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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The transition to hydrogen-fuelled flights, initially on regional air routes, has received a double boost, with major milestones announced by two leading powertrain developers, ZeroAvia and Universal Hydrogen. Both companies are developing hydrogen propulsion systems to replace fossil-fuelled engines in existing commuter planes and are progressing flight test programmes. ZeroAvia has just secured additional funding  from 10 investors, jointly-led by Airbus, Barclays Sustainable Impact Capital and Saudi Arabia’s NEOM, to progress certification of its entry-level ZA600 powertrain, designed to retrofit 9-20 seat commuter planes. Airbus and ZeroAvia will also collaborate on key technical issues to help achieve certification of hydrogen propulsion. In the US, the Federal Aviation Administration (FAA) has accepted an application by Universal Hydrogen for a Supplemental Type Certificate (STC) to convert ATR72 regional turboprops to hydrogen propulsion, and has provided essential documentation for the certification process.

ZeroAvia is developing a family of hydrogen-electric engines that use hydrogen in fuel cells to produce electricity, which then powers electric motors to spin the aircraft’s propellors. Airbus, Barclays and Saudi Arabia’s NEOM were joined in the latest investment round by Breakthrough Energy Ventures, Horizons Ventures, Alaska Airlines, Ecosystem Integrity Fund, Summa Equity, AP Ventures and Amazon Climate Pledge Fund.

First-stage flight testing of the ZA600 protype was completed recently and ZeroAvia is now undertaking final design work required to achieve certification, targeting entry into service in 2025. As well as supporting this programme, supported by two converted Dornier 228 testbed planes, the additional funding will help progress development of the company’s next engine, the ZA2000, a 2-5.4MW powerplant designed for use on larger aircraft. ZeroAvia is converting a 76-seat Dash 8-400 turboprop, formerly operated by Alaska Airlines, for use as a demonstrator aircraft, and aiming to flight test this engine concept next year. 

Airbus, a leading proponent of hydrogen-powered aircraft, has additionally agreed to collaborate with ZeroAvia on certification approaches for the propulsion systems, focusing on key technical areas including liquid hydrogen fuel storage, ground and flight testing of fuel propulsion systems, and development of refuelling infrastructure and operations for hydrogen-powered planes. Both companies are already working with partners including major and regional airports on operational challenges including transportation, storage and delivery of hydrogen fuel.

Through its ZEROe aircraft programme, in which fuel cell systems are a key element, Airbus recently conducted ground tests with a hydrogen engine concept at 1.2MW power. By the late 2020s, it will use A380 research aircraft to commence flight testing of hydrogen propulsion concepts as part of its own ambition to introduce a new zero-emission airliner into commercial service by 2035. 

ZeroAvia’s founder and CEO, Val Miftakhov, welcomed the Airbus investment as a strong endorsement of his own company’s progress in hydrogen propulsion. “Anybody following the development of hydrogen aviation, and its potential to transform the industry, will see this investment as a positive step,” he said. “Airbus has led the way with its zero-emission vision and a commitment to extensive research and development programmes. For ZeroAvia to now have investors such as Airbus coming on board is the strongest possible validation of the prospects for hydrogen-electric propulsion technology.” 

Glen Llewellyn, Airbus VP, ZEROe Aircraft, said ZeroAvia’s success in flight-testing fuel cell propulsion, and hydrogen storage and distribution systems on its Dornier 228 research aircraft, had put the company in a strong position to advance its technologies. “In addition,” he said, “ZeroAvia is supporting the development of a wider hydrogen ecosystem for aviation – technologies, decarbonised hydrogen supply and certification of hydrogen propulsion systems – which all complement well with our own ambition to bring ZEROe hydrogen-powered aircraft to service by 2035.”   

