Global airline body IATA has called for “urgent action” on better understanding of the climate effects of non-CO2 emissions from aircraft at high altitudes, in particular cirrus cloud formation from persistent contrails. Scientists have long warned that contrails have a significant net warming impact on the climate but a new report by IATA says significant knowledge gaps remain in the complexity of contrail science and calls for more data and research. However, it is pushing against a move by the EU to introduce from January 2025 mandatory monitoring, reporting and verification (MRV) of non-CO2 emissions from all flights departing, arriving as well as within the European Economic Area (EEA). An alliance of European low-cost airlines – Ryanair, easyjet and Wizz Air – together with NGOs led by Transport & Environment have now written to urge the European Commission to resist IATA’s lobbying to restrict the scope to intra-EEA flights.

All sides accept that aviation’s climate impact extends beyond CO2 emissions, with non-CO2 effects such as contrails and nitrogen oxides also contributing to global warming. However, with uncertainties over the scale of the problem and how to tackle it, action by industry and policymakers has so far been lacking, although that is beginning to change. A number of airlines are taking part in contrail avoidance trials, while others have installed monitoring equipment on their aircraft. The EU, on the other hand, now wants access to extensive non-CO2 emissions data from flights before implementing a policy decision that could eventually result in airlines paying for their non-CO2 as well as CO2 emissions under the EU Emissions Trading System (EU ETS). The UK government has indicated it intends to carry out a policy consultation on the non-CO2 issue sometime this year.

Following its newly-released report ‘Aviation Contrails Climate Effect: Tackling Uncertainties & Enabling Solutions’, IATA is calling for “a strengthening of collaboration between research and technological innovation, coupled with policy frameworks to address aviation’s non-CO2 emissions through more atmospheric data.” The lack of high-resolution, real-time data on atmospheric conditions – particularly humidity and temperature at cruising altitudes – hinders precise contrail forecasting, argues the report.

“The industry and its stakeholders are working to address the impact of non-CO2 emissions on climate change, particularly contrails,” said IATA’s Director General, Willie Walsh. “To ensure that this effort is effective and without adverse effects, we must better understand how and where contrails form, and shrink the uncertainties related to their climate impact.”

This requires more trials, collection of more data and improvement of climate models, alongside developing mature technologies and operations, he said.

“Formulating and implementing regulations based on insufficient data and limited scientific understanding is foolish and could lead to adverse impacts on the climate,” he warned. “That is why the most important conclusion from this report is to urge all stakeholders to work together to resolve current gaps in the science so that we can take effective actions.”

The study, conducted with a number of industry organisations and research institutions, recommends a course of action over the period to 2050. In the immediate term, until 2030, the priority should be on mitigating CO2 emissions, while increasing airline participating in sensor programmes, continuing scientific research and improving humidity and climate models for the purposes of contrail mitigation, it says. In the mid-term (2030-2040), action should be taken for data transmission, continuous validation of models and encouraging aircraft manufacturers to include provisions for meteorological observations, as well as selected avoidance.

Over the longer term (2040-2050), the report expects aircraft to be continuously supplying data, with models and infrastructure in place to provide reliable results. By then, there should also be a more complete understanding of the non-CO2 effects from alternative fuels, it forecasts.

“These action items collectively aim to mitigate the climate impact of aviation while advancing scientific understanding and technological capabilities,” it says.

However, IATA is dismissive of the EU’s plans to collect non-CO2 data from flights as of next January and for the European Commission to come up with a legislative proposal by the beginning of 2028 to expand the scope of the EU ETS to include non-CO2 aviation effects.

The proposal could serve as “a first-stage experiment that attempts to achieve a baseline estimation of the non-CO2 effects of aviation,” says IATA. “However, it is currently not feasible to validate the output from the experiment to ensure that it accurately represents reality.

“Studies have shown that estimating the formation of individual contrails using past weather and trajectory data could lead to incorrect results 50-80% of the time. An MRV system for non-CO2 emissions today could support further research thanks to additional data but the science is not mature enough to allow confidence in its implementation at a policy level.

“It is conceivable that by attempting to avoid the formation of contrails and reduce reported non-CO2 emissions, operators could inadvertently increase their CO2 emissions. The complex and likely trade-offs amongst different non-CO2 emissions, and between these and CO2 emissions are still poorly understood.

“Considering all the challenges and uncertainties, introducing an MRV system as early as January 2025 would not serve to mitigate aviation’s non-CO2 effects under the EU ETS.”

The decision to include non-CO2 MRV was agreed by the European Parliament and member states last year and incorporated as an amendment to the EU ETS Directive 2003/87/EC. While MRV under the EU ETS in respect of CO2 emissions is restricted to intra-EEA flights, the new non-CO2 rule also applies to all flights that depart or arrive at an EEA airport.

IATA recommends airline participation in the MRV framework should be voluntary, given its “experimental nature”, and  its application scope should be “strictly intra-EU” to mirror that for CO2.

“Any intention to expand beyond the current EU ETS application scope for aviation would imply a legal risk of extraterritorial impact and would work counter to any MRV implementation,” it argues. “Furthermore, the probability of contrail formation is highly dependent on the region: mid-latitudes have a higher probability of contrail formation than the tropics or the equator, so contrails affect different regions differently.”

However, a policy paper by European NGO Transport & Environment (T&E) responds that full geographic scope is essential to ensure the credibility of the scheme. “It allows a better understanding of the impacts of long-haul flights, which research shows to cause more warming and present more promising mitigation opportunity,” it says. “A reduction in the scope would significantly limit the amount of data and the opportunities to mitigate non-CO2 effects beyond intra-EEA flights.”

The paper notes that shipping companies are now required to monitor maritime non-CO2 emissions for voyages to, from and within the EU. “Aviation cannot seek another exemption while other sectors are required to do more.”

It adds: “As non-CO2 emissions account for two thirds of aviation’s climate impact and adversely affect human health, the aviation industry must no longer avoid its responsibility but instead take decisive action to confront its complete environmental impact. The MRV scheme is a necessary first step aimed at better understanding these effects with a view to explore mitigation pathways. Any divergence from the original full scope would only lead to a large part of aviation emissions remaining hidden from regulators and consumers alike.”

Commented T&E Aviation Policy Manager Krisztina Toth: “Non-CO2 emissions were recognised as a climate problem 25 years ago. A monitoring tool offers a much needed first step that will help bring more understanding of the full climate impact of aviation. But some legacy carriers are lobbying to weaken the proposal, using uncertainty as an excuse.”

Full scope alliances

T&E has formed an coalition on the issue with low-cost carrier easyJet, as well as industry actors and other NGOs to urge the Commission to maintain the full scope of the non-CO2 MRV.

In a letter to the director-generals responsible for climate and transport, as well as the climate minister for Belgium, which currently holds the EU presidency, the group said: “It is critical that the full geographic scope is retained, as it is the only scientifically sound basis to understand the impact of aircraft types and geographies, and allow a better understanding of the impacts of long-haul flights, which research shows to cause more warming and present larger mitigation opportunities. It is vital that activity in areas such as the North Atlantic region, with a high concentration of contrail formation, are monitored and understood.

