Investment in scaling up global production of renewable fuels in the pursuit of the aviation industry’s Net Zero emissions target was at the forefront of discussions at this year’s Aviation Carbon conference in London. With Europe introducing from January sustainable aviation fuel (SAF) blending mandates, as well as monitoring requirements on aircraft non-CO2 impacts, industry concerns were raised over the complexity and cost of new regulations facing airlines. IATA’s SVP Sustainability and Chief Economist, Marie Owens Thomsen, criticised fossil fuel subsidies and the lack of investment by oil majors in the energy transition. Outcomes from the recent COP29, which have positive implications for ICAO’s CORSIA carbon scheme, and raising finance for SAF development, were central to a speech by the UN agency’s Secretary General, Juan Carlos Salazar.

As noted by Abdul Wahab Teffaha, Secretary General of the Arab Air Carriers Association during Aviation Carbon’s opening panel, one of the bugbears of airline associations is the prospect of a proliferation of regional mandates and schemes on the use of SAF by airlines. For example, he pointed to the EU’s and the UK’s SAF blending mandates that come into force from January 2025. The resulting “patchwork” would lead to an increase in costs and complexity for airlines, argued Teffaha.

Speaking to GreenAir after his speech, Salazar said that ICAO respects the sovereignty of any region if they chose to create their own schemes and regulations but stressed that the clear mandate given to ICAO was to address aviation’s carbon emissions at a global level and this resulted in CORSIA. “It is the only way for the international community to address CO2 emissions,” he noted.

For Salazar, the work being done by ICAO on aviation emissions is “a very solid basis to achieve our goal of net zero emissions by 2050…it is the way forward,” he said. “ICAO is steadily implementing CORSIA, and we are now moving from the voluntary to the mandatory phase. We are confident that the international community will continue its steady work on CORSIA and emission reduction policies as we create a very solid framework for the further advancement of the LTAG.”

As Salazar reminded delegates: “The landmark adoption of a long-term global aspirational goal (LTAG) of net-zero carbon emissions by 2050 during the 41st Session of the ICAO Assembly in 2022 settled an ambitious target for our industry. This goal recognises the urgent need to address climate change while acknowledging the vital role of aviation in global development.”

In addition, he added: “The success of the Third ICAO Conference on Aviation and Alternative Fuels held last year in Dubai, the CAAF/3, with its adoption of a Global Framework for SAF, Lower Carbon Aviation Fuels (LCAF),and Cleaner Energies, marked another significant step forward, setting out four key building blocks: Policy and planning; Regulatory framework; Implementation support; and Financing.

“The global target to achieve a 5% CO2 emissions reduction by 2030 through the use of SAF, LCAF and cleaner energies is also an ambitious, but achievable target with concerted effort. And the recently approved roadmap by the ICAO Council will guide our implementation activities, starting with the allocation of financial and human resources,” noted Salazar.

Obtaining the huge sums needed to develop a SAF industry was a constant theme during Aviation Carbon. According to Salazar: “Financing will be paramount for achieving our collective goals for a net zero future, this was the central focus of the discussions at COP29 last week.” This year’s UN climate change conference, COP29, took place the week prior to Aviation Carbon in Baku, Azerbaijan.

“The clean energy transition will require substantial financing. I am pleased to share that the ICAO Finvest Hub is well under development and our ambition is that it will be a crucial platform to facilitate investment partnerships, particularly for countries and regions that do not yet have SAF production capabilities,” explained Salazar.

“Our steady progress with the Finvest Hub is evidenced by our recent agreement with the International Renewable Energy Agency (IRENA). This co-operation, signed at the G20 Energy Ministerial meetings in Brazil last month, will significantly boost financing opportunities for sustainable aviation fuels and other cleaner aviation energy projects.

“The ICAO Finvest Hub will connect aviation decarbonisation projects with potential public and private investors, and beyond this matchmaking function, its value will lie in the collaboration between ICAO and financial institutions to fund projects,” said Salazar.

“The Finvest Hub is also an integral part of ICAO’s capacity-building and implementation support activities. More than 200 States and organisations are now part of ICAO’s Assistance, Capacity Building, and Training programme for SAF, known as ACT-SAF. This initiative provides crucial support for SAF development and deployment, offering training, feasibility studies, business implementation reports, support for SAF certification and policy development, and implementation of specific SAF projects for States,” Salazar told delegates.

“As we speak, more than 20 SAF feasibility studies and business implementation reports are under development. ICAO has a pivotal role in providing a harmonised, independent and robust regulatory framework for the environmental certification of cleaner aviation energies.

“I am pleased to inform you that currently 48 feedstocks are recognised under CORSIA. As States prepare their national policies for the aviation clean energy transition, adhering to this framework will ensure a level playing field for considering the environmental benefits of such fuels.

“Additionally, CORSIA continues as a crucial element in our basket of measures to reduce aviation’s carbon footprint.,” said Salazar. “Since 2019, all 193 ICAO member states are implementing the scheme’s monitoring, reporting and verification system. In addition, I’m delighted to acknowledge that 129 member states have confirmed their voluntary participation in the scheme subject to offsetting requirements in 2025, and we want more states to participate in future years.

“At its last session, the ICAO Council approved four additional programmes as eligible for CORSIA, ensuring that sufficient emissions units could be available for use in the scheme’s first phase,” said Salazar. The buying and selling of eligible emissions units through the carbon market is a crucial part of the functioning of CORSIA, but their availability has been limited up until now.

On this topic Salazar added: “The recent adoption of Article 6 of the Paris agreement at COP29 provides additional clarity in the way CORSIA eligible units can be authorised and cancelled, ensuring no double counting and stability for the voluntary carbon markets.”

Little control over fuel costs

IATA’s Marie Owens Thomsen, offering the airline perspective at Aviation Carbon, mused that as “complete price-takers” to the fuel suppliers, airlines have little control over what represents some 30% of their total costs. “The fantasy I harbour is that airlines can progressively take control over our own destiny and in-source more of their fuel supply,” she said. Her point was partly intellectual, but investing in jet fuel production is something various carriers are believed to be interested in.

She also noted that because aviation only takes 8% of global refined fossil fuel capacity, “the oil companies don’t need us for their profit optimisation.”

The health of the global economy, despite geo-political turmoil in the Middle East and war in Ukraine, is “strikingly stable”. With growth of 3.2% over the past two years and similar forecast into 2025 the economic backdrop is “super healthy”. This economic growth has seen oil prices dropping. “Anything under $80 a barrel is supportive of the global economy,” she noted.

However, Owens Thomsen questioned if today’s relatively low oil prices disincentivise investment in the move to renewable energy. They discourage the oil majors, she said, which have seen their stock prices rise on the back of lower oil prices, from investing in the energy transition. At the same time, lower oil prices have seen the stock prices of renewable energy industries “tank”.

“COP29 showed that the energy transition is a global problem. People need to understand that aviation is not a beast to be singled out,” she stated. “The real task is to switch from fossil fuels to renewable energies and we need to make money flow to the renewable energy industry. Imagine a world with ample energy supply that is cheap and renewable.”

One of the frequent questions at the two-day conference was whether the fossil fuel industry is investing enough in the energy transition. The answer was often it is not, mainly because it is not in its interests today to do so.