Repeat investor Barclays said green hydrogen was a leading decarbonisation pathway for hard-to-abate sectors including aviation. “Our Sustainable Impact Capital portfolio is one of many ways in which Barclays is supporting green-tech companies to innovate and scale, recognising that doing so at speed is crucial for a timely transition to net zero,” explained Andy Challis, the company’s Co-Head of Principal Investments. “ZeroAvia has shown that with ambition, technological innovation and the right support from both the public and private sector, it is possible to scale and implement such hydrogen technologies at pace, as evidenced by the ZA600 moving ever-closer to commercial flight.”

Saudi Arabia’s NEOM, the other lead investor in ZeroAvia’s latest funding round, said it was committed to maximising the use of renewably-produced energy. “Developing a green hydrogen future is central to NEOM’s Mission,” said Majid Mufti, Managing Director of the NEOM Investment Fund. “Participating in this venture with ZeroAvia was a natural choice for us.” 

Over in California, Universal Hydrogen has developed a modular system in which capsules of hydrogen are transported to airports, then loaded onto the aircraft they will power, eliminating the need for dedicated airport fuelling infrastructure.

The start-up commenced flight tests earlier this year of its 40-seat Dash 8-300 testbed ‘Lightning McClean’, the largest fuel-cell powered aircraft to fly. It expects its test and certification programme to take two years, and is targeting 2025 for entry into service of larger ATR72 turboprop aircraft, powered by its containerised hydrogen fuel.

The company has now secured key documentation from the FAA to establish certification criteria, as part of its plan to convert conventionally-powered ATR72s to use portable liquid hydrogen modules to power a fuel cell-electric propulsion system.

The FAA has accepted Universal’s application for a Supplementary Type Certificate (STC) to convert ATR aircraft, and has granted a G-1 Issue Paper, a key step in developing certification criteria that includes development of airworthiness and environmental standards which the converted ATR would need to meet. As well as the new propulsion system, the Universal Hydrogen conversion also requires structural changes to aircraft to load and accommodate the hydrogen fuel canisters.

Like ZeroAvia, Universal Hydrogen is well backed by highly-credentialled investors including Airbus Ventures, GE Aviation, JetBlue Ventures, American Airlines, Toyota Ventures and a mix of green energy and sustainable finance partners. Among its customers is US start-up carrier Connect Airlines, which has announced orders for 75 ATR72 conversion kits and options for 25 more.

“I believe we have an industry first here,” said Mark Cousin, Universal’s President and CTO. “We appreciate our responsibility to ensure the airworthiness certification criteria that are established set a positive precedent for the rest of the nascent hydrogen aviation industry.”

Universal Hydrogen advisor Carl Burleson, a former Acting Deputy Administrator of the FAA, added: “For something as novel as hydrogen-powered airplanes, establishing the certification basis is a critically important milestone in the certification process. This is the culmination of nearly two years of effort between Universal Hydrogen and the FAA on this trailblazing project, which represents a key part of the solution set to help address the aviation industry’s commitment to a zero-carbon future.”

Image: In August, new Canary Islands operator Surcar Airlines selected ZeroAvia’s ZA600 hydrogen-electric engines to retrofit a Twin Otter seaplane variant

Editor’s note: Both Airbus and ZeroAvia will be talking about the latest developments in hydrogen-powered aircraft technology at the Aviation Carbon 2023 conference, co-organised by GreenAir and taking place in London on November 6/7.

Tony Harrington

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Regional and business aircraft maker Embraer has released details and images of four concept aircraft as starting points for all-new sustainably-powered passenger planes, reports Tony Harrington. Simultaneously, a new partnership has been formed in the UK to progress the conversion of existing Britten-Norman commuter planes from fossil fuels to zero-emission hydrogen propulsion. Embraer said its new Energia aircraft family would range from nine to 50 seats, fly between 200 and 500 nautical miles, or 370-926 kilometres, and be powered by four different, rear-mounted propulsion systems. The intention is to offer them progressively between 2030 and 2040, as technology becomes available. In contrast, Project Fresson, a collaboration between Britten-Norman and Cranfield Aerospace Solutions to retrofit existing regional aircraft with hydrogen fuel cell technology, has been broadened through a new partnership with Isles of Scilly Steamship Group, which owns UK regional airline Skybus, and wants to transition to zero-emission flights. Meanwhile, hydrogen-electric aviation pioneer ZeroAvia has announced a slew of new collaborations, including with Alaska Air Group.

