydrogen propulsion provider ZeroAvia recently partnered with Alaska Air Group in the development of a hydrogen-electric powertrain, using a Q400 formerly operated by Alaska’s regional subsidiary Horizon Air. Alaska also secured options for up to 50 ZeroAvia conversion kits, to be used to convert the airline’s regional fleet, beginning with Q400s.   

Image: Rendering of a hydrogen-converted Dash-8 being loaded with Universal Hydrogen capsules

Two prominent themes emerged at the 2021 Dubai Airshow: recalibration and decarbonisation. With recovery now underway in the air transport industry, confidence was in abundance, with major orders for passenger and freighter aircraft accompanied by the ubiquitous deployment of the word ‘sustainable’, as the air transport industry zeroed in on net zero, while simultaneously increasing operations post-pandemic, reports Tony Harrington. For the first time outside the United States, Boeing displayed and demonstrated its super-efficient but delayed 777-9 widebody, ordered by major customers including all three big Gulf carriers, Emirates, Qatar Airways and Etihad. The latter announced it was renewing and expanding its Greenliner sustainability programme – currently focused on the airline’s GEnX-powered Boeing 787 aircraft – to include its Rolls-Royce XWB-powered Airbus A350 fleet. Building on its 2020 commitment to achieve net zero by 2050, UAE national airline Etihad revealed during the air show interim targets to reducing emissions intensity and volumes, and signed a number of sustainability-focused agreements.

It announced that by 2025, the carrier would reduce its fleet emissions intensity by 20% and by 2035 it would halve its 2019-equivalent emission volumes, en-route to the net zero 2050 target.

Etihad’s first of five Airbus A350-1000s, which rolled off the production line and into storage prior to the Covid outbreak as the airline restructured its operations, was unveiled at the show in a ‘UAE50’ livery in recognition of the 50th anniversary of the federation of the UAE and Etihad’s net zero by 2050 commitment. Last month, the UAE announced the UAE Net Zero by 2050 Strategic Initiative, making it the first nation in the Middle East to commit to the emissions goal.

Tony Douglas, CEO of Etihad Aviation Group, said “there was no silver bullet, no obvious, single act” that would decarbonise aviation. “It’s going to require the combination and the sum of many different organisations and governments working together for small, incremental improvements,” he said. “Governments and regulators must help the industry to drive innovation for long-term solutions to decarbonising aviation. Support is needed for development of affordable and sufficient supply of sustainable fuels. Optimising flight paths on the busiest routes in the world would prevent untold amounts of CO2 from being pumped into the atmosphere. There is a big opportunity here that doesn’t require any new technology to implement and could be implemented today if there was a will.”

The renewal of the agreement with Boeing and GE will see them exploring opportunities to test new propulsion technologies that lower emissions. The partnership with Airbus establishes a formal framework to collaborate across a number of core areas on Etihad’s A350 fleet to improve environmental performance, specifically the promotion and commercialisation of sustainable aviation fuel, waste and weight management, and the development of data driven analysis. The agreement with Rolls-Royce will look to maximise the potential of the XWB engine as well as targeting the application of electrification technologies and hybrid systems, together with the use of electric motors for commuter aircraft and the emerging urban air mobility sector.

Additionally, Etihad signed MoUs in Dubai to collaborate with UK-based Satavia, which uses data to optimise flight plans and reduce aircraft-generated contrails and CO2, with Tadweer, the Abu Dhabi Waste Management Centre, to jointly explore opportunities to convert commercial, industrial and municipal solid waste into sustainable aviation fuel, and also with The Story Group, to plant mangrove trees in Abu Dhabi’s Jubail Mangrove Park as part of the airline’s carbon offsetting strategy.

Meanwhile, Emirates and GE Aviation also signed a MoU to test fly a GE90-powered 777-300ER with 100% sustainable aviation fuel (SAF) by the end of 2022. John Slattery, CEO of GE Aviation, said the engine manufacturer was committed to developing emission reduction technologies for both in-service and new aircraft, while Emirates COO Adel Al Redha said the partnership was “an important step” towards securing certification of 100% SAF flights.

The airline received its first A380 powered by SAF in December 2020 and, with the support of Swedavia’s Biofuel Incentive Programme, also uplifted 32 tonnes of SAF for its flights from Stockholm earlier that year. Flights from Oslo have also begun operating on SAF under the Norwegian government’s SAF blending mandate policy.

New technologies to improve the sustainable performance of existing aircraft also featured at the Dubai show.

Among them, US-based Universal Hydrogen, which is developing kits to convert conventionally-powered turboprop aircraft to hydrogen-electric propulsion systems, has secured a letter of intent from Acia Aero Leasing for kits to convert 10 ATR-72 aircraft, and options for 20 additional kits for various turboprop types. Universal has developed hydrogen capsules, which can be transported via existing freight networks from hydrogen production facilities direct to airports and loaded into the aircraft they will power.

Lufthansa Technik (LHT) and BASF showcased their Aeroshark surface film, designed to reduce aircraft aerodynamic drag. The product features micro-riblets to replicate the skin of a shark, and initially will be applied to 10 Lufthansa Cargo Boeing 777s from early 2022, reducing carbon emissions by an estimated 11,700 tonnes per year. LHT also signed a MoU with Etihad that will explore digital solutions to further optimise the airline’s technical fleet and operations management, and boost fuel efficiency.

Boeing displayed the latest aircraft in its ecoDemonstrator programme, a Boeing 737-9 on loan from Alaska Airlines, which is being used to evaluate 20 safety and sustainability projects. 

As backdrops to the show, Airbus, Boeing and Embraer all released 20-year forecasts of air travel growth – globally, by region and by segment – with significant but varied predictions of requirements for new aircraft. Airbus estimates that by 2040, 39,000 new-build planes will be needed, 29,700 of them ‘small’ jets such as the narrowbody A220 and A320; 5,300 ‘medium’ A321XLR (extra-long range) narrowbodies or twin-aisle A330neos; and 4,000 large, long-range twins. Boeing goes higher with around 43,000, including 32,660 single-aisle jets, 2,390 regional jets and 7,670 widebodies. Regional specialist Embraer forecasts the need for 10,900 new sub-150 seat aircraft, 8,640 of them jets and 2,260 turboprops. In addition to opportunities to cut operating costs, all cited the need for airlines to decarbonise their operations as one of the key drivers of fleet renewal.

Photo: Dubai Airshow 2021 (© Mark Pilling)

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