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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Image: Heart Aerospace ES-30

Aircraft manufacturer ATR, Swedish domestic carrier Braathens Regional Airlines and sustainable aviation fuel supplier Neste have teamed to carry out the first-ever 100% SAF-powered test flight using a commercial regional aircraft. Described as a “historic day for aviation” by ATR CEO Stefano Bortoli, the 1 hour 20 minutes flight from Malmo to Bromma Airport near Stockholm is part of a 100% SAF certification process involving the partners that started in September 2021 and is expected to be completed by 2025. Airport operator Swedavia enabled the SAF to be uplifted to the aircraft at Malmo Airport, with engine manufacturer Pratt & Whitney Canada involved in preparations for the flight. Neste said that when used in a neat 100% concentration, its SAF reduces GHG emissions over its life cycle by up to 80% compared to fossil jet fuel use, with additional non-CO2 benefits through significantly reduced particulate emissions. Braathens Chairman Per Braathen said the Swedish government required the airline to transition to 100% SAF by 2030 and passengers would need to contribute to the extra cost. He added there was a problem with the more expensive SAF having to compete with biodiesel production and needed government support and financial muscle.

Commenting on the test flight, ATR’s Bortoli said: “After more than a century of commercial flights powered by kerosene, we are at the dawn of a new era. In recent months, we carried out a series of successful flights with sustainable fuel in one engine. We decided it was time to perform the first test flight with 100% SAF in both engines. This helps us to certify our aircraft to fly solely on sustainable fuels faster and to enable more sustainable connections as a result.

“The flight represents a true milestone for the entire aviation industry as it shows that this technology works and can be promptly adopted by many in our industry to speed up the transition to low-emission aviation.”

Jonathan Wood, VP Europe, Renewable Aviation, commented: “Test flights like this show it is possible to safely fly on 100% SAF and help accelerate the adoption of SAF in aviation.”

ATR said the results of the experimental test flight would be analysed and then released at a later date. After the flight, ATR’s chief pilot, Cyril Cizabuiroz, said the aircraft was flown at its normal altitude and cruise speed, used the same level of fuel that was expected and performed normally with no engine parameter abnormalities. “For the flight crew, this was a very positive test flight,” he reported. “It’s the beginning of a long journey to certification for 100% SAF use in 2025.”

The 2025 date is five years ahead of larger aircraft manufacturers Airbus and Boeing, which are targeting 2030. “We are a small company with a product that has a long and successful history and we have now demonstrated we can fly our aircraft on 100% SAF,” explained Bortoli. “We have been working actively on this project for a couple of years and the whole industry is now looking at this more seriously than ever before. The difficulty is not from a technological standpoint, it’s having a common ground for setting the reference for the fuel and that will be the most difficult part of the process. We also have just the one engine – Pratt & Whitney – rather than many to deal with.”

Per Braathen said he was less concerned about the certification process than the supply-side availability of SAF. “That’s where governments and European authorities have to really contribute,” he said. “We are competing with refinery capacity for diesel and producing SAF is much more expensive than diesel. However, refineries are being closed down because of the transition, for example, to electric cars. They can be converted quite easily and can use technology that already exists.”

Bartoli said there was a high barrier of entry for SAF producers and private capital needed certainty about future opportunities, so having incentives for airlines to use SAF would create demand and pull incremental investment into SAF production. “If we can generate that circle, which is advantageous to all players, then definitely we will have the answer.”

Braathen said his airline had gone through tough times. “It’s a very different airline compared to two years ago,” he said. “When you start over again you have to have a goal and this time it was [using] SAF, which I really believe can make a difference.”

Added Bartoli: “There is no business if it’s not a sustainable business and when we make decisions, we try to change the paradigm. It’s not simply a dollar-driven decision-making process, it’s a decision for our long-term future and when we talk about sustainable aviation and the use of sustainable aviation fuels, I think this is a perfect match. Newcomers to ATR aren’t necessarily looking for a higher salary but they want to know the purpose of the company and its commitment to the environment. We must demonstrate that.”

