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

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

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

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

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

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

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

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

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

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

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

Christopher Surgenor

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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

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

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

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

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

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

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

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

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

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

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

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

Top image: Heart Aerospace ES-19