“Given the volume of their contribution to this issue, any deviation to exclude long-haul routes from the scope would be a significant missed opportunity which would empty the MRV of most of its meaning from a climate impact mitigation perspective, and undermine the scientific basis for future action. It would also go against the original agreement between the co-legislators.”

In a separate letter to the two Commission director-generals, easyJet has teamed with rival low-cost carriers Ryanair and Wizz Air to present a similar joint position on maintaining the full scope of non-CO2 MRV. “We call on the Commission to reject IATA’s attempts to restrict monitoring of non-CO2 effects to intra-European flights,” they said in a statement.

“We do not understand the intent of this effort to undermine the MRV scheme and why significant parts of the industry do not want to further the understanding of the science of non-CO2 effects,” says the letter.

“The purpose of the scheme is to support the development of a robust scientific evidence base. There is currently simply too much uncertainty around non-CO2 effects to drive policy development or to even reach a coherent understanding of the impact of non-CO2 on warming. This is precisely why we need such a system and why it must not be limited to intra-EU flights.

“Without robust science, it will not be possible to develop a policy measure to address non-CO2 effects, so if the EU chooses to restrict the MRV it is by default choosing to remove the option of a future policy instrument.”

IATA’s concern over the extraterritorial application of the non-CO2 MRV to airlines from third countries arriving at and departing from EEA airports has justification. The EU ETS in its original scope was similar but it faced considerable international opposition from countries such as China, India, Russia and the United States. China threatened to withdraw a sizeable order of Airbus aircraft for one of its carriers. The US passed legislation, which is still in force, that provides powers to prohibit its airlines from complying with EU ETS regulations. In the face of such opposition, and with the expectation that ICAO would come up with a market-based global scheme to address carbon emissions from international flights (ICAO member states later agreed the CORSIA carbon offsetting scheme), the EU backed down and restricted the scope of the EU ETS to intra-EEA flights on a time-limited basis.

The letter from the three LCCs acknowledges “there are reasonable concerns” around the scale of MRV data required from airlines and third country airline involvement. However, they say: “We think these can be resolved through a pragmatic approach to the implementation of the MRV.

“The concern that foreign governments and their carriers might in future object to having to report non-CO2 emissions is also not a reason to restrict the measure to intra-EU flights. These carriers are already subject to reporting requirements under CORSIA and will be subject to reporting requirements under ReFuelEU Aviation. There is no technical reason why extra-EU flights should be exempted from reporting their non-CO2 emissions.

“Options to tackle non-EU country objections, should they arise, could involve limiting or delaying the enforcement for non-EU carriers, or other options involving EU funding to address any imbalance in costs. The scope restriction to intra-EU flights is not a necessary outcome.”

Article updated May 10 to include a link to the full letter from the three LCCs.

Photo: DLR

Christopher Surgenor

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Two major airlines have announced plans to help offset their flight emissions with carbon removal credits from a new Direct Air Capture (DAC) facility being developed in the US. Japan’s All Nippon Airways (ANA) was the first airline to sign a direct purchase agreement with Houston-based 1PointFive, while European low-cost carrier easyJet will acquire credits supplied by the same company, but sourced through the Airbus Carbon Capture Offer. Direct Air Carbon Capture and Storage (DACCS) uses large fans to filter and remove CO2 directly from the air, after which it is permanently stored in underground reservoirs. The 1PointFive facility, under construction in the Permian Basin oilfield in south-west Texas, will use carbon capture and storage technology developed by Canadian company Carbon Engineering, in which Airbus invested last year. ANA will acquire its carbon removal credits over three years, starting in 2025, while easyJet will do so between 2026 and 2029.

ANA will acquire a total of 30,000 metric tonnes of Carbon Dioxide Removal (CDR) credits, or 10,000 tonnes in each of three years, with the captured CO2 to be sequestered in saline reservoirs that are not used for oil or gas production.

“Reaching our goal of carbon neutrality is one of the key priorities for ANA, and we are actively diversifying our methods to pursue sustainability,” said the airline’s President and CEO, Shinichi Inoue. “As we continue to review and invest in sustainable and innovative technologies and processes that help further our mission, we look forward to seeing the positive impact that partnering with 1PointFive brings to our airline.”

Michael Avery, President of 1PointFive, welcomed the partnership with ANA, Japan’s largest airline group, as part of its broader decarbonisation strategy. “Direct Air Capture is a vital and scalable carbon removal technology that is necessary to help society achieve net zero,” he said. “The aviation industry can uniquely benefit from DAC as a pathway to removing carbon emissions securely, practically and on a large scale.”

United Airlines was an early entrant into DAC when it announced an investment in 1PointFive nearly three years ago.

Low-cost giant easyJet has become the first airline to sign up to the Airbus Carbon Capture Offer, through which the airframer offers verified carbon removal credits to help offset flight emissions.

Airbus invested in Carbon Engineering late last year, and over a four-year period will acquire 400,000 tonnes of carbon removal credits from 1PointFive, which is Carbon Engineering’s licensed US partner.

“Decarbonising a hard-to-abate sector such as aviation is a huge challenge,” said Thomas Haagensen, Group Markets Director at easyJet, which operates more than 300 Airbus A320-family jets on almost 1,000 routes in Europe. “We believe carbon removal will play an important role in addressing our residual emissions in the future, complementing other components to help us achieve our pathway to net zero.

“Our ultimate aim is to achieve zero carbon emission flying and as well as investing into important projects like direct air carbon capture technology, we are working with multiple partners, including Airbus, to accelerate the development of zero carbon emission aircraft technology.” 

The easyJet commitment follows an agreement last year in which it joined Air Canada, Air France-KLM, International Airlines Group, LATAM Airlines Group, Lufthansa Group and Virgin Atlantic to engage in negotiations on the possible pre-purchase of verified carbon removal credits, to be issued from 2025 by 1PointFive.

Supported by investors including Airbus and Air Canada, Carbon Engineering developed direct air capture technology at its research plant in Squamish, Canada. It is now targeting large-scale deployment, with 1PointFive using the technology to develop direct air capture infrastructure at megaton capacity, initially in the Permian Basin, and with plans for more sites.

“The Direct Air Capture facility, targeted to become operational in 2024 in the Permian Basin, is expected to capture up to 1 million tonnes of CO2 per year,” explained the companies. “This is roughly equivalent to the work, or absorption capacity, of approximately 40 million trees.”

Julie Kitcher, Airbus EVP Communications, Sustainability and Corporate Affairs, welcomed the deal with easyJet, which she described as “a strong advocate of decarbonisation.”

“This agreement demonstrates the airline’s willingness to extend its environmental commitment through Airbus’ Carbon Capture Offer,” she said. “Initiatives such as this one underline Airbus’ commitment to decarbonisation solutions for our industry, and to bringing together airlines and industry players from all sectors in order to build a sustainable aviation ecosystem.”