“With 50 years’ experience in developing, certifying and supporting regional aircraft, Embraer is in a unique position to make viable the introduction of new, disruptive green technologies,” said Arjan Meijer, CEO of Embraer Commercial Aviation.

Luis Carlos Affonso, Embraer’s SVP Technology and Corporate Strategy, reported the Energia family of aircraft would provide an important platform for defining future low or no emission models. “We see our role as a developer of novel technologies to help the industry achieve its sustainability targets,” he said. “There’s no easy or single solution in getting to net zero. New technologies and their supporting infrastructure will come online over time. We’re working right now to refine the first airplane concepts, the ones that can start reducing emissions sooner rather than later. Small aircraft are ideal on which to test and prove new propulsion technologies so that they can be scaled up to larger aircraft.”

The first of the new concept craft, the nine-seat Energia Hybrid (E9-HE), would be offered from 2030. Embraer said this hybrid-electric aircraft, powered by two rear-mounted engines with front propellers, would emit 50% less CO2 when used with Jet A1 fuel, and 90% less when operated with sustainable aviation fuel. It would also produce 60% less external noise and have a flight range of 500nm, or 925km, and provide a sustainable option for short haul, low-capacity scheduled flights, corporate or charter operations, emergency services such as medivac, or parcel freight. 

Next, from 2035, would be the nine-seat Energia Electric (E9-FE), a fully-electric powered aircraft for short range flights of up to 200 nm, or 370 km. This model, the only high-wing aircraft of the Energia family, would produce no emissions and 80% less noise from its single, tail mounted engine, featuring dual contra-rotating propellers.

Also from 2035 would be Embraer’s 19-seat, hydrogen-electric Energia H2 Fuel Cell aircraft (E19-H2FC), designed to operate with hydrogen fuel cells as a single power source, or as a hybrid-powered plane with batteries or gas turbines.  Again, this aircraft, with two rear-mounted electric engines and front propellers, would have a range of 200nm/370 km, suitable for higher capacity short range flights. It would produce no carbon emissions, and 70% less external noise.

The fourth, final and largest model in the Energia family would be the zero emission Energia H2 gas turbine, dual-fuel airliner (E50-H2GT), powered by either hydrogen or sustainable aviation fuel, and with 2040 “technology readiness”. It would seat 35-50 passengers, have a range of 350-500nm, or 650-925km, and be 60% quieter than similar-size conventional aircraft.

Embraer is already well-advanced in its sustainability programmes, having tested drop-in sustainable aviation fuels including sugarcane and camelina plant-derived sources on the E-Jet family of regional airliners, and is aiming to make all of its new aircraft compatible with SAF by 2030. It has also test-flown an electric demonstrator aircraft, a single-engine EMB-203 Ipanema, 100% powered by electricity, and is planning to introduce a hydrogen fuel cell demonstrator by 2025. As well, the company is progressing an all-new turboprop aircraft, which would be both 100% SAF-compatible and designed to accommodate the integration of future hydrogen propulsion technologies. It is also developing a fully-electric vertical take-off or landing vehicle, or ‘air taxi’, to enter service in 2026.

The Energia family would be competing with all-new aircraft programmes, including the yet-to-fly 19-seat ES-19 of Swedish start-up Heart Aerospace. The ES-19 has attracted customers ranging from New Zealand regional airline Sounds Air to United Airlines, which, with regional partner Mesa, has announced plans to acquire up to 200 units. Last year, Airbus revealed its own family of concept aircraft through its ZEROe hydrogen power programme. Additionally, the Energia aircraft would be competing with a growing number of electric and hydrogen retrofit programmes for existing types, such as Britten-Norman aircraft.