Owens Thomsen pointed to one of the impediments she believes is holding things back: the multi-billion-dollar subsidies given to the fossil fuel industry. “One of the discussions I struggle most to have is a conversation on fossil fuel subsidies,” she said.

This year’s Aviation Carbon 2024, co-organised by GreenAir, attracted a record 450 delegates from around 70 countries.

Photo (Shai Dolev): ICAO Secretary General Juan Carlos Salazar delivers the closing speech at Aviation Carbon 2024

Mark Pilling

Contributing Editor

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A wide array of sustainability storylines topped the agenda at IATA’s 78th AGM with the prospect in sight of a sustainable aviation fuels (SAF) production “tipping point”, the necessity of achieving a Long-term Aspirational Goal (LTAG) on emissions from international aviation at the ICAO Assembly in late September, and the risk of CORSIA being derailed, reports Mark Pilling from Doha. The meeting came only eight months after last year’s AGM, which approved the resolution for the global air transport industry to achieve net zero carbon emissions by 2050, described as a “momentous decision” by IATA SVP Environment & Sustainability Sebastian Mikosz. Airlines are more committed than ever on achieving net zero, he said, but needed an agreement on an LTAG. IATA Director General Willie Walsh said failure by states at the Assembly or a “polite agreement to kick the can down the road” would be “unacceptable outcomes”. As was demonstrated at the AGM, the industry’s net zero goal has resulted in a huge focus on SAF in order, according to IATA’s roadmap, to fulfil aviation’s net zero commitment.

Current estimates are for SAF to account for 65% of aviation’s carbon mitigation in 2050. That would require an annual production capacity of 449 billion litres. Investments are in place to expand SAF annual production from the current 125 million litres to 5 billion by 2025. IATA’s tracking of current SAF projects indicates that production could reach 30 billion litres by 2030, said Mikosz. There are at least 10 SAF plants coming online by 2025, each with capacity of 5 billion litres annually, a hike of 50 times what was available in 2021.

In Doha, IATA called for governments to urgently put in place large-scale incentives to rapidly expand the use of SAF. “Governments don’t need to invent a playbook. Incentives to transition electricity production to renewable sources like solar or wind worked,” said Willie Walsh, IATA’s Director General. “As a result, clean energy solutions are now cheap and widely available. Though still far from where we need to be, it would be a clear tipping point towards our net zero ambition of ample SAF quantities at affordable prices.”

Mikosz contrasted the governmental policies that promote SAF, with IATA favouring the US approach of giving industry incentives or tax credits whereas the European Union is going down the mandate route. The latter policy is less favourable because “it puts pressure on costs but not pressure on production,” believes Mikosz. “The SAF mandate in the EU is not the most efficient and can dilute environmental benefits.”

In the US, which is setting an example for others to follow, SAF production is expected to reach 11 billion litres in 2030 on the back of heavy government incentives, said IATA. Europe, on the other hand, is the example not to follow, it argues. “Under its Fit for 55 initiative, the EU is planning to mandate airlines uplift 5% SAF at every European airport by 2030. Decentralising production will delay the development of economies of scale. And forcing the land transport of SAF will reduce the environmental benefit of using SAF,” said the association.

At the event’s closing press conference, Walsh also called on the energy giants to step up further. “There is plenty of room for them to do a much better job in relation to sustainable fuels. Progress to date is measured in words rather than actions.” Akbar Al Baker, Qatar Airways Chief Executive and AGM host, added: “The pressure on these companies to move to SAF will be immense; they will have no option but to turn to it.”

According to Walsh: “The bottom line is that an opportunity is here. This is a business opportunity. It is a business opportunity for countries. You no longer need to have oil in the ground to produce fuel. If the oil majors don’t do it, they will no longer be the only people [in the fuel supply market].”

Asked about his airline’s views on SAF, Al Baker said it had been working for a decade with the Qatar University on SAF research. “The results are very positive and once they master the process, they will be able to produce a large amount of SAF.” He noted that some shippers are already asking his airline if it is using SAF, and are willing to buy it if available. However, on today’s price premium for SAF, Al Baker is clear: “I have no problem to pay 20% more [for SAF] to fuel my aircraft but I won’t pay 4-5 times more.” He is also unenthusiastic on deals that are ambiguous about what the price will be on delivery of SAF. “How can you have a contract when you don’t know how much they are going to charge you?” he questioned.

Whichever policy approach is better for incentivising its production, “as an industry we have created a demand point,” said Mikosz. By 2025, IATA estimates there will be at least $30 billion in forward purchase agreements for SAF, up from the $17 billion to be made this year. By 2025 there will have been 2 million flights where SAF will have been used, forecasts the industry body, up from 450,000 in 2022. By 2025, IATA also believes there will be 11 technical pathways approved for SAF production, up from the seven approved today.

However, there is a significant geographic disparity on SAF production plans, with plants coming on stream in Europe, North America, Singapore and China, but none in Africa or the Middle East, and only one in Latin America. This shows why a book-and-claim system is important, so airlines anywhere can buy and achieve the benefit of SAF, said Mikosz.

IATA also gave more detail on the need for offsetting and carbon capture to meet net zero by 2050. The use of Carbon Capture, Utilisation and Storage (CCUS) was called out more specifically by IATA at Doha. “We consider CCUS as part of the offsetting approach,” said Mikosz. “Offsets are a gap filler and there is no plan that doesn’t have a bit of offsets in it to reach net zero by 2050,” with up to 19% coming from these two sources. However, he added, “they will play a diminishing role in the industry strategy as other technologies develop.”

As with SAF, airlines are creating a demand signal for CCUS, a solution that removes carbon from the atmosphere and has a major advantage in that it is one of the components needed to manufacture power-to-liquid eKerosene, said Mikosz.

IATA used the AGM to urge governments to adopt a Long-term Aspirational Goal (LTAG) to decarbonise aviation “aligned with industry commitments” at the 41st ICAO Assembly starting in late September. Mikosz indicated he would be “extremely disappointed” if ICAO did not agree an LTAG as its own technical studies and scenario planning showed how crucial it is to decarbonise air transport and spell out the cost.

IATA has confidence that it will be adopted but whether it is aligned with the industry’s 2050 target is another question. However, Mikosz said IATA’s 2050 position would not change, with no ‘plan B’ in place if an LTAG is not agreed, leaving only the option to try again at the next Assembly in three years’ time.

At the AGM in Boston last October, China’s airlines voted against the industry target, arguing for a later date. Asked if there had been any rethink on the part of Chinese carriers towards IATA’s 2050 target since then, Mikosz confirmed Chinese airline chiefs had clarified to the IATA board in Doha that the position had not changed, and that they are adhering to China’s national policy of a 2060 decarbonisation date. One possibility at the ICAO Assembly is that states adopt different timetables, giving some states more time to reach net zero. However, said Mikosz, differentiated timelines “would not make me happy.”

ICAO’s carbon offsetting scheme CORSIA was another significant talking point in Doha. Despite its critics, “for our industry, CORSIA is a huge success because it is the only market-based measure agreed by an industrial sector to deal globally with emissions,” said Mikosz.

However, as Walsh said in his report to the AGM: “CORSIA is in danger. Governments are split on the baseline. It was meant to be the average of international emissions for 2019 and 2020. When CORSIA was agreed in 2016 nobody could have imagined that governments would stop airlines from flying for much of 2020,“ said Walsh. “After agreeing to remedy this by using only 2019 – the industry’s position – several governments now want to penalise us for not flying and have proposed to revert to the 2019-2020 average, irrespective of inequities.  