As part of its strategy to achieve net zero emissions by 2050, easyJet is focused on a mix of new technologies and operational efficiencies, and beyond Airbus has formed partnerships with Rolls-Royce, GKN Aerospace and Cranfield Aerospace Solutions. As an interim target, the airline is also pursuing a 35% reduction in emissions intensity by 2035, compared to 2019.

Top photo: Thomas Haagensen of easyJet and Wouter Van Wersch of Airbus at DACCS contract signing

Tony Harrington

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Rolls-Royce and European low-cost carrier easyJet have performed the first-ever operation of a prototype aircraft engine powered by green hydrogen. The ground test, conducted at a military aircraft testing site in Boscombe Down, England, was hailed by the companies as “a new aviation milestone” and a major step towards the introduction of zero emission hydrogen propulsion systems for aircraft. The test was conducted using a converted Rolls-Royce AE 2100-A engine and followed the recent establishment by Rolls-Royce and easyJet of a partnership to research hydrogen propulsion for aircraft such as the Airbus A320-family of narrowbody jets operated by the airline. The engine test also coincided with other initiatives designed to progress hydrogen-powered aviation. In Hamburg, Lufthansa Technik has just converted a decommissioned A320 to test ground processes for future hydrogen-powered aircraft, while hydrogen propulsion company ZeroAvia has partnered with the UK’s AGS Airports to investigate hydrogen fuelling infrastructure. 

The engine used for the Rolls-Royce and easyJet test was a modified version of a powerplant typically used by high-speed turboprop aircraft, including the SAAB 2000 regional airliner and the Lockheed C130J military transporter. The companies are now planning more rig tests, ahead of a full-scale ground trial using a Rolls-Royce Pearl 15 jet engine, a new powerplant designed to extend the range of Bombardier Global 5500 and 6500 corporate jets. The longer-term aim is to undertake flight tests and eventually to develop hydrogen engines for larger planes. Green hydrogen for the Boscombe Down test was provided by the European Marine Energy Centre and generated by wind and tidal power at its test facility on Eday, part of the Orkney Islands that lie north of the Scottish mainland.

Grazia Vittadini, Chief Technology Officer, Rolls-Royce, described the engine test as “an incredible start” to the new partnership with easyJet.  “The success of this hydrogen test is an exciting milestone. We are pushing the boundaries to discover the zero carbon possibilities of hydrogen, which could help reshape the future of flight,” she said.

Johan Lundgren, easyJet’s CEO, said his airline was committed to supporting the research “because hydrogen offers great possibilities for a range of aircraft, including easyJet-sized aircraft. That will be a huge step forward in meeting the challenge of net zero by 2050.”

Both organisations have signed up to the UN-backed Race to Zero campaign that commits them to achieve the net zero carbon emissions target.

In Hamburg, an Airbus A320 operated by Lufthansa for 30 years has been converted into the Hydrogen Aviation Lab (HAL), a mobile laboratory designed to test maintenance and ground handling processes for future aircraft powered by hydrogen. The initiative is a collaboration between Lufthansa Technik, which has converted the jet into a research platform, Hamburg Airport, an early adopter of low-or-no carbon practices, and two major research groups, the German Aerospace Center (DLR) and Hamburg’s ZAL Centre for Applied Aeronautical Research. It was funded by Hamburg’s Ministry of Economic Affairs and Innovation and IFB Hamburg, the city’s investment and development bank.

While this particular jet will never fly again, it will be equipped in coming months with test systems, an internal tank for liquid hydrogen and an onboard fuel cell compatible with ground-based hydrogen infrastructure, to help prepare both airlines and airports for new zero-emission aircraft. The testbed plane will be towed between the Lufthansa Technik base and locations on the airport as part of the study of future ground management processes. Research will include integration of hydrogen fuel systems into existing airport infrastructure, safe and efficient refuelling of aircraft with liquid hydrogen, cooling and insulation of the fuel, and inert storage of hydrogen.

“We’ve enabled a unique project,” said Michael Westhagemann, Hamburg’s Senator for Economic Affairs. “It will make a valuable contribution to enabling the use of hydrogen as a fuel for aviation. The focus on maintenance and refuelling procedures should provide us with insights that will be important for developing hydrogen infrastructure. This real-world lab lets us add a crucial building block to Hamburg’s strategy to make aviation more sustainable. We are following two strategic goals – the development of a hydrogen economy in Hamburg and the decarbonisation of the mobility industries. We are very pleased to make this world-first project possible through the Special Aviation Fund.”

The Hydrogen Aviation Lab jet will also be used for research into predictive maintenance methods for future generations of aircraft, with a ‘digital twin’ of the decommissioned A320 to be used to help predict failures of hydrogen components and systems, and enable timely responses. 

In another research project, aero-hydrogen propulsion pioneer ZeroAvia has partnered with AGS Airports, which owns and operates Aberdeen, Glasgow and Southampton airports in the UK, to investigate the development of hydrogen fuel infrastructure, regulatory requirements and resources needed to deliver zero-emission flights. Their focus will be on short-haul hydrogen-powered flights from Aberdeen and Glasgow.

“In recent months, we have stepped up our work with airports significantly to better understand the operational needs and requirements for hydrogen as a fuel,” said Arnab Chatterjee, ZeroAvia’s VP Infrastructure. “Working with the team at AGS allows us to plan for some of the commercial routes that we will be able to support in a little over two years’ time, and to do so in the setting of a major international airport.”

The CEO of AGS Airports, Derek Provan, said the development of hydrogen-propulsion was becoming “an increasingly viable option” for regional and short-haul aircraft. “As a regional airport group serving the highlands and islands of Scotland as well as the Channel Islands from Southampton, AGS will be the perfect testbed for hydrogen flight,” he said. “Through our partnership with ZeroAvia we’ll address some of the challenges associated with the generation, delivery and storage of hydrogen on site, and how we can prepare our infrastructure to support zero emission flights.”

Photo: Ground testing of the converted Rolls-Royce AE 2100-A regional aircraft engine

European low-cost carrier easyJet has announced a broad package of technical and operational initiatives to expedite its transition to net zero carbon emissions by 2050, pledging to adopt new technologies as they become available. A key element of its Net Zero Roadmap is a partnership with Rolls-Royce to develop hydrogen engine technology for narrowbody aircraft, a departure from its previous strong focus on electric-powered airliners. The easyJet SBTi-aligned strategy also includes the addition of 168 new Airbus A320 neo-family jets, a five-year contract to procure sustainable aviation fuel, an agreement with Airbus to support the development of carbon removal technology, and investment in new software designed to cut fuel use by optimising aircraft descents. The airline anticipates a 78% reduction in its carbon emissions per passenger km by 2050, with the balance of emissions addressed through carbon removal. It also released the findings of a study that found 78% of British travellers would now choose an airline based on its sustainability credentials. EasyJet is also to stop offsetting carbon emissions from its aircraft on bookings made after December, although it will offer an offsetting option to its passengers.

