The UK aerospace sector has published a first-of-its-kind Non-CO2 Technologies Roadmap that sets out a collective ambition to improve understanding of non-CO2 aircraft emissions and the technology advancements needed to address their climate impact. Non-CO2 emissions from aviation are considered to contribute a climate impact in terms of global warming but there remains a high level of scientific uncertainty as to the quantified impacts. Developed with input from almost 100 leading experts from industry and academia, the roadmap aims to reduce this uncertainty and deliver technology solutions to mitigate or prevent non-CO2 emissions during flight. The roadmap will also inform the activities to be prioritised for funding under a new non-CO2 programme managed by the Aerospace Technology Institute, UK Department for Business and Trade and Innovate UK. Meanwhile, in the US, engine manufacturer Pratt & Whitney has joined a FAA ASCENT project to study non-CO2 emissions from ground testing of conventional jet fuel and 100% sustainable aviation fuel.

Collectively, non-CO2 emissions refers to the direct and indirect effects of combustion found in aircraft exhaust plumes, aside from carbon dioxide, which research suggests could be greater than the impact of CO2 alone. The climate impact from aviation emissions at high altitude, such as the formation of contrails, is highly complex and variable. In addition, there are complex interactions and interdependencies between emission types, as well as variation in the persistence and length of time that different emissions impact the climate. Contrails, for example, can have cooling as well as warming effects.

Aircraft emissions and their climate interactions (© ATI)

The new funding programme aims at accelerating the research and development of technologies related to reducing these broader emissions. The ATI Non-CO2 Programme and the funding will support the UK government’s Jet Zero Strategy and its commitment to tackle aviation’s non-CO2 emissions.

The Non-CO2 Technologies Roadmap becomes the fourth pillar of the UK Aerospace Technology Strategy, ‘Destination Zero’, which guides industry and government investment into aircraft technologies, with the aim of “growing the UK’s share of the global aerospace market, supporting high-skilled jobs and leading the way on more sustainable air travel.”

Delivered in partnership with the UK Department for Business and Trade and Innovate UK, the ATI Non-CO2 Programme will focus predominantly on industrial research and technology development or enabling-technology projects. It will bring academia, government institutions and industry together to translate theoretical concepts into viable technologies. A new Expert Advisory Group is being created to bring industrial and scientific expertise to the programme.

“While reducing and eliminating carbon emissions rightly remains a key focus for aviation globally, advanced technologies being developed today should also consider broader atmospheric emissions,” said Gary Elliott, CEO of the Aerospace Technology Institute.

“As understanding of aviation’s non-CO2 impact grows, so too does the market opportunity and the UK is ideally positioned to unlock the technologies that will maintain global connectivity while meeting environmental commitments and delivering economic benefit across the UK.”

The Non-CO2 Programme will be funded through the ATI Programme, which, since its launch in 2014, has invested £3.6 billion ($4.5bn) of joint government and industry funding in aerospace technology R&D. ATI says up to £17 million over four years will be allocated to successful projects. The grant funding can be applied for during a two-week application process starting 13 May 2024, with the outcome expected by 18 June. Potential applicants can also join a webinar to hear more about the roadmap and programme on 18 April.

UK Industry Minister Nusrat Ghani commented: “I am delighted to see our world-leading aerospace sector propelling research and development  to new heights of innovation in the pursuit of cleaner, greener air travel. This roadmap and programme will harness the world-class capabilities of UK industry and academia as they work together at the forefront of technological innovation to address globally significant challenges.”

(Clearer version of roadmap here)

In the United States, aerospace industry and academia are also working together to help understand and reduce the climate impact from aviation’s non-CO2 emissions. A project conducted under the FAA’s ASCENT programme by Pratt & Whitney, Missouri University of Science and Technology (Missouri S&T), Aerodyne Research and the Environmental Protection Agency will measure emissions from a Pratt &Whitney GTF engine combustor rig test stand using conventional Jet A kerosene and 100% sustainable aviation fuel.

The project will compare emissions from Jet A and SAF comprised of 100% HEFA-SPK supplied by World Energy. The rig tests will take place at Pratt & Whitney’s Middletown facility in Connecticut, using a Rich-Quench-Lean combustor. According to the engine manufacturer, the rig allows testing of the full range of combustor operating conditions, including at take-off, ground and cruise altitudes, to help better understand the environmental and emissions benefits of using SAF. The partners will collaborate on test design, execution and emissions data analysis.

“As the aviation industry targets a goal of net zero CO2 emissions by 2050, we continue to pay close attention to addressing the environmental impact of other emissions, including cruise non-volatile particulate matter and NOx,” said Sean Bradshaw, senior technical fellow of sustainable propulsion at Pratt & Whitney. “Combustor rig tests with 100% SAF provide a controlled environment for generating valuable baseline data, which will support future studies using full-scale engines on-wing at ground and flight test conditions.”

Added Dr Philip Whitefield of Missouri S&T: “SAF containing low sulphur and aromatic hydrocarbon concentrations could contribute to reduced sulphur dioxide and non-volatile particulate emissions, which are associated with contrail formation and the impact to global warming.”

