Airbus, airline SAS, Swedish energy company Vattenfall and airport operators Avinor and Swedavia have signed a MoU to work together to develop infrastructure for hydrogen aviation in Sweden and Norway. The partners will undertake a feasibility study covering both countries and over 50 airports, and will develop a framework and review the conditions for a possible roll-out. The one-year study, with the possibility of an extension, will also look at scenarios for the potential number of hydrogen-powered aircraft movements and the volume of hydrogen required that would need to be stored at the airports. Hydrogen is a crucial component of the aviation sector’s energy transition but will require airports to adapt to new procedures linked to refuelling, safety and fire protection, as well as the handling of liquid hydrogen.

The framework will cover the entire chain, from production and transport to storage and hydrogen refuelling at commercial airports. By bringing together competencies that cover all aspects of aviation, the collaboration aims to create an overall picture of the conditions required to enable the transition to hydrogen-powered aviation, say the partners. The work will also identify the pathways to select which airports will be transformed first to operate hydrogen-powered aircraft in both countries, as well as the accompanying regulatory framework.

“Swedavia, Avinor and SAS have already established successful collaborations in fossil-free aviation, and it is therefore exciting that Airbus, with its extensive knowledge of hydrogen-powered aircraft through its ZEROe initiative, and Vattenfall, with its expertise in electricity and energy production, are joining us in a more in-depth collaboration,” said Swedavia CEO Jonas Abrahamsson.

“Hydrogen is expected to gradually become an increasing part of the aviation industry’s fuel mix in the future and will therefore have an increasing effect on the infrastructure and planning of our airports.”

The switch to hydrogen-powered aviation is a complex process, says the Swedish airport operator, and infrastructure will have to be adapted due to the need to store hydrogen and, potentially, to enable the production of hydrogen at, or in close proximity, to airports.

Norway, as well as Sweden, is well positioned to be an early mover in the introduction of hydrogen-powered aircraft, believes Avinor CEO Abraham Foss. “As the owner of 43 airports across Norway, Avinor has already been working on sustainability for many years and has taken a position to be a driving force and facilitator for the green transition of Norwegian aviation,” he said.

Commented Anna Borg, CEO of Vattenfall: “Aviation is a hard to abate industry where breaking away from fossil fuels is a huge challenge today. This cross-border collaboration, however, demonstrates the willingness to bring about change. We look forward to contributing our expertise in electricity market development, electrical infrastructure and hydrogen production in Sweden.”

Airbus unveiled its first ZEROe hydrogen-powered commercial aircraft in 2020, aiming to bring it to market by 2035. It also launched its Hydrogen Hub at Airports programme (see graphic below) to jumpstart research into infrastructure requirements and low-carbon airport operations. Airbus has already signed agreements with partners and airports in ten countries, including France, Germany, Italy, Japan, New Zealand, Norway, Singapore, South Korea, Sweden and the United Kingdom.

“Hydrogen stands out as a key enabler as we pioneer a sustainable aviation future,” said Guillaume Faury, Airbus CEO. “Norway and Sweden are among the most demanding regions for aviation and have great potential for hydrogen production from renewable energy sources. I am very pleased to enter into this cooperation with partners fully engaged to take significant steps towards decarbonising aerospace. It fits perfectly with our strategy of deploying hydrogen aviation ecosystems in the most suitable parts of the world.”

In January, Airbus opened a ZEROe Development Centre (ZEDC) at its Stade, Germany, site. The centre will accelerate the development of composite hydrogen system technologies for storing cryogenic liquid hydrogen, said Airbus. ZEDC Stade is part of a network of development centres for technologies to decarbonise the aerospace industry and complement other Airbus sites in Europe to get a hydrogen-powered aircraft in the sky by the middle of the next decade.