“We’re the first airline to outline an ambitious roadmap in which zero carbon emission technology plays a key role to take us to net zero emissions by 2050, and ultimately to zero carbon emission flying across our entire fleet,” said easyjet CEO Johan Lundgren at an event to launch the net zero roadmap. “I’m delighted this ambition is soon moving one step closer as our partner Rolls-Royce is making the final preparations for the first hydrogen engine ground tests to commence.”

While it continues to explore “all options” for zero carbon emission flight, and acknowledges that “over time, individual elements may need to be adjusted and scaled up or down”, easyJet singled out hydrogen as the propulsion technology it considered most suitable for short-haul operations.

“Based on today’s technological advances, hydrogen shows the most potential for a short-haul airline like easyJet to truly decarbonise,” the airline said. “Hydrogen has no operational carbon emissions. It also has the potential to significantly reduce non-CO2 emissions from flying. Over the past couple of years, the development of zero carbon emission technology has accelerated exponentially, and easyJet is working with partners, including Airbus, Rolls-Royce, GKN Aerospace, Cranfield Aerospace Solutions and Wright Electric, to achieve this.”

While it awaits the commercialisation of new propulsion and other technologies, easyJet will induct 168 new Airbus A320 neo (new engine option) aircraft. It already operates more than 300 A320-family jets, including 59 neo variants, which are at least 15% more fuel-efficient than earlier models.

The airline also confirmed that it would procure SAF for the next five years from its long-term fuel supplier Q8 Aviation, a division of Kuwait Petroleum Corporation. Details of the SAF volumes and feedstocks were not revealed. But last year, easyJet became the first airline to operate from London’s Gatwick Airport with blended fuel provided by Q8, the 30% SAF portion provided by Finnish producer Neste, which uses waste fats, oils and greases for its product. “We will continue to use SAF as required until our fleet has been fully transitioned to zero carbon emission aircraft, to achieve material lifecycle carbon emissions reductions in comparison to kerosene,” said David Morgan, easyJet’s COO.

Additionally, easyJet has signed a letter of intent with Airbus to support the development of carbon removal technology, through which carbon dioxide is siphoned from the atmosphere and stored permanently underground. This aligns with the airline’s view that carbon offsetting is only a short-term measure, and its commitment to discontinue ‘out of sector’ offsetting, which enables carbon emissions to be offset through investments in sustainability initiatives elsewhere.

The airline’s previously-announced target of a 35% reduction in carbon emissions intensity by 2035 has been validated by the Science-Based Targets initiative (SBTi), it says, which precludes the use of out-of-sector offsetting. Between November 2019 and June this year, easyJet offset almost 8.7 million tonnes of its carbon emissions. It will now focus on the initiatives in its Net Zero Roadmap, which are all designed to reduce the airline’s own emissions at source, or capture and dispose of atmospheric CO2.

A range of operational improvements and efficiencies feature in easyJet’s Net Zero Roadmap, including the introduction of Descent Profile Optimisation (DPO), a programme which updates the flight management system to enable more efficient descents, reducing fuel burn and carbon emissions. Used with the Continuous Descent Approach system on all compatible aircraft, this technology upgrade across the easyJet fleet is forecast to reduce carbon emissions by 88,600 CO2 MT per year.    

The airline is also increasing use of artificial intelligence to improve efficiency, alongside practices including single-engine taxiing on arrival and departure, the use of advanced information on weather conditions, and engine core washing to improve efficiency by removing debris and impurities. It has also focused on supplier agreements, preferring those with lower carbon emissions in production and delivery, and reducing reliance on single-use plastics in packaging.

As well, easyJet has released the results of a survey of 2,000 British holidaymakers, which found that 78% would choose an airline based on its sustainability credentials, 76% would actively seek to reduce the environmental impacts of future journeys and 82% believe zero carbon emission aircraft offer the best option for decarbonising aviation.

Beyond initiatives which directly reduce or compensate for its own emissions, easyJet has also included in its Net Zero Roadmap strong advocacy for government policies to expedite the decarbonisation of air transport.

“Decarbonising aviation is a major undertaking for which the whole sector is coming together, but we also require the support from UK and European governments to help us achieve net zero, and we have clearly outlined actions needed from them,” said Lundgren.

These initiatives include incentives to fund the development, scale-up and use of zero-carbon emission technologies and aircraft, incorporating hydrogen as a SAF equivalent in both the EU’s ReFuelEU Aviation proposal and the UK’s SAF programme, supporting the development of hydrogen supply and infrastructure at airports, and linking passenger taxes to flight emissions to incentivise the shift to zero carbon emission aircraft.

The airline has also ramped up pressure for urgent reforms of airspace management in the UK and Europe. “This is crucial for the entire industry,” argues easyJet, “as it has the biggest potential to achieve carbon reductions right now, as more direct flight paths lead to shorter flying times, which reduce fuel burn and resulting emissions.” The airline is working closely with stakeholders and public authorities to expedite reform through initiatives including the Single European Sky and the UK’s airspace modernisation plan.

The easyJet SBTi-aligned roadmap to net zero emissions by 2050

Top photo: CEO Johan Lundgren unveils easyJet’s net zero roadmap and technology partners

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

To coincide with the European Commission’s ‘Connecting Europe by Air: the Green Transformation’, event held in Lyon, France, ten flights operated by six European airlines departed Lyon Saint Exupéry Airport fuelled with a 30% blend of sustainable aviation fuel produced and supplied by TotalEnergies. A number of incoming flights to Lyon followed unrestricted, fully-optimised routings to demonstrate fuel and emissions savings as part of the European SESAR’s ALBATROSS project. As well as the flights, the airlines showcased other sustainability measures including reduced single-use plastics, crew uniforms made from recycled plastic bottles, sustainable catering and offsetting of emissions through certified climate projects, while trade body Airlines for Europe (A4E) promoted the industry’s Destination 2050 roadmap to net zero emissions. Lyon Airport has a goal to become the first commercial airport in France to reach net zero carbon emissions by 2026 within the scope of its business. During a high-level debate at the event, Transport Commissioner Adina Vălean reiterated the EU’s strong support for ICAO’s CORSIA carbon offsetting scheme.

“Despite the current challenges our sector is facing, operationally in the wake of the global pandemic, geopolitically and with rising costs – airlines’ commitment to sustainable air transport is stronger than ever,” said Thomas Reynaert, Managing Director of A4E.

Commenting on the Lyon flights, he added: “Under real operational conditions, we’ve demonstrated that increased SAF uptake and more efficient air traffic management in Europe can reduce CO2 emissions by more than 30% per flight.”