“On top of this, not all governments respect CORSIA as the single economic measure for international aviation that it was meant to be,” said Walsh. “The most worrying is the EU. Its parliament voted to apply its ETS [Emissions Trading System] on top of CORSIA, forgetting that the world unanimously rejected this extra-territorial ambition in 2012. We need a successful, fair and effective CORSIA. Our proposal is to maintain a 2019 baseline. If states want to be more ambitious, and they should, incentivising SAF is the way to go.”

Mikosz acknowledged that states have differing views on CORSIA and how much they should pay to decarbonise. For instance, countries like Brazil and India are concerned that as CORSIA moves into the mandatory phase of paying for offsets from 2027 it could penalise the growth of their air transport industries. “The biggest challenge is having a global system, but one that does not impact negatively the growth of the market,” he said.

In September, all eyes will be on the ICAO Assembly to see whether an LTAG can be agreed and how CORSIA will change. These are complex and challenging times for an industry seeking state backing and a global approach to sustainability. Walsh observed during his address: “This approach is in the DNA of aviation. It is how we tackled noise and improved safety. Achieving net zero by 2050 is as critical. Failure to agree on a long-term aspirational goal, or a polite agreement that kicks the can down the road, would be unacceptable outcomes.”

Photo: Sebastian Mikosz, IATA’s SVP Environment & Sustainability

Mark Pilling

GreenAir Contributing Editor

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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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Just 18 months after Airbus declared its ambition to bring a zero-emissions aircraft into service by 2035, a critical development in that timeline has taken place around the engine that could take this aircraft to the air, reports Mark Pilling. In a transatlantic press conference, Airbus announced the signing of a partnership agreement with CFM International, a 50/50 joint venture between the engine giants GE and Safran Aircraft Engines, to collaborate on a hydrogen engine demonstration programme that will take flight around the middle of this decade. The programme’s objective is to perform ground and flight tests on a direct combustion engine fuelled by hydrogen, in preparation for entry-into-service of a zero-emission aircraft by 2035. The demonstration will use the very first Airbus A380 – MSN 1 – as a flying testbed equipped with liquid hydrogen tanks prepared at Airbus facilities in France and Germany. Airbus will also define the hydrogen propulsion system requirements, oversee flight testing and provide the A380 platform to test the hydrogen combustion engine in cruise phase, as well as measure condensation trails.

Under the ZEROe demonstrator programme, CFM will modify the combustor, fuel system and control system of a GE Passport turbofan to run on hydrogen. The engine, which is assembled in the US, was selected because of its physical size, advanced turbo machinery and fuel flow capability. It will be mounted along the rear fuselage of the flying testbed on a stub support to allow engine emissions, including contrails, to be monitored separately from those of the engines powering the aircraft. CFM will undertake an extensive ground test programme ahead of the A380 flight test.

The A380 will be fitted with four hermetically-sealed liquid hydrogen fuel tanks in the rear of the fuselage delivered from the Airbus Zero Emissions Development Centres, which are working on metallic hydrogen tanks, said Sabine Klauke, Chief Technical Officer at Airbus. The fuel load will consist of 400kg of liquid hydrogen. A new cryogenic fuel distribution system, including a new pump, seals and pipes will be required for this engine with the liquid hydrogen converted into a gas before combustion. There will also be cockpit modifications to monitor and manage the propulsion system.

“This is the most significant step undertaken at Airbus to usher in a new era of hydrogen-powered flight since the unveiling of our ZEROe concepts back in September 2020,” said Klauke. “By leveraging the expertise of American and European engine manufacturers to make progress on hydrogen combustion technology, this international partnership sends a clear message that our industry is committed to making zero-emission flight a reality.”

“Hydrogen combustion capability is one of the foundational technologies we are developing and maturing as part of the CFM RISE Program,” said Gaël Méheust, CEO of CFM. “Bringing together the collective capabilities and experience of CFM, our parent companies and Airbus, we really do have the dream team in place to successfully demonstrate a hydrogen propulsion system. We are deeply committed to helping the industry achieve the industry’s net carbon emissions goal that we have collectively set for ourselves through the Air Transport Action Group declaration last October. To achieve this goal, the industry needs to take action now – and we are.”

GE and Safran launched the technology demonstration programme RISE – Revolutionary Innovation for Sustainable Engines – in June 2021. It is aimed at developing open rotor powerplants that can be powered by 100% sustainable aviation fuel or liquid hydrogen for the next generation of single-aisle aircraft from 2035.

“Achieving sustainable aviation growth requires a holistic industry-wide approach. From the CFM perspective, we certainly support the broader use of sustainable aviation fuels – something the industry can do today to have a huge impact on its carbon footprint. Of course, this is in addition to building ever more fuel-efficient aircraft engines,” said Méheust.

“However, it is not the goal of our industry just to lower its carbon footprint, it is net zero carbon emissions and to achieve this we need to explore all the technology pathways at our disposal and hydrogen propulsion brings great promise. It is the true zero carbon emissions solution and at CFM it is one of the fundamental technologies we are developing and maturing as part of the RISE programme.”

Mohamed Ali, VP Engineering at GE Aviation, added: “CFM is now working with Airbus to make zero-emission aircraft a step closer to reality. Both GE and Safran, as parent companies of CFM, have experience with hydrogen fuel to power land-based gas turbines and rockets. This experience makes CFM the best-positioned engine maker to join the Airbus ZEROe programme.”

Explaining the challenges of hydrogen aircraft propulsion, he said: “For aircraft engine propulsion, to distribute the fuel from the storage tanks to the engine combustor, it will require the development of a new cryogenic fuel delivery system. Before the liquid hydrogen can enter the engine’s combustion chamber, we will need to convert it into gas to be burnt cleanly in the combustor. Unlike jet fuel, hydrogen is injected into the combustor as gas, so making its mixing with air actually easier. “

However, hydrogen burns at a much higher temperature than jet fuel, so CFM will need to build on its experience with advanced materials, coatings and cooling technology to develop combustor and turbine parts to withstand that temperature, and still achieve the same or better durability than what we have today, he said.  Burning at a higher temperature also makes hydrogen susceptible to other emissions like nitrogen oxides and burns ten times faster than jet fuel, so requiring new technologies. For the programme, the liquid hydrogen will need to be stored at around minus 250°C in the four cryogenic fuel tanks and the liquid hydrogen converted into gas via a new technology heat exchanger.

“Is hydrogen harder? Yes. Is it doable? Absolutely,” said a confident Ali.

During the flight test phase, data will be gathered on the condensation trails produced by the engine in different atmospheric conditions, said Michel Brioude, Chief Technology Officer at Safran Aircraft Engines. “Hydrogen combustion does not emit CO2 but it does produce three times the amount of water, so condensation trails can contribute to the greenhouse effect and we will need to measure that,” he said. “Today, we don’t know how long they exist in the atmosphere.”

Klauke told the press event that the demonstration timeline announced was fitting exactly with the 2035 entry-into-service plan outlined at the Airbus Sustainability Summit in September 2020. The plan to conduct flight tests by the end of 2026 will enable Airbus to make technology choices for the aircraft’s propulsion system in 2027, she said.