Top image (Airbus): Turboprop concept of ZEROe hydrogen-powered aircraft at the airport

Christopher Surgenor

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Sustainable aviation fuels (SAF) are seen as the key driver in decarbonising the airline industry but although responsible for just a small proportion of total aviation emissions, the business aviation sector is keen to play an important role in advancing the global uptake of SAF to support carbon reduction goals. It recently brought together SAF producers, aircraft manufacturers, business jet operators and policymakers to discuss the next steps to increase uptake at its first-ever European Business Aviation SAF Summit, reports Susan van Dyk. The sector is keen for policy support to incentivise the SAF value chain and make the production, purchase and use of SAF more accessible and affordable, with provision for a robust book-and-claim system to ensure all business aviation operators have the opportunity to benefit from the emission reductions afforded by SAF. The much-anticipated upcoming release of the ReFuelEU Aviation legislative proposal will aim to establish a regulatory framework to stimulate SAF production and uptake, with a blending mandate likely to be a policy cornerstone. The virtual Summit was notable for the first details emerging of how the mandate could be implemented.

In an opening keynote, EU Transport Commissioner Adina-Ioana Vălean said the use of SAF was one of the key ways the aviation sector could contribute to climate targets and must account for an increasing share of the fuel mix over time to reach more than 60% by 2050.

“Unfortunately, production is still at a very early stage and remains close to 0.5% of total jet fuel use,” she said. “I’m confident, however, that our upcoming ReFuelEU Aviation initiative will take us to the next level. I hope it will significantly boost both production and uptake of SAF by establishing a long-term regulatory framework at the European level and avoid reliance on national initiatives.

“Blending seems the best way to increase SAF production over time. We are currently looking at possible designs, with the aim of adopting legislative proposals before the summer. Targets will be binding on the one hand but on the other they must be realistic, initially modest but becoming more ambitious beyond 2030.”

Vălean suggested synthetic fuels, which include e-fuels, would become one of the main routes to decarbonising aviation. Measures would be needed to develop the market, including targeted financial support, help with fuel certification and ensuring fair competition, she said. Discussions must also accelerate in global fora like ICAO and convince “our third country aviation partners” that SAF was the right choice to ensure the sector had a sustainable future, she told the virtual conference.

“The cost for clean fuels must be shared as fairly as possible. Airlines and aircraft operators will probably end up paying a little more for their fuel but the increase should be modest,” she said. “The challenge is huge but we know what we need to do and we need to start now as 2030 is just around the corner.”

Filip Cornelis, Director of Aviation at the European Commission, said he believed a blending mandate to be the best option to address the “chicken and egg problem and help the demand and supply curves to meet somewhere.” A blending mandate across the EU would boost demand for SAF and maintain and create a level playing field for airlines and operators, he added. In designing the regulation, Cornelis indicated the Commission “wanted to be ambitious and realistic at the same time.”

The mandate is likely be in the form of a percentage blend that can then be gradually increased over time, with reports suggesting it would start with a modest target of 2% in 2025 and increasing more rapidly in five-year stages up to 2050. The requirement would also likely fall on fuel suppliers rather than airlines and other aircraft operators, and apply to all departing flights regardless of destination.

“We want to have the maximum scope and probably not limit ourselves to internal flights, but all flights that depart from European airports,” said Cornelis. When questioned about the potential political implications of covering international flights, he suggested that by supplying the blend at every airport, all flights would automatically uplift SAF and so maintain a level playing field.

Cornelis reported the Commission expects to implement a simple enforcement instrument without a take-up obligation on individual airlines. If the blend is supplied everywhere, the uptake by individual airlines would not need to be verified. Airlines and operators will need access to data on the amount and type of SAF uptake so that they can receive credits under the EU ETS and CORSIA, he said.

Nicolas Kroll, Head of Sustainability Projects at Luxaviation Group, welcomed a simple regulation design, as business aviation is made up of small operators and a minimum additional administrative burden would be preferred. He also pointed out that claiming of credits for SAF purchases has not been clear and regulations that simplify this process will be welcomed.