The SAF for the flights was produced from used cooking oil (UCO) at TotalEnergies’ La Mède biorefinery in southern France and, claims the company, reduces lifecycle emissions by 91.2% over its fossil-based equivalent. Briefing reporters at the event, Strategy & Sustainability Development Manager Stéphane Thion said worldwide feedstock supply for SAF was limited and production was reliant on imported UCO, mainly from Asia, and other wastes and fat residues. The transportation of feedstocks from abroad was taken into account when calculating lifecycle emissions reduction, he added.

Thion said SAF production would total around 100,000 tonnes in 2022, with a target of reaching 300 million tonnes, or 65% of total jet fuel consumption, by 2050. A big jump, he admitted, but could be achieved through the twin levers of legislation and incentives to reduce the four to five times price gap, together with the appetite and need by airlines to decarbonise their activities.

Fatima da Gloria, VP Sustainability at Air France-KLM, two of those airlines taking part in the SAF uptake at Lyon, said worldwide SAF supply was very low, given the problem of economic viability and a lack of availability of high-quality feedstocks that were not in competition with food. She thought that in time, bio-based SAF will come closer to price parity with conventional jet fuel but would be restricted by the availability of biomass, whereas advanced non-bio fuels will still be four to five times more expensive by 2030.

“We will need prioritisation of feedstocks for the hard-to-abate aviation sector as it is important to remember that every industry is going through decarbonisation,” she said, echoing the call for government and investor support to boost SAF production and narrow the price gap. She also expressed concerns over EU policies leading to carbon leakage and competitive distortions with airlines outside Europe, but welcomed moves to introduce SAF allowances, which could be granted to airlines through the EU ETS in return for uplifting SAF.

Other airlines taking part in the Connecting Europe industry showcase included Lufthansa, Transavia, Vueling and easyJet. Three of easyJet’s flights departing from Lyon uplifted SAF-blended fuel, with an incoming flight from Lisbon following a specifically designed, optimised flight plan to demonstrate the potential for significant CO2 savings if the Single European Sky was implemented. The flight used airspace normally reserved for military purposes to achieve a direct routing.

The SESAR ALBATROSS project is conducting hundreds of gate-to-gate flight trials across Europe to demonstrate how optimised ATM operations could reduce average CO2 emissions per flight by 5-10% (0.8-1.6 tonnes) by 2035 through enhanced cooperation. Although the Commission has pushed for a Single European Sky, a number of EU member states remain opposed to the move, largely on sovereignty grounds.

“Our airline has committed to net zero by 2050 when we joined Race to Zero last year. We also recently published our ‘35% by 2035’ interim target,” said Thomas Haagensen, Director Group Markets and Marketing at easyJet, who also oversees sustainability at the airline’s board level. “In order to reach this, different elements will play a role and some were showcased on our Lyon flights: we need airspace modernisation –  our SESAR-optimised flight showed what is possible – and we require affordable SAF at scale.

“Full decarbonisation cannot happen without government support, finally implementing the Single European Sky and incentivising new technologies.”

Speaking to GreenAir on the sidelines of the Lyon event, Haagensen said easyJet was supportive of SAF use in helping to reach its net zero target. “But we are quite different from other airlines, in particular the traditional and long-haul carriers,” he added. “For them, SAF is a long-term solution whereas for us, it is an interim solution. We know that by 2035 there will be net zero technology that we can transition to, which is the end game for decarbonisation. With hydrogen and electric for short-haul, we will have that as a feasible option.”

The low-cost carrier is working with a number of industry partners, including Airbus, Rolls-Royce, GKN Aerospace, Cranfield Aerospace Solutions and Wright Electric, to accelerate the development of zero carbon emission aircraft technology and the required infrastructure.

“These technologies are becoming much more tangible. We know they will come and we now need to prepare the supply chain and the infrastructure to make this happen, including the production of green hydrogen,” said Haagensen.

“We are not technology providers – our aim is to acknowledge our impact on the climate, support measures like the EU ETS and stimulate the industry, as we have with startups like Wright Electric. What we can provide is commercial expertise so that they focus on the right segments as well as providing, for example, the flying knowhow of our pilots and helping them to attract more investor funding. We don’t invest our own money but we do invest a lot of our time with them. That’s what our partners ask us for.”

Speaking in a high-level panel debate, EU Transport Commissioner Adina Vălean described the aviation sector as progressive and cutting edge. “There is a clear path to net zero that everyone involved is supporting and I’m sure the industry will achieve it,” she said. “While we will have to wait until 2035 for the disruptive technologies to arrive, sustainable aviation fuels will provide the low-hanging fruit, although we will have to work hard to create a market for them and for the prices to drop. We will also need a more efficient and optimised air traffic system.”

On global aviation issues, Vălean said it was difficult to convince international institutions like ICAO to be progressive. “What is important from my perspective right now, however, is that we must apply CORSIA because this is what we agreed at an international level. If everyone applies it, then it will be a success and we will see a reduction in global CO2. We are also engaged in supporting the international deployment of SAF, even though there are different interpretations of SAF around the world.”

In regard to reaching an agreement on a long-term decarbonisation goal at the ICAO Assembly in the autumn, Vălean said: “We will do our best to convince our international partners to raise the level of ambition. However, we have seen that even if commitments are not being signed, things are happening, for example around SAF, so we have to understand the different approaches on the international stage. We will step up our diplomacy at ICAO though to get a higher ambition agreed and supported.”

Photo (easyJet): Refuelling of easyJet Airbus aircraft at Lyon with SAF blend supplied by TotalEnergies

A UK government-backed aerospace research project has unveiled a midsize, liquid hydrogen-powered, zero-carbon concept aircraft capable of flying up to 279 passengers non-stop from London to destinations as far away as San Francisco or Beijing, or around the world to Auckland with just one stop. Led by the government-funded Aerospace Technology Institute (ATI), a team of around 100 UK aerospace and aviation experts have collaborated on the FlyZero project to demonstrate the huge potential of liquid hydrogen in regional, short-haul and long-haul flight. Detailed findings from the project are due to be published in early 2022, including on regional and narrowbody as well as midsize concept aircraft, technology roadmaps, market and economic reports, and a sustainability assessment. The midsize unveiling coincides with the fourth meeting of the government/industry Jet Zero Council that has been tasked by the UK prime minister of developing a zero-emission transatlantic aircraft “within a generation”. The government has also announced the eight winning proposals that will share £15 million ($20m) in funding towards the development of sustainable aviation fuel production plants in the UK.

“Fuelling planes sustainably will enable the public to travel as we do now, but in a way that doesn’t damage the planet,” forecast Kwasi Kwarteng, the UK government’s Business Secretary. “It will not only help us to end our contribution to climate change, but also represents a huge industrial opportunity for the UK.”

He said the FlyZero concept aircraft could define the future of aerospace and aviation. “By working with industry, we are showing that truly carbon-free flight could be possible, with hydrogen a front-runner to replace conventional fossil fuels.”