Christopher Surgenor

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Hydrogen-electric aviation pioneer ZeroAvia has unveiled what it claims to be Europe’s first landside-to-airside hydrogen airport pipeline. The 100m-long hydrogen pipeline runs alongside ZeroAvia’s hangar at Cotswold Airport in the UK and will be utilised together with an electrolyser and mobile refueller to use low-carbon hydrogen for its test flight programme. ZeroAvia’s zero-emission powertrains use hydrogen fuel in a fuel cell to create a chemical reaction that produces electricity, which then powers electric motors that spin the propellers, while producing no emissions other than water. The company says the pipeline will help demonstrate and explore the operational safety case for hydrogen pipelines and refuelling infrastructure at airports. ZeroAvia is to also collaborate with strategic investor Shell, who will design and build two commercial-scale mobile refuellers for use at ZeroAvia’s R&D site in Hollister, California. Earlier this month it announced a partnership with ZEV Station to develop hydrogen hubs at airports throughout California and took delivery at Hollister of its second twin-engine 19-seat Dornier 228 aircraft.

Support for the UK pipeline has come from the Department for Transport and the Connected Places Catapult as part of the Zero Emission Flight Infrastructure programme to enable airports and airfields to prepare for the future of zero-emission operations. In addition to the commercial-scale mobile refueller project, Shell will provide compressed, low-carbon hydrogen supply to the Hollister facility, as well as other locations in the western United States. This will support the development of ZeroAvia’s flight testing programme in the US following the arrival of the second Dornier 228 and advance the company’s Hydrogen Airport Refueling Ecosystem (HARE) on a larger scale.

It said the projects will enable the company to further explore the connection between aircraft refuelling and landside hydrogen use cases, such as road transport. It is operating multiple hydrogen fuel cell road vehicles as part of the Cotswold and Hollister operations, which are aimed at demonstrating the potential for airports to act as hydrogen hubs for onward transport and ground operations.

“These milestone announcements represent significant hydrogen infrastructure advancement for ZeroAvia and the industry,” said Arnab Chatterjee, VP Infrastructure, ZeroAvia. “Hydrogen-electric is the only practical, holistic and economically attractive solution to aviation’s growing climate change impact. Fuel provision needs to be economical and convenient for airlines to achieve operational cost benefits and ZeroAvia is leading these pioneering infrastructure developments together with leading partners like Shell.”

Responded Oliver Bishop, General Manager, Hydrogen at Shell: “We believe ZeroAvia’s technology is a viable option, and this agreement will allow us to demonstrate successful provision of low-carbon hydrogen supply while supporting development of codes, standards and refuelling protocols for hydrogen-powered aviation.”

ZeroAvia reports recent positive predictions in the US relating to a falling price trajectory of hydrogen fuel alongside state-led activity for establishing ‘H2 Hubs’ as the US Department of Energy prepares to receive bids from across the US.

The company says it will begin flight testing of its ZA600 hydrogen-electric powertrain this summer using its two Dornier 228 testbed aircraft, first in the UK and then later replicating this work on the US-based demonstrator that is now being retrofitted. The development of the 600kW powertrain is part of Project HyFlyer II that is aiming to deliver a fully certified powertrain for aircraft up to 19 seats by 2024. The project is supported by the UK’s energy ministry (BEIS), the Aerospace Technology Institute (ATI) and Innovate UK through the ATI programme. ZeroAvia has secured experimental certificates for its prototype aircraft from the FAA and UK CAA.

Graphic: An example of ZeroAvia’s hydrogen airport refuelling ecosystem (HARE) – from renewable hydrogen production to zero-emission flight

Beginning with the introduction of a mid-size hydrogen-powered aircraft by 2035 and a narrowbody aircraft by 2037, aircraft types powered by liquid hydrogen represent the greatest opportunity for reducing carbon emissions and maximising market impact, concludes the 12-month FlyZero study funded by the UK government. The project demonstrated aviation can achieve net zero 2050 through the development of both sustainable aviation fuel and green liquid hydrogen technologies. Global cumulative CO2 emissions from aviation could be reduced by 4 gigatons (Gt) by 2050 and 14 Gt by 2060 but this requires 50% of the commercial fleet to be hydrogen-powered by 2050, says the Sustainability Report just published by the Aerospace Technology Institute (ATI). Led by the ATI and backed by the UK government, FlyZero began in early 2021 as an intensive research project investigating zero-carbon emission commercial flight, reports Mark Pilling.

The study brought together experts from across the UK to assess the design challenges, manufacturing demands, operational requirements and market opportunity of potential zero-carbon emission aircraft concepts. The intention is that FlyZero will shape the future of global aviation with the objective of gearing up the UK to stand at the forefront of sustainable flight in design, manufacture, technology and skills.

“Realising zero carbon flight is one of the most ambitious challenges we can contemplate. However, it could also be one of the biggest economic opportunities for the UK’s world leading aerospace sector,” said UK Industry Minister Lee Rowley.

Added Chris Gear, FlyZero Project Director: “Zero-carbon emission flight can be a reality. Tackling the challenge of our generation requires accelerated technology development and urgent investment in green energy together with regulatory and infrastructure changes.”

To secure market share on new hydrogen-powered aircraft, UK companies must be ready to demonstrate technologies by 2025, said FlyZero. This timescale is key for new zero-carbon emission aircraft to enter service by 2035 and to achieve the net zero 2050 target. FlyZero concludes green liquid hydrogen is the optimum fuel for zero-carbon emission flight and could power a mid-size aircraft with 280 passengers from London to San Francisco directly, or from London to Auckland with just one stop. Introducing a midsize hydrogen-powered aircraft by 2035 and a narrowbody aircraft by 2037 represents the greatest opportunity for reducing carbon emissions and maximising market impact, insists FlyZero.