Airbus Americas Chairman Jeff Knittel described the signing of the strategic partnership between Airbus and CFM as an historic day for aviation, adding: “Hydrogen propulsion is a fundamental part of the long-term solution and we are committed to this new aviation future.”

The Airbus A380 ZEROe demonstrator showing the four liquid hydrogen tanks and the GE Passport turbofan engine mounted on the rear fuselage (top and bottom images: Airbus)

Airbus, CFM, GE and Safran executives unveil their hydrogen propulsion partnership (starts 7:45)

Mark Pilling

GreenAir Contributing Editor

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Additional reporting by Christopher Surgenor

Leading aircraft leasing companies are becoming increasingly vocal about their commitment to sustainable aviation, as evidenced in recent reports and thought-leadership papers from Aircraft Leasing Ireland (ALI), the body representing 31 of the world’s largest lessors, and major lessors Avolon and SMBC. It is hardly a surprise that businesses with large corporate shareholders take ESG seriously as it is an industry that has a 25-year investment horizon raising and deploying billions of dollars in capital globally every year to finance hundreds of jetliners and turboprops, writes Mark Pilling. The drive to aviation operations with net zero emissions has a fundamental impact on the demand and types of aircraft acquired and placed by lessors and thus the risk and reward considerations of the air finance world. These initiatives are expected to be followed by all major players in the air finance industry as they fashion and declare their sustainability and ESG strategies.

ALI launched its ESG narrative, ‘Aviation Sustainability: Our Future’ at a recent Airline Economics conference in Dublin. Declan Kelly, Chair of ALI, said: “Air travel has been a catalyst for our global economy. With the industry set to achieve a steady growth rate over the coming years, it is essential that this is delivered sustainably. Today we are taking our first, unified, positive steps as lessors to show our commitment to supporting the wider industry to achieve net zero carbon emissions by 2050.” ALI is a relatively new body formed by Ibec, Ireland’s lobby and business representative group. The report outlines tangible steps to be taken by aircraft lessors to support aviation to reach the net zero goal.

“This is achievable, but it requires a seismic shift in the development of new technologies in the area of carbon sequestration, sustainable aviation fuels (SAF) and new propulsion aircraft,” said Kelly. “Support is therefore required at all levels across government and industry. Ireland, as an island aviation nation, can play a leading role in this technological research and leasing can underpin this by deploying our capital and buying power.” 

Authored in conjunction with Oliver Wyman, the University of Limerick and TU Delft Netherlands, the narrative outlines aviation’s pathways to achieve net zero through aircraft design, operational improvements, SAF, electrical/hydrogen propulsion and recycling. Jan Melgaard, Executive Chair of FPG Amentum and Chair of ALI’s Sustainability Committee said: “The complexities of aviation, driven by an extensive regulatory environment, result in the technological leaps required to address the climate threat being measured in decades rather than years. As a result, the need for us to take action today to transition our industry to carbon neutrality by 2050 is even more outspoken, even though the results of our actions are not immediately visible.”

ALI pledges to be the leading aircraft lessor organisation on sustainability and driving the commitment across the entire aircraft lifecycle. Objectives include the development of a charter during 2022 that would demonstrate leadership in carbon disclosures and accelerate progress in future aircraft and low-carbon technologies. As buyers of more than 50% of the world’s new technology aircraft, ALI is encouraging its members “to use their very significant influence with aerospace manufacturers and airlines” and require a step change to ensure the industry can achieve net zero by mid-century.

To encourage members to act on the environment today, it recommends their employees choose travel service providers based on their sustainability credentials, steer aircraft investments towards aircraft with low energy intensity, increase the recycling of aircraft and expand members’ value chain to include sustainable investments in, for example, SAF or electric/hydrogen-based propulsion projects.

ALI also intends working with the University of Limerick in respect of leadership of sustainability initiatives and broaden involvement with other Irish universities in a collaborative effort to drive sustainability via research, curriculum development and continued development of thought leadership. Another commitment is to hold a first Aviation Sustainability Day in Ireland this year, inviting participation from relevant stakeholders for discussion on progressing the sector towards net zero by 2050.

Robbie Bourke, Partner, Oliver Wyman and co-author of the narrative added: “The aircraft leasing community is taking its first practical steps to support and work with the entire industry to achieve net zero. This will be delivered through close collaboration with OEMs, airlines and governments, who have within their gift the power to accelerate change.”

Meanwhile, Avolon, one of the world’s largest lessors (and a member of ALI), issued its annual outlook paper for 2022 titled ‘Rise Above’. Co-authored by Jim Morrison, Head of Portfolio Management, and Rosemarie O’Leary, Head of Counterparty Risk, at Avolon, the paper reviews the key trends in the aviation industry for airlines, manufacturers and lessors, identifying themes that will shape the year ahead. Of its seven forecasts for 2022, three – covering eVTOLs, SAF and carbon credit prices – had sustainability at their core.

It notes a “handful” of electric vertical take-off and landing (eVTOL) prototypes flew in 2021 and Avolon predicts full-scale prototypes of 10 all-electric aircraft will fly this year. Disruptive technologies start small “before growing to attack incumbents’ fortresses,” it says, “and watch out for expanding customer bases as the technology is proven and performance is enhanced.” Avolon itself ordered up to 500 electric aircraft in June 2021, becoming a launch customer of Vertical’s VA-X4 eVTOL machine.

Although supply is limited, demand for SAF is strong and Avolon projects a quadrupling of SAF production by 2030 as projects are funded in 2022. Policies must be structured to ensure the economics stack up against other renewable fuels, it says, whilst believing blending mandates and production incentives will ensure long-term demand and so enabling airlines to sign up for offtake agreements. “With revenues secured, so projects will be financed and construction started, leading to SAF production capacity growing exponentially,” says the paper.

Avolon sees the price of carbon credits doubling again in 2022, with the global voluntary offset market potentially worth $50 billion by the end of the decade, up from $300 million in 2018. The Taskforce on Scaling Voluntary Carbon Markets is enabling this growth by crafting market standards to create certainty over the value of carbon credits and liquidity that creates price transparency, it says, and believes the price of mandated EU carbon permits will continue to rise as demand increases from the reopening of economies while supply is squeezed.

In December, lessor SMBC Aviation Capital, another member of ALI, launched its inaugural ESG strategy which outlines the long-term objectives of the business to 2050. It commits to setting science-based targets and disclose in line with best practice reporting under the Task Force on Climate-related Financial Disclosures (TCFD), as well as aligning all its initiatives with the UN Sustainable Development Goals (SDGs). It has a current fleet of over 730 owned, managed and committed aircraft, of which 61% are latest technology and most fuel-efficient types. SMBC is targeting raising this proportion to 80% by the end of fiscal 2024 and intends to be one of the first to invest in electric and/or hydrogen powered commercial passenger aircraft, which are expected in the next 15 years.

“We will work with our customers on their decarbonisation journeys,” promises the company in its ESG strategy report. “We are providers of finance and can develop creative ways to help the industry to progress to SAF and zero emissions aircraft.”

SMBC adds it will maintain and enhance its “best-in-class” corporate governance, embed ESG into its corporate governance framework and introduce metrics to encourage strong performance in ESG across the organisation.