Liquid hydrogen is described by the ATI as a lightweight fuel with three times the energy of kerosene and sixty times the energy of batteries per kilogramme and emits no CO2 when burned. Realising a midsize longer-range aircraft also allows concentration of new fuelling infrastructure to fewer international airports that could help accelerate the rollout of a global network of zero-carbon emission flights to tackle hard-to-abate emissions from long-haul flights, it adds.

The 279-passenger (pax) midsize aircraft concept has a range of 5,250 nautical miles and so would sit between the 244-pax/4,700nm Airbus A321 XLR and the 296-pax/7,560nm Boeing 787-9. ATI says the midsize concept would meet the demands of a unique sector of the market between single aisle and widebody aircraft operations, which together account for 93% of aviation’s carbon emissions.

The liquid hydrogen fuel would be stored in cryogenic fuel tanks at around minus 250 degrees C in the aft fuselage and two smaller ‘cheek’ tanks along the forward fuselage. The cheek tanks also serve to keep the aircraft balanced as the fuel burns off and eliminate the need for any additional aerodynamic structures. The concept aircraft’s 54-metre wingspan – compared to the 787-9’s 60 metres – carries two turbofan engines powered by hydrogen combustion.

FlyZero believes this new generation of hydrogen-powered aircraft will be able to benefit from the lower fuel supply costs that will come as other sectors also move towards hydrogen energy. As well as being zero emissions, they will also have superior operating economics than conventional aircraft from the mid-2030s onwards, it says.

“At a time of global focus on tackling climate change, our midsize concept sets out a truly revolutionary vision for the future of global air travel, keeping families, businesses and nations connected without the carbon footprint,” said FlyZero Project Director Chris Gear. “This new dawn for aviation brings with it real opportunities for the UK aerospace sector to secure market share, highly skilled jobs and inward investment, while helping to meet the UK’s commitments to fight climate change.”

Added the government’s Transport Secretary, Grant Shapps: “This pioneering design for a liquid hydrogen-powered aircraft, led by a British organisation, brings us one step closer to a future where people can continue to travel and connect, but without the carbon footprint.”

The fourth meeting is due to take place today of the Jet Zero Council, a partnership between government and industry, which is co-chaired by Shapps and Kwarteng. “I will continue to work closely with the Council to support the UK’s world-leading research in this sector, which will create green jobs, help us meet our ambitious net zero targets and lead the global transition to net zero aviation,” said Shapps.

Commenting on the FlyZero concept aircraft, the Council’s CEO, Emma Gilthorpe, who is also COO of Heathrow Airport, said: “This ground-breaking green technology looks set to play a critical role in decarbonising flight and through the work of the Council, the UK aviation sector is exploring all avenues to ensure we protect the benefits of flying for future generations while cutting the carbon cost.”

Low-cost carrier easyJet, which is a member of the Council, welcomed the concept aircraft development as it sees hydrogen-powered aircraft playing an important role in its decarbonisation pathway. The airline has seconded one of its pilots, Debbie Thomas, to the project to use her engineering background and flying experience.

“The concept aircraft demonstrates the huge potential of green liquid hydrogen for aviation, including larger gauge aircraft, and I’m very excited to see where we go from here,” said David Morgan, Director of Flight Operations at easyJet. “We are closely involved in the work of the ATI and its FlyZero project and we look forward to continuous collaboration to make -zero-carbon emission flights a reality as soon as possible.”

FlyZero was launched by the government in July 2020 as a 12-month project, with the outputs to be made available for further development and exploitation, and the benefits shared with a wide cross-section of stakeholders to support growth in the UK. Funding has been committed to the ATI until 2030 under a recent government spending review, although details have yet to be released. To date, £1.6 billion ($2.1bn) has been awarded to over 340 collaborative R&D projects across all UK regions, with the aim of supporting the development of innovative aerospace technologies in line with the government’s commitment to reducing aviation emissions whilst driving growth.

As well as backing the FlyZero liquid hydrogen aircraft project, the government is also funding projects looking to develop sustainable aviation fuel production plants in the UK through its £15 million Green Fuels, Green Skies Competition. The following eight companies have been awarded grants towards projects with their early-stage development:

Advanced Biofuel Solutions (£2,054,000)
alfanar Energy (£2,417,500)
Fulcrum BioEnergy (£1,372,957)
Green Fuels Research (£1,940,255)
LanzaTech UK (£3,152,619)
LanzaTech UK and Carbon Engineering (£340,674)
Nova Pangaea Technologies (£484,201)
Velocys Projects (£2,381,000)

Research has indicated that by 2040, a UK SAF sector could generate between £0.7 billion and £1.66 billion a year for the economy, with potentially half of this coming from the export of intellectual property and the provision of engineering services, and create between 5,000 and 11,000 green jobs.

Photo: The JetZero midsize concept aircraft

US startup Wright Electric has announced the launch of the Wright Spirit, a 100-passenger, all-electric, zero-emissions retrofit of a BAe 146 aircraft that the company is targeting for an entry into service in 2026. While other new propulsion startups are working on programmes to bring smaller-sized commercial aircraft – up to 19-seats – to market initially, Wright believes focusing on the 100-passenger segment is where airline demand lies, with one-hour flights accounting for the world’s busiest city pair routes. Mexican low-cost carrier Viva Aerobus has now joined easyJet to support Wright’s development of zero-emission passenger aircraft. At the core of Wright’s technology is a high-efficiency, high-power density inverter and a 2MW (2,700 HP) motor to replace each of the BAe 146’s conventional hydrocarbon-powered four engines. Earlier this year, Wright unveiled its design concepts and the start of an electric propulsion development programme for a flagship 186-seater electric plane with an 800-mile range, named Wright 1, which is slated to commence operations in 2030.

The focus on 9-seat and 19-seat aircraft by novel propulsion startups is driven by regulations prescribed by the US FAA to govern all aviation activities and promote safe aviation. Part 23 contains airworthiness standards required for issuance and change of type certificates for airplanes with nine or less passengers and a MTOW of 12,500 pounds or less, as well a commuter category of multi-engine airplanes with 19 passengers or less and a MTOW of 19,000 pounds or less. Companies like Heart Aerospace, with its all-new ES-19 electric airliner slated for commercial flight by 2026, and ZeroAvia and Universal Hydrogen with their retrofit solutions for existing aircraft, are all targeting the commuter market as an initial step.

Wright Electric, on the other hand, is leapfrogging this segment and going for a higher passenger capacity – Part 25 – market served by the likes of Airbus and Boeing aircraft. It points out that 95% of the carbon footprint of aerospace comes from Airbus and Boeing sized planes – Boeing itself has estimated each of their airplanes will generate 1 million tonnes of emissions over a 20-year lifespan. Around half of A320 and 737 flights are shorter than 800 miles and the single-aisle market represents nearly half of the industry’s carbon footprint, says Wright.

Wright’s Founder and CEO Jeff Engler told GreenAir: “Airlines have told us repeatedly that what they want are planes that fly at jet speeds and altitudes, and carry more than 100 passengers. A 19-seat airplane flying slow, low and unpressurised dramatically changes their business models. That’s not to say this particular market is impossible, in fact there are huge opportunities.