Britten-Norman and Cranfield Aerospace Solutions are already collaborating on Project Fresson, a programme to integrate hydrogen fuel cell technology into an eight-seat Britten-Norman Islander aircraft, with a view to reinventing the type as a zero-emission commuter plane with higher passenger payload, lower maintenance costs and a faster path to market than an all-new aircraft. The two organisations have now entered a partnership with Isles of Scilly Steamship Group to progress the introduction of zero-emission flights, possibly by 2025, to the Isles, a popular UK tourist destination.

The Group’s fleet includes the eight-aircraft local airline, Skybus, which operates both eight-seat Britten-Norman Islander and 17-seat DH6 Twin Otters on three short-range routes. Chief Executive Stuart Reid said the company had signed a letter of intent for hydrogen-powered aircraft as part of a dual commitment to support both the destination’s environment and the UK government’s plans to decarbonise air transport.

William Hynett, Chief Executive of Britten-Norman, said: “We wish to bring hydrogen-electric aircraft to the market at the earliest possible opportunity so that we can help drive our customers’ success in the new age of air transport. In striving for a zero-carbon future, it is essential that solutions are practical, affordable and sustainable, and we believe that we are well-placed to help achieve these vital goals in a way that will resonate with our global customers, many of whom seek to protect the outstandingly beautiful places in which they operate.”

Last month, ZeroAvia and Alaska Air Group announced they were to collaborate on developing a hydrogen powertrain for a 76-seat, zero-emission regional aircraft. The partner’s engineers will work together to scale ZeroAvia’s existing powertrain platform to produce the ZA2000, an engine family capable of producing between 2,000 and 5,000 kilowatts of power with a 500-mile range. Initially, the technology will be deployed into a full-size De Havilland Q400 aircraft, previously operated by Alaska subsidiary Horizon Air Industries.

UK and US based ZeroAvia will also set up a location in the Seattle area to support the initiative and Alaska has secured options for up to 50 kits to begin converting its regional aircraft to hydrogen-electric power, starting with the Q400. Alaska has joined Seattle-based Amazon Climate Pledge Fund and Bill Gates’s Breakthrough Energy Ventures as investors in ZeroAvia.

US asset investment platform Rose Cay has also announced its support for the ZeroAvia technology and intends to fund the acquisition of existing aircraft, convert them using ZeroAvia’s hydrogen-electric powertrain system and then lease them to operators worldwide. The deal includes a conditional purchase order for up to 250 engines with deliveries beginning as early as 2024. The two partners said they also intend to develop airport infrastructure projects, with committed offtake agreements, to ensure hydrogen availability.

Earlier this month, ZeroAvia entered into a collaboration with Indian state-owned aerospace and defence company Hindustan Aeronautics (HAL) to develop a Supplemental Type Certificate (STC) to incorporate a 600kW hydrogen-electric powertrain system, the ZA600, into a 19-seat Dornier 228 aircraft. Around 270 Dornier 228 aircraft have been manufactured globally, with 242 currently in service, and the STC would allow retrofit of existing airframes for both Indian military and worldwide operators. HAL also intends to build new aircraft with additional FAA approval, designated Hindustan-228, creating the opportunity to incorporate ZA600 zero-emission engines.

A Dornier 228 based at ZeroAvia’s facility at Cotswold Airport in the UK is being used as the dedicated development platform for the HyFlyer II project, which is progressing the R&D required for the ZA600 powertrain for 19-seat aircraft. The company said it had recently successfully ground-tested the powertrain and reported flight testing using the Dornier 228 would begin “in the coming months to achieve certification and entry into commercial service in 2024”.

ZeroAvia recently held its two-day 2021 Hydrogen Aviation Summit, which can be viewed here.

Top image: Embraer’s Energia family of four concept aircraft

Bottom image: The Project Fresson Britten-Norman Islander aircraft