In order to meet these timelines, the study says revolutionary technology breakthroughs are required in six areas to achieve zero-carbon emission flight: hydrogen fuel systems and tanks, hydrogen gas turbines, hydrogen fuel cells, electrical propulsion systems, aerodynamic structures and thermal management. The UK has expertise and capability today in these, but little in liquid hydrogen fuels, points out the report, and the nation requires a hydrogen research and development facility with open access for academia and a range of industries including aerospace, automotive, marine, space and energy. Developing a new generation of aircraft will present an opportunity to integrate sustainability into design and manufacture, and further improve the reuse of materials, says FlyZero.

From the mid-2030s, liquid hydrogen will be cheaper than power-to-liquid, which it expects will the most widely available sustainable aviation fuel. Its scenario foresees no requirement for PtL SAF by 2060. However, generating the quantity of hydrogen needed for aviation will require unprecedented renewable energy capacity. Transporting hydrogen to airports will necessitate gaseous pipelines or liquid hydrogen tanker deliveries, while refuelling aircraft will require larger diameter hoses and increased automation to ensure it can take place safely and efficiently alongside other aircraft.

The optimum route to decarbonising aviation, found the FlyZero team, is through the accelerated introduction into service of a large commercial aircraft similar to the project’s mid-size concept which is capable of reaching anywhere in the world with just one stop. Less commercially risky than developing a narrowbody first, this mid-size first approach would also allow infrastructure development to be focused on fewer, but larger international hub airports.

The report says research into the climate impact of emissions from hydrogen gas turbines including through modelling and testing is fundamental alongside the technology development. It states that although burning in a gas turbine emits no CO2 or SOx, water emissions are over 2.5 times higher than for fossil fuel-powered aircraft. Particulate matter will largely be eliminated, it adds, and it is estimated that NOx emissions will be reduced by 50 to 70%.

According to FlyZero, the UK can build on decades of expertise in aerospace innovation to propel a new generation of liquid hydrogen-powered aircraft, working with global OEMs, governments, and regulatory bodies. With targeted investment in technology, the UK could grow its market share in civil aerospace from 12% today to 19% by 2050, increasing the sector’s gross value added to the economy from £11 billion to £36 billion ($14 – 47bn) and the number of aerospace jobs from 116,000 to 154,000.

The ATI has published a series of open-source reports that form the conclusions of the FlyZero project. A series of more detailed and technical reports, together with supporting research from industry and academia, are available to organisations that meet the requirements of an access test.

Image: The three FlyZero hydrogen-powered concept aircraft (© ATI)

Mark Pilling

GreenAir Contributing Editor

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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

The UK government has opened a public consultation on an action plan for the UK aviation sector to reach its net zero emissions by 2050 target, which it calls ‘Jet Zero’. Its draft strategy relies on a combination of five different measures: making airspace system efficiencies, building a sustainable aviation fuels (SAF) industry, developing zero emission aircraft technology, using cost-effective market-based measures and working to influence the behaviour of air travellers. Decarbonising will not be easy, acknowledges the government, and aviation is expected to be one of the few residual emitting sectors in 2050. As many of the technologies are in their infancy and need time to develop, it says the route to net zero will require flexibility over the pathway with multiple solutions to achieve the goal. With 96% of UK aviation emissions attributed to international flights, global agreement and UK leadership will be required, says the government, along with all parts of the sector working together. The eight-week consultation seeks views on cutting aviation CO2 emissions as well as achieving other environmental benefits such as reducing non-CO2 impacts and noise, and improving air quality.

“Decarbonising whilst retaining the connectivity we cherish and preserving our aviation sector means we must act quickly to revolutionise the technologies needed across the aviation industry: develop cleaner aircraft, produce and use more sustainable fuels, and make our airspace and airports more efficient,” write Transport Secretary Grant Shapps and Aviation Minister Robert Courts in the foreword to the consultation, which runs until 8 September 2021.

Adds the document: “The aim of our strategy is for aviation to decarbonise in a way that preserves the benefits of air travel and delivers clean growth of the UK sector by maximising the opportunities that decarbonisation can bring.”

The government believes that despite being at the early stage of development or commercialisation, sustainable aviation fuels, zero emission aircraft and GHG removal technologies “are hugely promising and exciting”. However, it says, it is too early to specify the optimal mix, and the focus had to be to accelerate all these technologies so that by 2030 a clearer picture had emerged to achieve ‘Jet Zero’. A CO2 emissions reduction trajectory for aviation will be set from 2025 to 2050 in order to monitor progress, with the strategy reviewed every five years and the approach adapted based on progress made.

Four scenarios have been modelled to achieve the UK net zero by 2050 goal based on a continuation of current trends, high ambition, high ambition with a breakthrough on SAF and high ambition with a breakthrough on zero emissions aircraft. The ‘high ambition’ scenario, which allows for uncertainty regarding the future technological mix, would see annual in-sector CO2 emissions of 39 million tonnes (Mt) in 2030, 31 Mt in 2040 and 21 Mt in 2050, with any residual emissions in 2050 offset by GHG removal methods. An alternative trajectory based on net CO2 emissions, where offsetting and removals are considered part of the target, would see CO2 emissions of 23-32 Mt in 2030, 12-19 Mt in 2040 and 0 Mt in 2050.

As an island nation dependent on overseas air travel, the government says the best way to reach the net zero goal is to work with other countries and to reduce the risk of adding regulation or cost only to the UK’s international aviation sector, which “could be challenging to implement, damage the UK’s competitiveness or risk carbon leakage.” It aims to work with other states through ICAO to secure an agreement on a long-term goal for international aviation CO2 emissions that is consistent with the Paris Agreement, negotiate for the strengthening of the ICAO CORSIA offsetting scheme and the adoption of policies that support the use of “truly” sustainable aviation fuels.