“The electric and hydrogen aircraft industry is highly collaborative right now and there’s a lot that can be done by companies working together. While we aren’t focused on the 19-passenger market, we think we can do our part with larger airplanes and we can support those companies that stay within Part 23 as well.”

The BAe 146 will be familiar to those who followed the Airbus/Rolls-Royce/Siemens E-Fan X electric flight collaboration that was launched in November 2017 before being cancelled in April 2020, with Airbus deciding to focus instead on hydrogen propulsion through the launch of the ZEROe programme. The E-Fan X demonstrator aimed to use a BAe 146 and replace one of its four jet engines with a 2MW electric motor. Wright Electric is now going down the same path and is already proceeding with ground testing and final selection of the propulsion system. Following testing in an altitude chamber, it is expecting to begin flight testing on the 146 aircraft – which Wright is still to acquire – with the one all-electric propulsor in 2023 and then with two propulsors the following year.

The four-engined 146 makes it an interesting configuration, said Engler, and as of 2019, around 100 out of the 400 that were built are still in service. For the proposed entry into commercial service in 2026, he said it was not certain just yet that the aircraft would be powered by four electric motors from the start and could be a combination of electric and conventional jet engines. There are two ways you could do a hybrid configuration, he added, either two jet engines and two electric motors on the wings or all four electric motors on the wings and a turbogenerator for fuel reserves or range extension. “We’re evaluating both of those,” he said.

The plan, he revealed, is to start services on one route that is highly concentrated and served by more than one airport, say between London and Paris. “This allows us to start small and build up our operational capabilities, and then we can expand from there,” he explained. “By just focusing on one- or two-hour single-aisle flights, we will be covering a meaningful segment of the industry’s carbon footprint. That’s what we’re guided by more than anything else.”

Regardless of whether a new-concept aircraft or a retrofitted existing aircraft type, certification of an all-electric passenger aircraft will be a critical step. “We’ve built an extremely structured process from a data gathering and safety perspective into our company from day one,” said Engler. “We’ve had familiarisation discussions with regulators and a lot of the work that is already happening on the Part 23 side will be applicable to the Part 25 side as well.”

With a philosophy Engler describes as “start small, start simple, then grow through increasing complexity and difficulty”, Wright began its megawatt-scale electric motor programme for a single-aisle commercial airliner in January 2020, and in May 2021 began testing its next-generation inverter technology. Whether a future airplane is battery-electric or powered by a hydrogen fuel cell, an inverter is a key component in high voltage aircraft electric systems as it converts the DC power from batteries to the AC power required by the propulsion system’s electric motors, explains the company. Wright claims its inverter has a 99.5% level of efficiency and targets a six-times improvement in heat loss over current in-production aviation inverters, resulting in significantly lower thermal management loads. In contrast to today’s technology delivering a 10-20 kw/kg power density, the inverter is targeting 30 kw/kg, which on a single-aisle aircraft would result in weight savings equivalent to adding an extra 5-10 passengers per flight.

Claiming it to be perhaps the largest propulsive aerospace motor in existence today, Wright has begun testing its 2 MW motor, which is being designed to be scalable from 500 kw to 4 MW for different applications without requiring a big change in the system’s architecture. The two-times improvement compared to available aircraft propulsion motors allows application of the motor up to single-aisle class aircraft to enable electric and hybrid-electric flight with little (from jet fuel, for example when a turbogenerator might be necessary) or no emissions.

The company claims a two-motor system could power a 50-seat aircraft such as the ATR-42. However, ten 2 MW motors would be required to power the 186-seater Wright 1 aircraft.

Wright is currently evaluating energy storage solutions to pair with the propulsion system, with two options under consideration: hydrogen fuel cells and aluminium fuel cells. The main conclusions so far are that the former provide a longer range but smaller payload, harder operations and higher costs compared to the aluminium fuel cell.

“Our two biggest challenges are the propulsion system and energy storage but there’s a chicken and egg situation here,” said Engler. “No one is going to build a really big motor unless there is an energy storage system for it and no one is going to build a really big ultra-lightweight storage system unless there’s something to use with it. We started with the propulsion system because we didn’t see anyone else working on this. On the energy storage side, however, there’s a lot of people quietly working behind the scenes and making incredible advances, including on hydrogen fuel cells and aluminium fuel cells. What we need to do right now is to take the technologies they’ve been building and integrate them into an aircraft.

“One of the reasons why we’ve been able to build our motor is that we weren’t building a brand new technology. We were taking multiple technologies and combining them in a clever way to build the world’s most powerful propulsion system, four times more powerful than anything else in the aerospace industry today and with an incredible power density.”

The company has just launched the Joint Technical Assessment Phase (JTAP) of the development programme, which, in collaboration with Honeywell Aerospace and EaglePitcher Technologies, will explore various technologies, including turbogenerator and fuel cell offerings, as well as the utilisation of Honeywell’s test facilities and other support. EaglePitcher will bring to the programme its experience in high-capacity battery technology and advanced cell chemistry. The JTAP programme plan and aircraft launch path are expected to be completed by October 2022.

European low-cost carrier easyJet has been working with Wright since 2017. “We believe zero-emission aircraft are key to addressing aviation’s environmental impact and so we fully support them in their ambition to bring a zero-emission aircraft to market,” commented David Morgan, Director of Flight Operations at easyJet, on the launch of the Wright Spirit programme.

Added Juan Carlos Zuazua, CEO of Viva Aerobus, which operates a young fleet of 43 Airbus A320 family aircraft: “We are excited to support the development of the Wright Spirit as a member of the advisory board. As the greenest airline in Mexico, we are focused on aviation’s commitment to greenhouse gas reductions. We look forward to collaborating with Wright to analyse the integration of a zero-emissions 100-passenger aircraft into airline operations.”

Founded in 2016 by a team of aerospace engineers, powertrain experts and battery chemists, Wright has development contracts with NASA and the US Department of Energy’s ARPA-E and has been funded through Y Combinator, the Clean Energy Trust, venture funds and family offices.

Engler firmly believes electric power is the true path to fully decarbonising short-haul routes and has doubts about liquid hydrogen propulsion. “The problem with hydrogen combustion is that even though technically it’s zero carbon, because there are emissions like water and NOx, studies have suggested the actual reduction in global warming equivalent might be as low as 50% compared to today’s airplanes,” he said. “With new engine and aircraft designs, it might be possible to get close to that 50% anyway without the huge investment in hydrogen that is required.”

Although he sees a major role for carbon offsetting and sustainable aviation fuels, he does not see them as any more than stop-gap solutions and that there is a longer term requirement for zero emissions technology.