Regarding the types of eligible fuels, Cornelis indicated the ReFuelEU regulations would probably rely on the general sustainability framework of the EU’s Renewable Energy Directive. By 2050, Cornelis predicted high volumes of SAF will still be required in spite of technologies such as hydrogen aircraft, probably at blends higher than 50%. Most of these will have to be e-fuels, said Cornelis, and indicated a sub-mandate for e-fuels was being considered as this technology had a significant price handicap compared to other technologies. Without a sub-mandate, e-fuels may not be able to enter the market in any significant way, whereas In the long-term, the bulk of SAF is expected to come from these fuels as they can provide very high emission reductions, he said.

Andrew Murphy, Aviation Director at Transport & Environment, welcomed the ReFuelEU initiative, stating “the sooner the regulations are there, the sooner we can begin to unlock the investment needed to bring these fuels up.” Murphy believes that e-fuels, also known as power-to-liquid, is the only technology that can be sufficiently scaled up to provide the large volumes of SAF required for decarbonisation without requiring land use.

Arvid Loken, Senior Advisor, Carbon Reduction Programme at airport operator Avinor, provided insight into the practical implementation of Norway’s 0.5% SAF mandate, which came into effect from January 2020. The mandate is applicable to domestic and international flights as the obligation is on the fuel supplier. Designed to be flexible and allow cooperation between fuel suppliers, the supplier can source the SAF at any location and provide the whole volume at one airport during any period of time, he said.

Business aviation members stressed the importance of including a book-and-claim system in the regulations, particularly as physical production and supply of SAF was still at an early stage. As John-Angus Smith, Managing Director EMEA region at Signature Aviation explained, it will allow customers “to purchase SAF where it is not available while the fuel is dispensed elsewhere.”

Production of SAF that is locally inserted into the fuel supply reduces logistics and increases sustainability, he said. Book-and-claim is a “virtual purchase and claim of sustainability” and the credit is taken at a different location by the buyer, he explained. “So it fills the local availability gap and will enable, in our view, the expansion of the market.”

This would be a “double win” for the sector, believes Smith, as the operator can lower its footprint but also help the overall sector meet its goals. “It is a physical reduction of emissions even though it is a virtual purchase and that is why it is such an important tool for us as an industry going forward,” he said.

MEP Jan-Christoph Oetjen, who is Vice-Chair of the Committee on Transport and Tourism, argued SAF was not only key in decarbonising aviation but could also reduce its non-CO2 climate impact effects. “Aviation decarbonisation is an important part of the Green Deal and the clear commitment from the business aviation sector is very important to achieve these goals,” he said.

To coincide with the Summit, a coalition of business aviation partners focused on increasing awareness and utilization of SAF within the sector released a commitment detailing its vision and proposed strategy for SAF uptake.

Photo: Signature Aviation

Susan van Dyk

GreenAir Correspondent
www.svdconsulting.ca

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Finnair has signed a letter of interest with Heart Aerospace under which the airline could purchase up to 20 of the Swedish start-up’s ES-19 electric 19-seater commuter aircraft currently under development. Heart expects the aircraft to be available for first commercial flights in 2026, and with an all-electric range of 217 nautical miles (400km), Finnair would use them on its shorter routes. The aircraft will be powered by four electric motors using automotive battery technology and be capable for operations from 750-metre-long runways. It will have a cruise speed of 180kts and a top speed of 215kts. Heart Aerospace was previously part of the Electric Air Travel in Sweden (ELISE) project and has funding from Sweden’s Vinnova innovation agency, backing from EQT Ventures for the ES-19 project and has secured €2.5 million ($3m) from the European Innovation Council Green Deal Accelerator Programme. Since 2019, Finnair has been a part of the Nordic Network for Electric Aviation to drive the development of electric flying in the region. Meanwhile, French start-up Aura Aero has unveiled a 19-seat electric aircraft aimed at the low-carbon regional transport market with an entry into service date also planned for 2026.