“Given the global nature of both the aviation sector and of climate change, and with global demand for aviation expected to continue to grow, the UK’s leadership in tackling aviation emissions can play a crucial role in the race to net zero,” says the government, which holds the COP26 Presidency.

Domestically, it pledges to work with a range of partners and stakeholders, including through the government/industry Jet Zero Council established in 2020, the Aerospace Technology Institute and the Aerospace Growth Partnership, as well as the Airspace Change Organising Group that is leading on modernising UK airspace. It also says it will work closely with industry through the Sustainable Aviation group.

New government proposals include that all airport operations in England should be zero emission by 2040 (scope 1 and 2) and it will seek a voluntary agreement from all airlines to avoid tankering where there is no practical reason to carry additional fuel, such as immovable turnaround times or fuel supply issues. It also welcomes views on other policy changes that might incentivise improved efficiencies, including:

• The possible use of landing fees to charge for CO2 (in addition to NOx and noise) and/or consideration of environmental performance when allocating slots at constrained airports where new slots become available;
• Making provision for air navigation service providers (ANSPs) to implement differential charging based on environmental performance within their controlled airspace;
• Identifying where changes to regulations may be needed to implement new CO2 emissions saving operations, for example formation flight; and
• Whether there are other ways to stimulate investment in greater operational efficiencies across the aviation system.

The government sees SAF playing a key role in decarbonising aviation as well as representing an industrial leadership opportunity for the nation. A UK SAF industry could generate between £700 million and £1.6 billion ($950m – $2.2bn) in gross value added (GVA) per year and create 5,000 to 11,000 green jobs, as well as the UK relying less on imported oil. The government plans five-year reviews of its SAF strategy, with a SAF-specific review by 2030, once the supportive policy framework is in place and SAF production is being scaled up in order to confirm a SAF trajectory to 2050.

SAF supply is already rewarded through the Renewable Transport Fuel Obligation and the government has provided grant funding through green fuel competitions. It reports it is continuing to develop plans for a SAF clearing house and will shortly consult on a SAF blending mandate. It is also looking at the feasibility of using SAF on UK Public Service Obligation (PSO) routes.

“We are keen to maximise the environmental and industrial opportunities that SAF offers and, in the upcoming months, we will also consider whether further innovative policy mechanisms are needed to provide greater confidence to UK SAF producers,” it adds.

“At the time of writing, there is currently no comprehensive global regulatory standard for SAF sustainability. The UK is therefore active at ICAO in negotiating for a full set of sustainability criteria for SAF that will underpin its global deployment. At the same time, we recognise that a global ambition for future SAF deployment may help to give certainty to the global industry and avoid some of the challenges associated with states acting alone. Any such goal would need to be underpinned by strong sustainability criteria.”

The government has a strong ambition the UK develops and deploys zero emission aircraft, and has an aspiration to have zero emission routes connecting the UK by 2030.

The implementation of carbon markets and GHG removal technologies is vital to achieving Jet Zero, it says. The UK Emissions Trading Scheme that started this year, replaces the UK’s participation in the EU ETS and currently covers around a third of all UK emissions, including domestic flights, flights from the UK to the European Economic Area and flights between the UK and Gibraltar. The government claims the UK scheme is more ambitious than the EU ETS and has already reduced the cap on total emissions. It is due to consult later this year on how to align the cap with a net zero trajectory and seeks views on whether the scheme could be expanded to cover other aviation non-CO2 gases.

Even if the sector returns to an assumed pre-Covid demand trajectory, it currently believes aviation can achieve net zero without government needing to intervene directly to limit growth. It sees the industry’s need to rebuild from a lower base is likely to mean that plans for airport expansion will be slower to come forward. However, it adds: “We must ensure that any growth in aviation is compatible with our emissions reduction commitments.”

While prioritising in-sector emission reductions, “We expect the approach set out in this draft strategy could impact demand for aviation indirectly,” says the government. “Where new fuels and technologies are more expensive than their fossil-fuel equivalents, and where the cost of CO2 emissions are correctly priced into business models, we expect, as with any price rise, a moderation of demand growth.”

It also considering a potential increase to the number of distance bands as part of changes to Air Passenger Duty, “in order to align the tax more closely with our environmental objectives. Airlines ordinarily pass the cost of APD onto the passenger and therefore those passengers who fly more will pay more tax.”

Lastly, the government is keen that the ability for people to fly is preserved, yet supporting them to make sustainable, informed travel choices by providing them with better information on the climate impacts of travelling on different routes or on different airlines, which in turn, it argues, incentivises the industry to decarbonise. It reports the UK CAA is planning to consult on environmental information provisions later this year.

“We intend to work with them to explore whether mandating the provision of such information to passengers at the time of booking could enable better progress in this area,” it says. “We will also work with the CAA to ensure that any future requirements for environmental information provision does not have any unintended consequences such as distorting competition.”

The government says it will develop a final ‘Jet Zero Strategy’ later this year.

In June, the UK aviation industry, through the Sustainable Aviation group, set its own interim decarbonisation targets to achieve the sector’s net zero emissions by 2050 goal (see article).