Image: The Wright Spirit

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Representatives from the European aviation sector and environmental groups, together with a research organisation and a sustainable aviation fuel supplier, have come together to provide recommendations to EU policymakers on sustainability aspects and support for future aviation fuels. Convened by two climate-based philanthropic bodies, the guiding principles drawn up by the 12 participants in the Fuelling Flight Initiative are based on a shared vision that ramping up sustainable aviation fuels in Europe needs to be done in the right manner from the start. Endorsing the initiative include Air France, Deutsche Post DHL, easyJet, KLM, International Airlines Group, Schiphol Group, Transport & Environment, WWF and SkyNRG. The move comes as EU regulators consult on revisions to the Renewable Energy Directive (RED) to bring it in line with the ambitions of the European Green Deal and the net-zero by 2050 goal.

The current directive does not ensure that fuels used in Europe meet the sustainability standards desired by civil society nor of leading airlines, believes Pete Harrison, EU Policy Director of the European Climate Foundation, which, along with ClimateWorks Foundation, convened the initiative.

“Europe must ensure that future policies only promote the most sustainable fuels for reducing the climate impact of aviation, and the EU needs to avoid repeating the mistakes of the past,” he said. “Those in the Fuelling Flight Initiative have now reached agreement on this important topic and we propose shared guidelines on how to minimise environmental impacts. Policymakers should take this into consideration when defining a policy framework that is fair, affordable and meets the highest sustainability standards without compromise.”

He was backed by KLM CEO Pieter Elbers, who said: “With our contribution to the Fuelling Flight Initiative, we support EU policymakers in defining the right framework that meets the highest sustainability standards. At the same time, we advocate affordable pricing of sustainable aviation fuel (SAF) in combination with requirements that are equal for all parties. With that, the road is paved for a faster uplift of SAF, helping us to decrease our impact on the planet and accelerate our ambitions towards sustainable aviation.”

Among the recommendations put forward in a consensus statement published by the initiative are to:

• prioritise e-fuels and fuels made from wastes and residues;
• exclude biofuels produced from dedicated cropland;
• execute case-by-case assessments of local environmental impacts; and to
• support multiple technology pathways.

The statement notes that despite two phases of EU policy support through RED and the Fuel Quality Directive, European investment in advanced biofuels production had so far been subdued and EU biofuel use had been dominated by fuels with high sustainability risks. Future policy support should only go to fuels with high carbon reductions compared to fossil fuels, which would provide a solid foundation for securing future investment in SAF development as well as contributing to broader UN Sustainable Development Goals, it says.

The initiative’s participants call for SAF policy to be informed by bottom-up assessment of feedstock availability in conjunction with a review of existing demands across different transport modes and cautions against high SAF mandates in the near term that could drive unsustainable behaviour, such as high-intensity extraction of residues with existing uses or the diversion of land to meet SAF demand.

“Any potential SAF deployment targets must balance the availability of sustainable feedstocks with the necessary ambition and complementary policy support to drive investment in more challenging advanced fuel pathways,” they recommend.

Over the next few years, waste oils may deliver small volumes of low-carbon SAF but, says the statement, the EU must invest in fuels made from more abundant resources such as agricultural residues, municipal bio-waste and electrofuels (e-fuels). It emphasises the importance of selecting which wastes and residues are sustainably available for SAF production.

“The precise guidelines for sustainable availability will by necessity vary by location and on a feedstock-by-feedstock basis,” it adds. “For example, the guidelines for agricultural residues will be different than those for forestry wastes and municipal solid waste (MSW).”

The participants agree the theoretical availability of fuels of non-biological origin greatly exceeds the potential of fuels made from wastes and residues. These include fuels generated from industrial waste gases, although they say it is important these fuels do not provide a continued business case for fossil fuel use and full lifecycle assessments must be undertaken to ensure the fuel generates real GHG reductions relative to the fossil baseline, including indirect effects.

E-fuels made from captured carbon in conjunction with renewable electricity or concentrated sunlight is expected to be another important source of non-bio SAF in the long term. Again, stresses the statement, policymakers must ensure both the renewable electricity used to produce them and the carbon captured for fuel production are not incentivised by power sector policies or otherwise double-counted towards those policies.

“Therefore, it is critical to ensure that these fuels are produced from additional renewable electricity and their CO2 use, if not captured from the atmosphere, does not provide a continued business case for fossil fuel use.”

The statement envisions a three-phased approach to SAF deployment based on technology readiness and feedstock availability. In the first phase through 2025, waste oils are the likeliest source of low-carbon fuel due to their low carbon intensity and ease of conversion. However, there is competition for such fuels and policymakers may choose not to incentivise their diversion from the road sector towards the aviation sector. Even with diversion, the penetration of waste oils in aviation will be limited but their use would constitute a meaningful first step, argues the statement.

Scaling up SAF deployment in the 2025-2035 timeframe will require utilising more technically challenging feedstocks through the commercialisation of emerging technologies. More abundant sources of sustainable feedstock are expected to come from lignocellulosic residues and wastes such as MSW and agricultural and forestry residues.

To meet long-term decarbonisation targets and deeper deployment rates, the participants say it will require the use of fuels with greater availability than bio-based wastes and residues, with e-fuels offering substantial long-term potential for supplying SAF, as there are fewer constraints to their production volumes. However, acknowledges the statement, the high cost of supplying additional renewable electricity makes this one of the most expensive options for reducing aviation emissions. Despite the initial high costs, policy support for e-fuels over the next decade could help bring down the capital costs for electrolysers and introduce the policy framework that would link transportation energy demand to new, additional renewable electricity from the power sector.

Concluding, the statement recommends the European Commission proposes higher sustainability standards than those currently laid out in the RED, including clear exclusions of unsustainable feedstocks and pathways, such as biofuels from dedicated croplands and palm oil production by-products (PFAD). The revised framework should also incentivise levels of SAF and/or feedstock use that could be met only from domestic EU supplies.

“To meet aviation’s climate targets, it is essential to start scaling SAF production capacity rapidly, in collaboration with all relevant stakeholders including governments and NGOs,” commented Maarten van Dijk, Managing Director of sustainable aviation fuel supplier SkyNRG. “Long-term, stable policy frameworks are key to enable scale-up, and a clear exclusion of unsustainable feedstocks and pathways is, in our opinion, an important part of future policy.”

Added Andrew Murphy, Aviation Director at Transport & Environment: “The aviation fuels policy Europe launches this year will be crucial in determining whether the air travel sector is finally put on a path to sustainability. Europe needs to avoid repeating the mistakes of the past by ending support for crop-based biofuels and instead support new fuels, in particular e-fuels derived from additional renewable electricity. This statement is an important recognition by a wide range of actors of this need.”

The 10 participants in the initiative are Air France, Bauhaus Luftfahrt, Deutsche Post DHL Group, easyJet, International Airlines Group, KLM, Natuur & Milieu, T&E, Réseau Action Climat, Schiphol Group, SkyNRG and WWF. Technical advice was provided by the International Council on Clean Transportation (ICCT).

The European Commission launched a public consultation in November on a revision of the Renewable Energy Directive, which closes on February 9.

Photo: KLM