“Aircraft leasing will have an increasingly influential role in the future of the industry,” comments Peter Barrett, Chief Executive of SMBC in the report. “We must lead by example on all aspects of ESG and in particular on the critical issue of the environment. The transition to a more sustainable aviation industry is going to move at a rate far in excess of anything seen before. Leadership will be a source of competitive advantage and we are committing resources to ensure that this is embedded into our business and core product offering.”

Photo: Aircraft leasing company Avolon and Japan Airlines announced in October 2021 a partnership to commercialise zero-emissions eVTOL aircraft in Japan

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As the Environmental, Social and Governance (ESG) reporting obligations for aviation industry players relating to carbon emissions become more stringent and onerous, a variety of providers are stepping forward with software solutions that they say will independently and accurately help, discovers Mark Pilling. Suppliers such as Fexco/Avocet, IBA and the Aviation Working Group are all fielding products they claim can address this requirement. The increased obligation for ESG reporting is becoming a live issue for the air finance community with banks, lessors and insurance companies all required to provide detailed reporting on their aircraft assets on a regular basis, often annually. To assist, Irish financial and business solutions provider Fexco and Avocet Risk Management, an aviation risk management firm, have partnered to launch the Platform for Analysing Carbon Emissions (PACE), which they believe will set a new benchmark for analysing actual and predicted CO2 emissions.

“PACE is the first data and analytical solution for the aviation sector that delivers sustainability-linked analysis and translates the carbon footprint for all stakeholders into financial and climate risk,” said John Nozell, Chairman and Director of Avocet. “All businesses have a societal, legal and collective responsibility to measure, manage and disclose the climate-related risks derived from the asset portfolios in which they invest. PACE takes multiple inputs and leverages AI technology to automatically measure the carbon for all stakeholders and support sustainability-linked financing opportunities for the businesses that use their aircraft the most efficiently.”

The system, which has been under development for 18 months and is being trialled by some major lessors and banks, will provide accurate carbon emissions analysis for investors, financiers and aircraft owners to measure and forecast emissions from their assets and provide TCFD (Task Force on Climate Related Financial Disclosures) “reporting as a service”.

PACE aims to provide users with an insightful view of their portfolio and the ability to fully control, accurately measure and incentivise emissions reductions, say the partners, while also forecasting future carbon performance and proactively alerting the asset stakeholder to any exception events in real time. “This ensures all stakeholders have full transparency of their aircraft assets, their current, historic and future carbon output, as well as the carbon reduction trajectory against science-based targets, that will enable them to take the necessary remedial action to remain within carbon reduction KPIs and performance trajectories,” they added.

In March, aviation data and advisory company IBA, launched its InsightIQ Carbon Emissions Calculator, a carbon modelling tool that enables users to calculate and compare the emissions of airlines and lessors, entire aircraft fleets and regions over different periods of time, in addition to supporting analysis of specific commercial aircraft models and routes. Users can also map emissions geographically and gauge the potential impact of adding varying percentages of different types of sustainable aviation fuel.

Also in March, the Aviation Working Group launched the AWG Carbon Calculator, developed, it says, to generate accurate, reliable, and consistent carbon dioxide emissions data for aircraft and aircraft portfolios, with the data presented visually through various tabular and graphical outputs. AWG is a not-for-profit entity comprised of major aviation manufacturers, leasing companies and financial institutions that contribute to the development of policies, laws and regulations that facilitate advanced international aviation financing and leasing. Members include Airbus, Boeing, AerCap and Avolon.

Robert Neale, Chief Product Officer of PACE says the product automatically compiles actual flight data and applies a blend of aircraft data and industry standard methods to provide “consistent, comparable and reliable” information for aircraft portfolio modelling, investor relations and regulatory reporting requirements. The firm said it is the first platform to combine these capabilities with historic and predictive analysis, emissions target forecasting and real time exception event notifications, including emissions trading scheme credit risk exposures and sanctioned territory infringement alerts. It aims to provide up-to-date reporting on allowances, units surrendered and fleet lien exposures for schemes including EU ETS, UK ETS, Swiss ETS and CORSIA.

Another potential use of the PACE system is to enable financiers to independently report on the carbon emissions of their aircraft to obtain cheaper finance terms to incentivise the use of fuel-efficient types, said Neale. In a statement, Fexco said: “New sustainability linked finance/leasing products and transition linked finance/leasing products are starting to emerge in European markets, with global adoption likely.” There has been a handful of aircraft finance deals that have featured such terms but the data capture element to prove carbon emissions has been manual. A product like PACE will automate this process, said Neale.

PACE user dashboard:

Top photo: Rolls-Royce

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A coalition of global aviation industry associations, representing airports, air traffic management and makers of aircraft and engines, have reinforced the new adoption by IATA’s member airlines of a long-term climate goal of net zero carbon emissions by 2050. A declaration released by the cross-industry Air Transport Action Group (ATAG) commits global civil aviation operations to achieving the same goal through accelerated efficiency measures, energy transition and innovation across the aviation sector, and in partnership with governments around the world. At its Annual General Meeting in Boston on October 4, IATA passed a resolution to adopt the net zero goal that updates the previous less ambitious long-term goal agreed industry-wide in 2009. To coincide with the new goal, ATAG has released new analysis that it says outlines credible paths for the air transport sector to reach its decarbonisation target, reports Mark Pilling.

Commenting on the industry-wide ‘Commitment to Fly Net Zero’, Haldane Dodd, Acting Executive Director of ATAG said: “Aviation has increased its ambition in line with the need for all sectors of the economy to pursue rigorous climate action. Despite having endured the greatest crisis in aviation history, this new agreement shows that our sector has placed climate action as one of its highest priorities. It will be a significant challenge to meet net zero carbon emissions by 2050, but the evidence shows that with the right support from governments and efforts across the value chain, especially the energy industry, it is achievable.”

The industry stakeholders said a mix of new technology, including potentially shifting to electricity and hydrogen for some shorter services; improvements in operations and infrastructure; and a transition to sustainable aviation fuel by mid-century would provide the majority of the carbon reductions. Remaining emissions would be captured using carbon removals measures.

Dodd said it was vital governments showed their support through national policy measures focused on innovation and energy transition, and urged ICAO Member States to adopt a long-term aspirational goal in line with industry commitments at their next Assembly in 2022.

Luis Felipe de Oliveira, Director General of airports industry body ACI World, which has already set a long-term net zero goal for airports, added his urgency for ICAO to adopt the industry goal. “The road ahead will be challenging but aviation is no stranger to challenges,” he said. “Our historic declaration shows the determination of the sector to work together to take this important climate action. It is now imperative that governments support these efforts to make this vital sector sustainable.”

Simon Hocquard, Director General of CANSO, which represents air navigation service providers globally, said: “Sustainability is becoming the global issue for aviation. With many environmental gains hedging on sustainable aviation fuels, hydrogen and electrification of aircraft, it is vital we fast-track air traffic management improvements while carbon-based fuels are still commonplace.”

Referencing the updated Waypoint 2050 report, Dodd said: “It shows several scenarios, focusing on new technology options such as electric and hydrogen aircraft for the short-haul fleet, to a complete shift to sustainable aviation fuel for medium- and long-haul operations. We have identified the building blocks needed and the scale of the challenge is substantial, but with supportive government policy and the backing of the energy sector, it can be done.”