Photo: London Gatwick Airport

An all-electric passenger aircraft for the commuter market could be in revenue service by 2026 following an agreement between Rolls-Royce, airframer Tecnam and Scandinavia’s largest regional airline, Widerøe. Rolls-Royce and Tecnam have an existing partnership on powering the all-electric P-Volt aircraft and the engine manufacturer has been working with Widerøe on a sustainable aviation research programme. The all-electric aircraft will be used on the extensive Norwegian domestic network, in which Widerøe offered around 400 flights per day before the pandemic that served 44 airports and where 74% of the flights had distances less than 275 km. The country has ambitions of having the first electrified aircraft in ordinary domestic scheduled flights by 2030 and an 80% emissions reduction from domestic flights by 2040. Rolls-Royce has also announced its electrical technology is to power Vertical Aerospace’s four-passenger all-electric vertical take-off and landing (eVTOL) aircraft and reports it has completed the taxiing of its ’Spirit of Innovation’ plane to test the integration of the propulsion system ahead of actual flight testing and plans to set a world speed record for electric flight.

In respect of the Norwegian project, Rolls-Royce will bring its expertise in propulsion and power systems, Tecnam will provide aircraft design, manufacturing and certification capabilities, while Widerøe will ensure competence and requirements for the aircraft’s commercial operations are in place for the aircraft’s entry into service in 2026.

“We are highly excited to be offered the role as launch operator, but also humble about the challenges of putting the world’s first zero emissions aircraft into service,” said Andreas Aks, Chief Strategy Officer, Widerøe. “Our mission is to have all new capabilities, processes and procedures required for a zero emissions operator, designed and approved in parallel with the aircraft being developed and certified.”

The P-Volt aircraft, which is based on the 11-seat Tecnam P2012 Traveller aircraft, is ideal for short take-off and landing, as well as for routes along the north and west coast of Norway, say the partners. Widerøe’s shortest flight durations are between seven and 15 minutes.

“It is incredible to see the interest around the P-Volt, not only coming from regional airlines but also from smart mobility-based companies,” said Fabio Russo, Chief Project R&D and Product Development at Tecnam. “This last year has demonstrated the importance of promoting capillary connections between small communities, while reducing the congestion of the main hubs.”

Rolls-Royce aims to be the leading supplier of all-electric and hybrid electric propulsion and power systems across multiple aviation markets, said Rob Watson, Director for Rolls-Royce Electrical.

“Electrification will help us deliver our ambition to enable the markets in which we operate achieve net-zero carbon by 2050,” he said. “This collaboration strengthens our existing relationships with Tecnam and Widerøe as we look to explore what is needed to deliver an all-electric passenger aircraft for the commuter market.”

According to data and analytics company GlobalData, all-electric aircraft is one of the most promising options for green aviation. Its research shows using only all-electric aircraft for journeys under 600 nautical miles would reduce airport NOx emissions by 40% and reduce fuel use and direct CO2 emissions by 15%. In the long term and allowing for future development, it estimates journeys up to 1,200nm would reduce airport NOx emissions by 60%, reduce fuel use and direct CO2 emissions by 40% and would account for 80% of all departures.

“However, given the state of contemporary battery technology, all-electric aircraft will not be able to compete in the conventional commercial aircraft market any time soon, certainly not by 2026,” cautioned Harry Boneham, Associate Aerospace, Defense and Security Analyst at GlobalData. “Instead, the opportunity for all-electric aircraft is to introduce a new sector in the industry comprised of small-capacity, sub-600nm range aircraft.

“In this emerging market, the current limitations of battery technology, namely energy density, are offset by the low costs and convenience offered by short-haul flights not bound by the travel hub system. As with the emergence of all new industries, it serves players well to gain an early foothold.

“This cooperative agreement with Tecnam and Widerøe signals that Rolls-Royce appreciates not only the growing regulatory and public pressure to reduce greenhouse gas emissions, but also recognises the potential of all-electric aircraft to revolutionise the commercial aviation system.”

The Rolls-Royce Electrical collaboration with Vertical Aerospace is its first commercial venture in the urban air mobility (UAM) market. A Rolls-Royce electrical power system will be integrated into the piloted eVTOL aircraft, which will carry up to four passengers for 120 miles at cruise speeds of over 200mph. The engine manufacturer will design the system architecture of the whole electrical propulsion system, the electric power system that includes 100kW-class lift and push electrical propulsion units, and the power distribution and the monitoring system that will support operations.

Around 150 Rolls-Royce engineers based in Hungary, Singapore, Germany, the US and the UK will work with the Bristol, UK-based Vertical Aerospace team on developing the aircraft, which is aiming to be one of the world’s first certified eVTOLs and certified to CAA and EASA safety standards.

“This exciting opportunity demonstrates our ambitions to be a leading supplier of sustainable complete power systems for the new UAM market, which has the potential to transform the way that people and freight move from city to city,” said Watson.

He said the taxiing of the ‘Spirit of Innovation’ aircraft was “an incredible milestone”, with a first flight planned within the next few months and the world speed record attempt later this year. The project is part of the ACCEL programme, short for Accelerating the Electrification of Flight’, which includes partners electric motor and controller manufacturer YASA and aviation start-up Electroflight. Half of the project’s funding is provided by the Aerospace Technology Institute, in partnership with the UK’s Department for Business, Energy & Industrial Strategy and Innovate UK.

“For the first time, the plane propelled itself forward using the power from an advanced battery and propulsion system that is ground-breaking in terms of electrical technology,” said Watson. “The system and the capabilities being developed will help position Rolls-Royce as a technology leader in offering power systems to the UAM market.