Photo (ATR): Fuelling of the Braathens Regional Airline’s ATR 72-600 with 100% SAF

Boeing will source two million gallons (7.5 million litres) of sustainable aviation fuel from Texas-based Epic Fuels in what the companies have described as “the largest announced SAF procurement by an airframer”. Throughout 2022, Boeing will use the SAF in its commercial operations in both Washington state and South Carolina to help fuel the test, ferry and customer flights of new aircraft, as well as operations by its giant Dreamlifter freighters that are used to transport major aircraft components and other large shipments, reports Tony Harrington. Use of the fuels will progress Boeing’s commitment that by 2030 it will offer commercial aircraft which are both able and certified to fly using 100% SAF, and also support broader initiatives by the aerospace industry to grow SAF use. In other OEM developments, European turboprop manufacturer ATR has test flown an ATR 72-600 aircraft with one of its two engines fuelled by 100% SAF, while regional jet maker Embraer is planning a similar trial in partnership with engine manufacturer Pratt & Whitney.

The latest purchase agreement between long-term partners Boeing and Epic Fuels will include supplies developed from inedible agricultural waste, which will then be used to produce a blend of 30% SAF and 70% conventional jet fuel. Epic will also continue to provide customised blends graduating from 50 to 100% SAF for use in the Boeing ecoDemonstrator programme, in which new technologies are assessed on flights by testbed aircraft. Although the maximum SAF-fossil fuel blend approved by regulators is 50/50 for commercial flights, Boeing, alongside other airframe and engine manufacturers, is working to achieve universal approval for 100% SAF use to power everyday flights.

“SAF is a safe, proven, immediate solution that will help achieve our industry’s long-term commitment to net zero carbon emissions by 2050,” said Sheila Remes, Boeing VP Environmental Sustainability. “Boeing has been a pioneer in making sustainable aviation fuels a reality. Through this agreement we will reduce our carbon footprint and have SAF available for customer deliveries as well as our own operations.” 

The company began test flights with SAF in 2008, and in 2011 helped achieve regulatory approval to use the fuels on commercial flights. In 2018, through its ecoDemonstrator programme, Boeing used a FedEx B777 freighter to perform the first test flight of a commercial aircraft using 100% SAF, and in 2019 started offering airlines the option to use SAF on delivery flights of new aircraft. The latest fuel purchase will support Boeing’s commercial operations in Everett, Renton and Seattle, in Washington state, and in North Charleston, South Carolina.

“Epic and Boeing have been partners for decades. Working together, we are making sustainability more attainable for our customers,” said Kyle O’Leary, Vice President and COO of Epic Fuels, an independent supplier with primary operations in the US and Canada. Epic has partnered with Boeing to test alternative fuels on Boeing 757 and 787 testbed aircraft, and with Alaska Airlines, first in a trial of biofuel produced from non-edible, sustainable corn, and later the first commercial flight using renewable alternative jet fuel produced from residual forest waste.  

In Europe, ATR Regional Aircraft has just achieved seven hours of ground and flight testing of an ATR 72-600 prototype aircraft, on which one of the two engines was powered by 100% sustainable aviation fuel produced from renewable waste and residues raw material such as used cooking oil. The tests were conducted with Finnish waste-to-SAF producer Neste and Swedish ATR operator Braathens Regional Airlines, as part of a collaboration to achieve certification of ATR aircraft to use 100% SAF by 2025.  The three companies are planning to operate a SAF demonstration flight with a Braathens aircraft later this year.

“The achievement of this great milestone shows that we are fully committed to making the use of 100% SAF possible and helping our customers meet their objectives to provide even more sustainable air links, not in 2035 or 2050, but in the coming years,” said Stefan Bortoli, ATR’s CEO. The company has estimated that with 100% SAF in both engines, CO2 emissions from an ATR aircraft flying on a typical regional route would be reduced by 82%.

Regional jet manufacturer Embraer and engine manufacturer Pratt & Whitney have also announced plans to operate a demonstration flight this year using 100% SAF. The flight will be operated with an Embraer E195-E2 aircraft powered by Pratt and Whitney GTF engines. “Collaboration is an essential pre-requisite for our industry to achieve our environmental goals,” said Arjan Meijer, CEO of Embraer Commercial Aviation.

GE Aviation and Emirates have also signed a Memorandum of Understanding to conduct a 100% SAF test flight by the end of this year, using an Emirates Boeing 777-300ER powered by GE90 engines.  

Photo: Boeing