With a commitment to halving its net CO2 emissions by the end of 2025 and achieving carbon neutrality in 2045, Finnair’s VP Sustainability, Anne Larilahti, said the airline wanted to be actively involved in developing and implementing new technologies.

“Finnair believes electric aviation will be one of the tools for the future of flying,” she said. “It will help to promote responsible and sustainable aviation, especially on short routes, in an era where climate change will increasingly dominate the agenda. Solving the climate challenge of flying is essential so that the social and economic benefits of aviation can continue. Many of the measures require collaboration across industries in tandem with partners playing a key role in our ongoing sustainability work.”

Heart Aerospace has selected a seven-blade MT propeller to drive the ES-19’s four electric motors and the company claims the aircraft will offer 50-75% savings in fuel/energy and 90% savings in maintenance compared to an equivalent turboprop, as well as having the lowest infrastructural footprint of all modes of regional transport. For a design meant for short hops between small or large communities, noise is a big consideration, and although the ES-19 will not be completely quiet, it will be considerably less noisy than a turboprop or piston-engined aircraft, assures the company.

“Finnair’s climate goals are among the most ambitious in the airline industry and we believe that our electric aircraft can play an important role in creating zero emissions regional travel,” said Heart Aerospace CEO Andres Forslund. “We’ve been working closely together in the Nordic Network for some time. We are very impressed by the dedication and commitment of the Finnair team, and we’re thankful for their support as we take the next steps in building and certifying the ES-19.”

Initially, Heart foresees its aircraft offering point-to-point transportation between Scandinavian cities but as well as the enthusiasm from Finnair and other airlines in the Nordic Network, Heart reports similar interest for its aircraft from New Zealand, Canada, the US and the UK.

The Nordic Network for Electric Aviation (NEA) is a collaboration of 12 airlines, airport operator groups and others from six Nordic countries. It is funded by Nordic Innovation, an organisation under the Nordic Council of Ministers. NEA’s four objectives are to standardise electric aviation in the Nordic countries; develop business models for regional point-to-point connectivity between Nordic countries; develop aircraft technology for Nordic weather conditions; and create a platform for European and global collaboration.

Norway is aiming for all domestic flights to be 100%-electric by 2040 and airport operator Avinor says there are relatively few passengers per flight on the short routes between its 44 airports. The operator has announced it is joining forces with the Norwegian CAA, the Federation of Norwegian Industries and research institute SINTEF to establish an innovation and testing centre by the end of this year to promote the development of sustainable aviation. There are already several projects in the country involved in the electrification of aircraft and the new centre will aid the development of the technology. It will aim to bring together specialist national and international expertise from different sectors and make it possible for stakeholders to build a global network for collaboration on zero and low emission regional aviation.

Sweden is aiming for all domestic air travel to be fossil-fuel free by 2030 and all international flights departing from Swedish airports by 2045. Swedavia, another NEA member, has adopted a target that by 2025, 5% of all jet fuel used at its airports should be renewable. The operator has just announced that emissions under its own control at its 10 airports are now “fossil-free”.

“Swedavia’s airports are part of a larger transport system and being fossil-free now in our own operations is obviously just one milestone. We are now intensifying the work to support other companies and organisations that operate at the airports to adapt to more sustainable operations and, above all, to enable aviation’s climate change transition through investments in bio aviation fuel and by preparing our airports for electric aviation,” said Jonas Abrahamsson, Swedavia’s CEO.

Meanwhile, Toulouse-based Aura Aero, which describes itself as the “first digital and eco-efficient aircraft manufacturer”, plans to develop a 19-seater Electric Regional Aircraft (ERA) that is expected to perform its maiden flight in 2024 before entering commercial operations in 2026 in both a passenger and freighter configuration. The company is planning to power the electric engines with batteries specially developed for aeronautical use. The Occitanie region has pledged to support the project with funding of between €3-5 million.

Top image: Heart Aerospace ES-19