The report outlines several scenarios or pathways for the decarbonisation of air transport. One scenario focuses industry attention on sustainable aviation fuel (SAF) as the key component of action and identifies that 445 million tonnes of this low-carbon fuel would be needed by the sector in 2050. This SAF energy transition would require an investment of up to $1.45 trillion over 30 years. Annualised, this is around 6% of yearly oil and gas capital expenditure. It would create opportunities for energy industries to develop in countries across the world and potentially sustain up to 14 million jobs in operation, logistics, feedstock supply and construction.

“Importantly, this is a conservative analysis based on rigorous sustainability criteria and feedstock constraints,” said Dodd. “It shows that a build-up in capacity from sources such as agricultural, municipal and industrial wastes is available today. It also shows that over time, as costs reduce, there will be a shift to other sources such as jet fuel made from low-carbon electricity. The cost of this fuel will also reduce and, with the right government policy and energy industry support, could be competitive with fossil jet fuel.”

Another scenario places the emphasis on radical new technologies and energy sources such as electricity and hydrogen. Battery electric options may be available for small commuter aircraft of between 9-19 seats before the end of the 2020s. Hydrogen as a source of fuel could potentially power larger aircraft for short-haul operations from the middle of the 2030s.

“Both electric and hydrogen options for aircraft are exciting opportunities to test the innovative skill the industry has always displayed,” said Dodd. “Challenges remain in deploying these options, but their benefits could be significant. Coupled with SAF, particularly for longer-range missions, passengers in 2050 will have access to almost zero-carbon flights. Already, we have implemented measures that mean a flight produces around the same per-passenger emissions as a small car with average occupancy, adding in these new technical solutions will lead us beyond that and towards zero carbon connectivity.

“Air transport is a vital driver of global economic development, social cohesion, family connections and business opportunities. Governments can play a key role in helping to sustain a green recovery for aviation from the Covid-19 crisis and a path towards net zero emissions from air transport. The next decade will set the sustainable aviation agenda out to 2050 and beyond. This is a crucial period.”

Image: ATAG

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In a presentation held at British Airways’ London Heathrow maintenance base, BA Chief Executive Sean Doyle unveiled a new sustainability programme and campaign called BA Better World. It included the announcement of a sustainable aviation fuel (SAF) collaboration with fuel provider bp related to the upcoming COP26 climate change conference in the UK and an extension of its offsetting partnership with Pure Leapfrog enabling customers to include SAF as a purchase option for the first time. In a show of support for BA’s wide range of sustainability initiatives, the event was attended by representatives from organisations including the airline’s SAF partners Velocys and LanzaTech, carbon capture firm Carbon Engineering, Airbus and electric-hydrogen aircraft pioneer ZeroAvia. Mark Pilling reports from one of the first in-person sustainable aviation events to be held since the start of the Covid-19 pandemic. British Airways has since carried out a ‘Perfect Flight’ using a new ‘BA Better World’ liveried A320neo between Heathrow and Glasgow that was its first-ever commercial flight to be powered by SAF. The airlines said emissions from the flight were 62% lower compared with a similar length Perfect Flight a decade ago.

Presenting the UK flag carrier’s new sustainability programme ahead of COP26 starting at the end of next month in Glasgow, Doyle said: “We all know this is going to be a pivotal moment for change across every industry.

“With BA Better World we’re on our most important journey yet – to a better, more sustainable future and one which will ensure the long-term success of our business. We’re clear that we have a responsibility to reduce our impact on the planet and have a detailed plan to achieve net zero carbon emissions by 2050, including investing in more fuel-efficient aircraft, improving our operational efficiency and investing in the development of sustainable aviation fuel and zero emissions aircraft.”

Stressing its environmental credentials dated back to 1992, when Doyle said BA was the first airline to report its carbon footprint, the carrier is the latest to publicly lay out its sustainability roadmap and insists the issue is a strategic priority.

Doyle made his presentation with one of BA’s first Airbus A320neos as the backdrop. The aircraft has been symbolically painted in a blue ‘BA Better World’ scheme. “The aircraft serves as a constant and visual testament to our colleagues, customers and to all of our stakeholders of the commitment we are making today, which is to put sustainability at the heart of our business,” said Doyle. “The aircraft is part of a much bigger story for British Airways, about how we emerge from the pandemic, thrive and have a more sustainable future.”

The introduction of more fuel-efficient aircraft, such as the A320neo, along with aircraft technology advances such as zero emissions aircraft, is an important component of BA’s detailed plan to achieve net zero emissions by 2050, said Doyle. In a video presentation (see below), BA’s roadmap to 2050 sees a third of its emissions reduction coming from this source, with a further third coming from the use of SAF, which it says will meet 50% of all fuel needs by mid-century, and the remaining third from “robust” carbon reductions and removals in other sectors. Doyle emphasised achieving net zero by 2050 will take time and partnerships with government and industry, and that new SAF plants needed seed funding and required price certainty for investors.

Doyle announced a collaboration with long-standing fuel partner Air bp to source enough SAF to cover all its flights between London’s City, Gatwick and Heathrow airports and Glasgow and Edinburgh airports during COP26, which he said would reduce lifecycle emissions by up to 80%. COPs usually attract around 30,000 delegates but with international travel Covid restrictions in place, numbers attending this year remain uncertain and Doyle said BA’s schedule over the COP26 period is still therefore to be determined. However, there is expected to be heavy air traffic on the routes between London and Scotland, and the airline has provisioned for enough SAF to offset the equivalent jet fuel used on all flights over the two-week event. The SAF, blended at around 40% with conventional fuel, will be produced from used cooking oil, imported into the UK and will be co-mingled into the fuel distribution systems at the three London airports. Doyle pointed out that BA now also buys offsets to cover emissions on all domestic flights.

“Our companies have a long-standing relationship and will continue to work together on sustainable aviation fuel supply initiatives on an on-going basis,” said Martin Thomsen, Senior Vice President of bp’s aviation business. “At bp we want to help decarbonise the aviation industry and we will continue to collaborate with industry stakeholders and governments to explore viable options to help scale up sustainable aviation fuel more broadly.”

Thomsen told GreenAir the company is making small batches of SAF at its R&D facilities with a view to scaling up production in the future. It is also a long-term supplier and partner with BA, and has signed wide-ranging SAF collaboration deals with other carriers, for example Qantas. The company does have other such partnerships with global airlines, but these have not been announced at this time, he said.

Doyle said the collaboration with bp forms part of British Airways’ long-term commitment to the development and use of SAF. The airline’s parent company, International Airlines Group (IAG), is investing $400 million over the next 20 years into the development of SAF, with BA having formed partnerships with a number of technology and fuel companies to develop SAF plants and purchase the fuel, including Velocys in the UK and LanzaJet in the US. Doyle said he expected the airline would be taking its first SAF supplies from LanzaJet by the end of next year, “which will be an important milestone.”

British Airways, as part of an IAG commitment, recently stated it would power 10% of its fuel needs with SAF by 2030, which Doyle conceded was “very ambitious”.

“But the demand from the industry is there, and now we need to create the supply,” he added. “Although we don’t have a SAF plant up and running in the UK as yet, we’re trying to develop one in Humberside and that’s making good progress with Velocys. If more supply is there, maybe the target can be revisited.”

In the meantime, he said, carbon offsets, although an interim solution, are accessible “right now” and can have a positive impact supporting community projects and biodiversity around the world, as well as offsetting carbon. “In the future, we expect offsets to migrate into supporting funding and research in carbon capture technology.”