Top image: Rolls-Royce/ Tecnam/Widerøe P-Volt

Bottom image: Rolls-Royce/Vertical Aerospace eVTOL

British Airways is to partner with ZeroAvia on an initiative to explore how hydrogen-powered aircraft can play a role in the future of sustainable flight. Following its world-first hydrogen fuel cell powered flight of a commercial-size aircraft in September, ZeroAvia is planning the commercialisation of hydrogen-electric power for aircraft as early as 2023 with flights of up to 500 miles (800 km) in a 19-seater aircraft under its HyFlyer II project. Based in London and California, ZeroAvia has just secured a £12.3 million ($16.3m) grant towards the project from the UK government through the Aerospace Technology Institute (ATI). The company has also raised a further £16 million ($21.4m) in Series A venture funding. The BA partnership will be part of parent company IAG’s Hangar 51 accelerator programme.

ZeroAvia’s September flight of a six-seat Piper Malibu M350 utilised a smaller version of the hydrogen fuel cell powertrain it developed for the first HyFlyer project, which was also supported with a grant from the government-industry ATI programme. HyFlyer II is aimed at bringing to market the first hydrogen-electric powertrain suitable for commercial aircraft by 2023. Typically, up to 19-seat aircraft, such as the Cessna 208 Caravan and the Viking Air DHC-6 Twin Otter, are used in regional aviation and cargo transport worldwide. ZeroAvia says it 600kW hydrogen-electric powertrain is platform-agnostic and will have lower operating costs and less air pollution than its jet-fuelled competition.

It is planning to perform initial test flights in 2021 and culminate in a 350-mile demonstration flight. By 2027, it expects to have powerplants in service capable of powering commercial flights of over 500 miles in aircraft with up to 100 seats and by 2030 more than 1,000 miles in aircraft with over 100 seats.

For the HyFlyer II project, ZeroAvia is working again with the European Marine Energy Centre (EMEC) to deliver the green hydrogen fuelling systems required to power the aircraft for flight tests, including through mobile fuelling platforms suited to airport environments. For the first time, it is partnering with Aeristech to utilise the company’s advanced air compressor system as part of the 19-seat powertrain.

The $21.4 million Series A funding was led by Breakthrough Energy Ventures and the Ecosystem Integrity Fund, with follow-on investors Amazon Climate Pledge Fund, Horizons Ventures, Shell Ventures and Summa Equity. Total funding since inception stands at $49.7 million.

“We see tremendous potential for hydrogen to decarbonise transportation, a core focus of our investment strategy,” said Devin Whatley, Managing Partner at the Ecosystem Integrity Fund. “With aviation being such a significant contributor to global greenhouse gas emissions, and also one of the trickiest areas to decarbonise, we believe ZeroAvia offers the only near-term solution to sustainable aviation and has already made significant progress toward achieving this goal.” 

Added Kara Hurst, Amazon’s VP Worldwide Sustainability: “Amazon created The Climate Pledge Fund to support the development of technologies and services that will enable Amazon and other companies to reach the goals of the Paris Agreement ten years early – achieving net zero carbon by 2040. ZeroAvia’s zero-emission aviation powertrain has real potential to help decarbonise the aviation sector, and we hope this investment will further accelerate the pace of innovation to enable zero-emission air transport at scale.”

The £12.3 million grant, which is being matched by funding from the project’s partners, is being made through the Department for Business Energy & Industrial Strategy (BEIS), Innovate UK and ATI.

“Next year, as the UK assumes the Chair of the G7 nations and hosts COP26, we have an exciting opportunity to lead through example on climate change as we power towards net zero with our new ambitious plan to put the UK at the forefront of the green industrial revolution and a green jobs boom,” said Energy Minister, Kwasi Kwarteng.

“ZeroAvia’s HyFlyer II project will bring yet another first for zero-emission flight to British skies, boosting our work through the Jet Zero Council, as well as positioning the country as a leader in green aviation technology and ensuring the UK builds back greener after the pandemic.”

Launched in June, the Jet Zero Council is an initiative between industry and government to focus on delivering net zero emissions commercial flight, whose members include ZeroAvia and British Airways.

IAG’s Hangar 51 accelerator programme works with start-ups and scale-ups from around the world to provide an opportunity to develop and test their products on “real world business challenges,” explains British Airways. On completion of the project, the airline says research and learnings from the process will be shared and the ZeroAvia and Hangar 51 teams will consider how the partnership will progress longer term.

“We are very excited to partner with ZeroAvia and get a glimpse of a zero-emissions future using hydrogen-powered aircraft,” said Louise Evans, British Airways’ Director of External Communications & Sustainability. “During the partnership, as well as assessing the environmental advantages of the technology, we will also be exploring the operational, commercial and customer experience improvements that can be achieved.”

Responded Sergey Kiselev, Head of Europe for ZeroAvia: “Our mission is to accelerate the world’s transition to truly zero emissions flight and we believe hydrogen is the best way to quickly and practically achieve this. Earlier this year, we proved that passengers will soon be able to board an emissions-free, hydrogen-powered aircraft for commercial services. In the years to come, we will scale that technology up to power larger aircraft over longer distances.

“We have found that in addition to improving the sustainability of flight, which is vital, hydrogen-electric technology has the potential to lower operating costs and improve the in-flight passenger experience. We are delighted to be working with British Airways, one of the world’s iconic airlines, and the Hangar 51 programme to explore how hydrogen-electric aircraft can power the fleet of the future. That promising future is closer than ever.”

British Airways CEO Sean Doyle said the airline was committed to achieving net zero carbon emissions by 2050. “In the short term this means improving our operational efficiency and introducing carbon offset and removal projects, while in the medium to longer term we’re investing in the development of sustainable aviation fuel and looking at how we can help accelerate the growth of new technologies, such as zero emissions hydrogen-powered aircraft.”

Four years earlier than planned, BA has now retired the last of its Boeing 747 fleet, to be replaced by more fuel-efficient Boeing 787s and Airbus A350s. It is expecting sustainable aviation fuel supplies from the planned Velocys Altalto waste-to-jet fuel plant, in which it is co-partner with Shell, located in north-east England to start arriving in 2025. Slated to produce around 20 million gallons a year, the airline estimates this would be enough to power more than 1,000 flights from London to New York each year in an A350.

In 2019, parent company IAG became the first airline group worldwide to commit to achieving net zero carbon emissions by 2050 (see article).

IAG CEO Luis Gallego told the Climate Ambition Summit 2020, convened on December 12 by the United Nations, the UK and France ahead of next year’s COP26: “Despite the current crisis, we believe it is absolutely critical that our industry plays its full part in addressing climate change. Our actions show how seriously we are taking the commitment. We will not back down from our ambition and efforts to reduce aviation carbon emissions.”

Zero emissions flight pioneer ZeroAvia has signed a Heads of Terms collaboration with Protium to develop and expand green hydrogen infrastructure for decarbonising aviation in the UK. Project developer Protium has long-term ambitions to eventually own and operate green hydrogen infrastructure across UK airports. The UK and US based ZeroAvia recently operated a first zero-emission flight from Cranfield, with a six-seater aircraft using hydrogen and atmospheric oxygen in a fuel cell system to create electricity and propel the aircraft whilst only emitting water vapour. It is initialling targeting commercial operations in 2023 with a 10-20 seat aircraft for passenger transport and package delivery. Meanwhile, research commissioned by cross-industry group Sustainable Aviation has identified seven industrial clusters in the UK that could be home to up to 14 sustainable aviation fuel facilities.

Following its flight from Cranfield University’s airfield, ZeroAvia is now planning the next and final stage of its six-seat development programme with a 250-mile zero-emission flight out of an airfield in Orkney, Scotland before the end of this year.

The programme in the UK is part-funded through the UK government’s Aerospace Technology Institute, which is supporting the HyFlyer project that aims to decarbonise medium-range small passenger aircraft by demonstrating powertrain technology to replace conventional piston engine in propeller aircraft. As well as Protium, other partners in the project include the European Marine Energy Centre (EMEC) and Intelligent Energy. The latter is optimising its high-power fuel cell technology for application in aviation while EMEC, producers of green hydrogen from renewable energy, is supplying the hydrogen required for flight testing and developing a mobile refuelling platform compatible with the plane.

ZeroAvia has joined the UK’s Jet Zero Council, a government and industry partnership launched by British Prime Minister Boris Johnson this summer to drive net-zero ambitions for the UK aviation and aerospace sector. Along with government ministers, the Council is made up of representatives from the aviation industry, investor groups and an NGO, and will be chaired by the UK’s Transport Secretary and Business Secretary. The full list of Council members has now been published by the government.

The principal aims of the body are to:

• Develop and industrialise zero-emission aviation and aerospace technologies;
• Establish UK production facilities for sustainable aviation fuels (SAF) and commercialising the industry by driving down production costs; and
• Develop a coordinated approach to the policy and regulatory framework needed to deliver net zero aviation by 2050.

“Climate change is one of the greatest challenges faced by modern society, and we know we need to go further and faster if we are to make businesses sustainable long into the future,” said Aviation Minister Robert Courts. “That’s why we’re bringing together government, business and investors to reduce emissions in the aviation sector. Through innovative technologies such as sustainable fuels, hybrid and eventually electric planes, we will build a cleaner, greener and more sustainable future for all.”

Sustainable Aviation (SA), which committed in February to achieving net-zero emissions by 2050, believes a UK SAF industry could add £2.9 billion ($3.7bn) annually to the economy, create 20,000 jobs in SAF production and export services, and deliver savings of 3.6 million tonnes of CO2 a year by 2038. The industry group is calling for £500 million ($640m) in government funding, made up of £429 million in government-backed loan guarantees for the initial first-of-its-kind SAF production facilities, £50 million in grants and development support for new SAF technologies, and £21 million to establish a UK clearing house to enable SAF testing and approval.

The SA-commissioned research undertaken by energy consultancy E4tech showed 14 SAF production facilities could be built in seven industrial clusters situated in Teesside, Humberside, North West England, South Wales, Southampton, St Fergus and Grangemouth, Scotland. Humberside is the intended location for the Altalto waste-to-jet-fuel facility proposed by Velocys and backed by British Airways and Shell, which is expected to be the first in the UK to produce SAF.

“The research shows that it is possible to deliver on the government’s Jet Zero ambition and transform aviation using readily available feedstocks, innovative technology and existing aircraft,” commented Henrik Wareborn, CEO of Velocys. “With Altalto, the Humber could fuel this transformation, cutting carbon and creating jobs in the process. As a key cluster for the development of this new domestic industry, the region has a fantastic opportunity to establish itself as the global hub for fuelling future air travel.”

Added Adam Morton, Chair of Sustainable Aviation: “Sustainable aviation fuels will be essential for the global aviation industry in a net zero world and the UK has a golden opportunity to become a world-leader by commercialising this technology at an early stage.

“There are enormous benefits in terms of jobs and growth across these clusters. By backing SAF in this way, the government can kickstart a green recovery and create high-quality and futureproof jobs for thousands of people. All of this can be delivered at the same time as slashing carbon emissions.”

Speaking at a cross-party parliamentary debate he called to discuss the work of the Jet Zero Council, Andrew Selous MP said: “We should harness our huge strength in aviation technology and engineering to find new solutions to allow us to fly without wrecking the planet.