BA also announced that customers can now buy SAF to reduce their carbon footprint via its offset partner Pure Leapfrog and SAF partner bp during the online booking process. As well as the existing option for customers to offset their emissions through supporting three projects, another option is a combination of 10% SAF purchase and 90% carbon offsets.

The airline’s Head of Sustainability, Carrie Harris, revealed BA is also in dialogue with its top corporate customers about helping them reduce their carbon footprint from flying through an opportunity to purchase SAF. “They are all really interested in this topic,” she said.

Added Doyle: “The more opportunities we have to talk about ways to offset emissions, the more credible and tangible it becomes and it also drives awareness of the wider challenge we face as an industry. Sustainability is at the heart of every conversation we have with our customers.”

Since the unveiling of the Better World A320neo at the event, British Airways carried out a Perfect Flight from Heathrow to Glasgow on September 14, the first-ever passenger flight by the airline to be powered directly by sustainable aviation fuel. BA teamed up with Heathrow and Glasgow airports, the UK’s air traffic control organisation NATS, Airbus and bp to demonstrate innovations such as continuous climb and descent, SAF and the use of electric ground operations vehicles. Remaining emissions are to be offset, to achieve a carbon neutral flight.

BA operated its first Perfect Flight in 2010 on the Heathrow to Edinburgh route and the airline says the aim of Glasgow flight was to demonstrate how far the aviation industry has progressed in decarbonisation efforts since then. The use of the A320neo, which burns 20% less fuel than its predecessor aircraft, and SAF, which was blended at 35% with traditional jet fuel, along with the other fuel saving measures, resulted in a 62% reduction in CO2 emissions compared to the 2010 flight, reported the airline.

Those measures included the aircraft being pushed back using one of the airline’s electric Mototok vehicles, powered by Heathrow’s supply of 100% renewable electricity, and using just one of the aircraft’s engines to taxi out to the runway and taxi in to the stand at Glasgow.  Air traffic controllers at NATS directed the aircraft on its continuous climb from Heathrow and descent into Glasgow without airborne holding, and NATS provided the most direct routing and most optimal flight level. Climb speeds were programmed in advance and aircraft computer systems worked out the optimum altitude and used accurate weight and wind data to ensure the most efficient journey possible.

The data from the flight will be analysed to fully understand the benefits and how the techniques and procedures used can be implemented in the everyday and in the future.

“We learn a lot from projects like this, which can inform future airspace designs and ultimately make UK skies more sustainable,” said Ian Jopson, Head of Sustainable Operations at NATS.

In order to reduce the weight of the new aircraft and lower fuel burn, British Airways has installed newer, lighter seats, lighter catering trollies and replaced heavy flight manuals and inflight magazines with digital downloads.

“This flight offered a practical demonstration of the progress we’re making in our carbon reduction journey,” commented BA CEO Sean Doyle. “By working together with our industry partners, we’ve delivered a 62% improvement in emission reductions compared to a decade ago. This marks real progress in our efforts to decarbonise and shows our determination to continue innovating, working with governments and industry, and accelerating the adoption of new low carbon solutions to get us closer still to the Perfect Flight of the future.”

Photo: bp’s Martin Thomsen (left) and Sean Doyle of British Airways

Mark Pilling

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Additional reporting by Christopher Surgenor

Editor’s note: This article was updated on September 16 to include coverage of BA’s Perfect Flight demonstration

Cargo operator DHL Express and Brazilian airline Azul have become the latest carriers to join the early pacesetters in making commitments to take delivery of all-electric aircraft in the coming years, reports Mark Pilling. DHL has ordered 12 all-electric Eviation Alice eCargo aircraft from the Seattle-based manufacturer, with deliveries expected to begin in 2024. In its cargo configuration, the aircraft will be able to carry 1,200kgs of freight. In the other development, Munich-based all-electric aircraft pioneer Lilium jointly announced with Azul that the two companies intend to enter negotiations to build an exclusive electric vertical take-off and landing (eVTOL) network in Brazil. If this deal comes to fruition, Azul will acquire 220 seven-seater all-electric eVTOL Lilium Jets with the first aircraft expected to enter service in 2025. Lilium has also announced new appointments to its board of directors, which is chaired by former Airbus CEO Thomas Enders.

Eviation’s deal with DHL is its first order for the Alice aircraft. The financial terms of the deal have not been revealed. “With this engagement DHL aims to set up an unparalleled electric Express network and make a pioneering step into a sustainable aviation future,” said the express service operator. “We firmly believe in a future with zero-emission logistics,” said John Pearson, CEO of DHL Express. “Therefore, our investments always follow the objective of improving our carbon footprint. On our way to clean logistics operations, the electrification of every transport mode plays a crucial role and will significantly contribute to our overall sustainability goal of zero emissions. Founded in 1969, DHL Express has been known as a pioneer in the aviation industry for decades. We have found the perfect partner with Eviation as they share our purpose, and together we will take off into a new era of sustainable aviation.”

Eviation said the Alice is on track for its first flight later this year. The aircraft has been specifically designed so that it can be configured for e-cargo or passengers. It can be flown by a single pilot and will carry 1,200 kilograms of cargo. Eviation said it will require 30 minutes or less to charge per flight hour and have a maximum range of up to 815km and be capable of operating in all environments currently serviced by piston and turbine aircraft. “Alice’s advanced electric motors have fewer moving parts to increase reliability and reduce maintenance costs,” explained Eviation. “Its operating software constantly monitors flight performance to ensure optimal efficiency.”

The aircraft is ideal for feeder routes and requires less investment in station infrastructure, said DHL, and can be charged while loading and unloading operations occur, ensuring quick turnaround times that maintain tight schedules.

“From day one, we set an audacious goal to transform the aviation industry and create a new era with electric aircraft,” said Eviation CEO Omer Bar-Yohay. “Partnering with companies like DHL, who are the leaders in sustainable e-cargo transportation, is a testament that the electric era is upon us. This announcement is a significant milestone on our quest to transform the future of flight across the globe.”

Added Eviation’s Executive Chairman, Roei Ganzarski: “The next time you order an on-demand package, check if it was delivered with a zero-emission aircraft like DHL will be doing. With on-demand shopping and deliveries on a constant rise, Alice is enabling DHL to establish a clean, quiet and low-cost operation that will open up greater opportunities for more communities.”

In May, DHL Global Forwarding joined United Airlines’ Eco-Skies Alliance programme along with other global corporations to purchase emissions reductions from the use of sustainable aviation fuel (SAF) through a ‘book and claim’ mechanism. The programme’s participants will contribute towards SAF purchases of 3.4 million gallons (12.9 million litres) this year, leading to a total reduction of around 31,000 tons of GHG emissions on a lifecycle basis compared to conventional jet fuel.

The decarbonisation of its operations is one of the main pillars of Deutsche Post DHL Group’s new sustainability roadmap announced in the first quarter of 2021. The Group said it is investing €7 billion ($8.2bn) by 2030 in measures to reduce its CO2 emissions. The funds will go towards electrification of its last-mile delivery fleet, sustainable aviation fuels and climate-neutral buildings. On the way to the zero emissions target by 2050, which has already been in place for four years, the company said it is committing to new, ambitious interim targets. The Group has committed to reducing its greenhouse gas emissions by 2030 in line with the Paris Climate Agreement.