“We also need to ensure that the United Kingdom is at the forefront of sustainable aviation, so that the high-skilled, high-wage jobs of the future are provided here. We cannot leave this to chance, as has unfortunately happened with other technologies in the past.”

Responded Aviation Minister Robert Courts: “Britain has always led the way on aviation, and we will continue to do so. There is a huge prize in sight: developing the sector that meets the challenges of the future, and we will be front and centre, capturing those first mover advantages.”

Commenting after the debate, Morton said: “The support from a broad range of MPs from right across the political landscape is testament to this crucial issue. It’s so important to see this coalition come together to back early stage sustainable aviation fuel facilities.”

The next meeting of the Jet Zero Council is due to take place at the end of this month, which Sustainable Aviation said would be an opportunity for government and industry to discuss and make progress on accelerating the development of early-stage SAF facilities.

The only environmental group represented on the Council is the Aviation Environment Federation. Its Director, Tim Johnson, said: “Some government support and incentive for sustainable aviation fuel R&D is reasonable, and happens already, but that helps to accelerate bringing a product to market. But once at market, the question is scaling up and getting it into the fleet. The quid pro quo must therefore be that industry accepts it can’t rely on voluntary approaches and market forces, which hasn’t really worked to date for SAF because it doesn’t create certainty for investors – and that governments must regulate and introduce effective carbon pricing that ensures uptake.”

Photo: ZeroAvia’s Piper M-class retrofitted aircraft undertakes first hydrogen flight

Rolls-Royce has completed ground testing of an aircraft that will aim to break the world speed record for all-electric flight early next year. The technology has been tested on a full-scale replica of the plane’s core, called an ‘ionBird’, that includes a 500hp electric powertrain and a battery with enough energy to supply 250 homes. The plane is part of an initiative called ACCEL – short for ‘Accelerating the Electrification of Flight’ – with half the funding for the project being provided by the Aerospace Technology Institute (ATI), in partnership with the UK government’s Department for Business, Energy & Industrial Strategy (BEIS) and Innovate UK. Rolls-Royce has also agreed to partner with ATI and Boeing on a three-month accelerator programme to support and back start-ups creating sustainability-enabling technologies to help the UK aerospace industry innovate and recover from the Covid pandemic.

“Rolls-Royce is committed to playing a leading role in reaching net zero carbon by 2050,” said Rob Watson, Director – Rolls-Royce Electrical. “The completion of ground testing for the ACCEL project is a great achievement for the team and is another important step towards a world record attempt. This project is also helping to develop Rolls-Royce’s capabilities and ensure that we remain a leader in delivering the electrification of flight, an important part of our sustainability strategy.”

The testing involved running the propeller up to full speed of approximately 2,400 rpm using what Rolls-Royce claims is the most power-dense battery pack ever assembled for aircraft propulsion. Over 6,000 cells are packaged in the battery for maximum safety, minimum weight and full thermal protection, it said.  Other companies involved in the project are YASA, a manufacturer of axial-flux electric motors and controllers for automotive and aerospace applications, and Electroflight, a technology and engineering services business that supplies bespoke battery systems for the aerospace sector.

The first flight is planned for later this year, with an attempt on beating the current all-electric flight world speed record expected to follow next year. The project is also the first at Rolls-Royce to use offsetting to make the whole programme carbon neutral.

“The ACCEL team is pioneering the integration of high-performance batteries, motors and drives to deliver an electric propulsion system in an ambitious flight test programme. These technologies and the systems integration needed to utilise them hold great potential for future sustainable aviation, which is why the ATI is proud to support the project,” said the ATI’s Mark Scully, Head of Technology for Advanced Systems & Propulsion.

Added UK Business and Industry Minister Nadhim Zahawi: “The completion of ground testing for the government-backed ACCEL project is not only a step towards an exciting world record attempt, but a leap towards developing all-electric and hybrid-electric planes that one day could ferry large numbers of passengers around the world.”

Created by the ATI and Boeing, and run by leading European accelerator Ignite, Rolls-Royce is joining the accelerator programme’s second cohort, which has opened applications to invest into sustainability-enabling start-ups that will benefit the UK aerospace industry across three key areas of focus: Industry 4.0, Lifecycle and Resilience, and Energy. This includes innovative energy and energy storage solutions such as battery lifecycle optimisation, alternatives for rare earth materials, hydrogen management solutions and sustainable aviation fuels.

Selected companies may receive £100,000 ($128,000) equity investment from Boeing HorizonX Global Ventures, together with first-hand access to strategists and technical experts from the programme’s partners and corporate sponsor GKN Aerospace. In light of the new Rolls-Royce partnership, applications for cohort two have been extended and will close on October 4. The programme will be running two cohorts a year, with each cohort made up of 8-10 start-ups, and is open to companies domiciled outside the UK.

“Having worked alongside the ATI, Boeing and GKN Aerospace, we’ve seen how much start-ups appreciate the access to top-class resources that these companies offer and we are incredibly excited about the opportunities that our next cohort will receive through our partnership with Rolls-Royce,” said Gabi Matic, Programme Director at ATI Boeing Accelerator.   

In July, the ATI launched the government-backed FlyZero project with the aim of accelerating the adoption of more sustainable technology solutions and achieve zero-carbon commercial flight by the end of the decade. It plans to identify the zero-carbon technology solutions that could bring the largest impact to reducing overall aviation emissions in support of the UK government’s 2050 net-zero objective. An overview of the project was presented in a webinar held in August.

Photo: Rolls-Royce ACCEL