At the headline level, the commercial and strategic alliance between Lilium and Azul would potentially be worth $1 billion. “Lilium plans to work with Azul to radically transform high-speed regional transportation in a country which sees close to 100 million domestic air passengers a year and is currently one of the world’s leading civilian helicopter and business aviation markets,” said the companies in a joint announcement. “Combining Azul’s deep knowledge of the Brazilian market with Lilium’s unique eVTOL aircraft platform, the companies plan to negotiate the terms for the establishment of a co-branded network in Brazil. As part of the commercial arrangement, Lilium would intend to sell 220 aircraft for Azul to operate across the network expected to start in 2025 for an aggregate value of up to $1 billion. The strategic alliance and aircraft order with Azul remain subject to the parties finalising commercial terms and definitive documentation.”

Azul would expect to operate and maintain the Lilium Jet fleet, while Lilium would provide an aircraft health monitoring platform, replacement batteries and other custom spare parts. Azul also expects to support Lilium with the necessary regulatory approval processes in Brazil for certification of the Lilium Jet and any other required regulatory approvals.

Lilium said it plans to be in operation in multiple regions in 2025, offering the opportunity to travel faster than existing high-speed alternatives and with zero-operating emissions. Lilium’s Brazil launch plans would be expected to provide significant incremental revenue alongside previously announced network launch plans in Germany and Florida in the United States.

Daniel Wiegand, co-founder and CEO of Lilium said: “Azul has brought convenient and affordable air travel to underserved markets across the Americas and this makes them an ideal partner for Lilium. We’re excited to work with Azul’s seasoned team to deploy a co-branded eVTOL network in Brazil.”

Azul CEO John Rodgerson said: “Azul is the largest domestic airline in Brazil in terms of cities served and daily departures. Our brand presence, our unique route network, and our powerful loyalty programme give us the tools to create the markets and demand for the Lilium Jet network in Brazil. As we did in the Brazilian domestic market over the last 13 years, we look forward to again, now with the Lilium Jet, working to create a whole new market in the years to come.”

David Neeleman, Chairman of Azul, said: “Since Azul’s founding 13 years ago, the Brazilian aviation market has doubled with Azul capturing almost 60% of the growth. We know how to create and grow new markets, and once again we see huge market opportunity by bringing the Lilium Jet to Brazil.” Lilium has also announced the appointment of Gabrielle Toledano, COO at Keystone Strategy, and Henri Courpron, founder and Chairman of Plane View Partners, and former chief executive of ILFC and Airbus North America, to Lilium’s board of directors. The board will be chaired by former Airbus Chief Executive Thomas Enders, upon completion of a previously announced merger with Qell. Led by Barry Engle, a former president of General Motors North America, Lilium’s deal with Qell Acquisition Corp will provide it with access to capital and industry experience.

Top image: DHL Express has ordered 12 all-electric Eviation Alice eCargo aircraft

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Pratt & Whitney Canada (P&WC) is restarting activity on its hybrid-electric propulsion technology with the aim of ground testing a de Havilland Dash 8-100 equipped with a demonstration powerplant in 2022, leading to flight testing in 2024. The project is being backed as part of a C$163 million ($129 million) investment supported by the governments of Canada and Quebec, and is a component of the country’s green recovery plan, reports Mark Pilling. P&WC’s announcement is the second sustainability initiative launched in Quebec in the past week, with Airbus joining the SAF+ Consortium, a group of aerospace companies and research institutions that is seeking to transform Montreal into a sustainable aviation hub in North America. The group is aiming to produce aviation fuel from a pilot power-to-liquid plant from captured CO2 using renewable green hydrogen later this year, with a commercial project planned for 2025.

P&WC is working with De Havilland Canada to integrate hybrid-electric technology into a Dash 8-100 with an advanced electric motor and controller from Collins Aerospace. Both P&WC and Collins are part of Raytheon Technologies. This project succeeds the so-called Project 804, launched in 2019 as a joint development programme between P&WC and Collins “and provides a solid foundation for this new demonstrator programme to build upon,” said P&WC. The Dash 8-100 is a twin-turboprop seating 37 passengers.

“Hybrid-electric technology has an important role to play in enabling the next step-change in efficiency for aircraft engines, and we are uniquely positioned to demonstrate this potential,” said Maria Della Posta, President, P&WC. The new hybrid-electric propulsion technology will drive significant improvements in aircraft efficiency by optimising performance across the different phases of flight, allowing the demonstrator to target a 30% reduction in fuel burn and CO2 emissions, compared to a modern regional turboprop airliner, said P&WC.

Added Dave Riggs, Chief Transformation Officer at De Havilland Canada: “Our company has a legacy of innovation that has supported aviation in Canada and around the world for more than 90 years and we are immensely proud to be the first manufacturer of regional aircraft supporting the development of hybrid-electric propulsion technology. We look forward to collaborating with Pratt & Whitney Canada and governments in Canada to further the development of alternative, climate-friendly technology that holds much potential to contribute to more sustainable aviation.”

François-Philippe Champagne, Canada’s Minister of Innovation, Science and Industry stated: “The aerospace sector is a pillar of the Canadian economy, providing good jobs for Canadian workers from coast to coast. It’s essential that we support the long-term growth of the sector and help make Canada a world leader in greener, more innovative technologies.”

Another major aerospace manufacturer, Airbus, has signed a memorandum of understanding (MoU) to collaborate with Canadian aviation industry players on SAF development and production in North America. It will join the SAF+ Consortium, a partnership that is aiming to build a power-to-liquid (PtL) pilot plant in the east end of Montreal. SAF+ is a group of Quebec companies and research institutions working in the SAF field focusing on capturing CO2 from large industrial emitters and synthesising with green hydrogen to produce e-fuels for the aviation sector with 80% lower lifecycle GHG emissions than their fossil-based equivalent. SAF+ said it intends to start production as early as the second half of 2021 at the pilot plant. A commercial project with an output of 30 million litres per annum is planned for 2025.

Airbus will be investing through “in-kind” contributions, which it says will consist of technical and certification expertise, economic analysis, communications and advocacy. “The announcement marks the launch of a new Canadian ecosystem dedicated to stimulating the production of SAF and connecting Airbus with prominent Canadian actors spanning the entire aviation value chain to develop a concrete solution that will make low carbon flying a reality,” said the European aerospace giant.

Its New Energy Programme Manager, Steven Le Moing, continued: “Building this new Canadian ecosystem alongside the SAF+ Consortium is a key milestone as we continue to push to reach our global 2050 CO2 emissions reduction targets. This partnership is a perfect example of how Airbus is actively shaping decarbonisation discussions in North America, while demonstrating our commitment to making SAF an economically viable solution available to our customers.”

The consortium’s President, Jean Paquin, said: “SAF+ aims to be a pioneer in the field of SAF, and with the support of visionary partners such as Airbus, we will create a competitive company, able to offer one of the many technological solutions needed to decarbonise the aviation industry.”

The consortium brings together several key players including Air Transat, Hydro-Quebec, Aéroports de Montréal, Polytechnique Montréal and Aéro Montréal. In July 2020, all-Airbus fleet operator Air Transat became the first Canadian airline to commit to a major SAF offtake following an agreement with SAF+.

Image: Pratt & Whitney Canada

Mark Pilling

GreenAir Contributing Editor

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