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Co-Founder and Director at HyFlux, and myMaskFit | MBA | BEng | 2024 Uplink World Economic Forum Top Innovator

Starting Small: The Path to Scaling Hydrogen Propulsion in Aviation? Graham Warwick’s recent article sheds light on the pivotal debate in the hydrogen aviation space: Can we successfully scale hydrogen propulsion from niche applications to mainstream commercial aviation? Universal Hydrogen’s recent closure has intensified this discussion, particularly around the strategy of starting small. Key insights from industry leaders like Cranfield Aerospace Solutions and ZeroAvia highlight that beginning with smaller aircraft, like the Britten-Norman Islander or the ATR 72, is not just about testing technology. It’s about building the necessary ecosystem—from airport infrastructure to regulatory frameworks—that will support hydrogen as a viable aviation fuel. ZeroAvia’s ambitious roadmap, from retrofitting small aircraft to tackling the narrowbody market, demonstrates the scalability potential. Their work on the ZA2000 powertrain and hybrid propulsion systems underscores the complex challenges ahead, particularly around power density & liquid hydrogen storage. Meanwhile, GKN Aerospace’s #H2Gear project takes a bold approach with centralised, cryogenic hydrogen-electric powertrains. Norman Wood, GKN’s Technical Fellow and Aircraft Architect, emphasises the importance of this centralised approach: “It’s not ‘if,’ it’s ‘when’ you have hydrogen leakage.” By housing the system in a centralised, fire-protected safe zone, GKN aims to minimise risks associated with hydrogen distribution across the aircraft. Wood notes, “Centralised is the only way forward to meet the targets… Anything that involves distributing hydrogen around the aircraft is incurring risk.” Wood also highlights the innovation in their cryogenic systems: “Supercooling the power conduits, inverters, and motors increases powertrain efficiency downstream of the fuel cells at least 10% over a noncryogenic system. This cancels out the added mass of the cryogenic system, then hybridisation reduces overall stack gross power, fuel flow, and tank size.” GKN’s vision extends to larger aircraft, including a concept for a 160-seater, proving that scalability is not just possible but within reach. “Now that we are confident we can manage the CG range, and given our capability to model scalable ducted fans, we are revisiting the rear fan configurations,” Wood adds, signaling ongoing advancements in design and safety considerations. This journey is not just technological but also about gaining public, governmental & industry confidence. As we progress, the question remains: how soon can these innovations make a significant impact on reducing aviation’s carbon footprint? With HyFlux & Airbus with their Airbus UpNext Cryoprop solution with full superconducting motors & drives, as well as their ability to finance this transition ahead of the next narrowbody market entry - 2035 is what is needed. #HydrogenAviation #H2 #LH2 #SustainableAviation #Hydrogen #ZeroEmission #Innovation #AerospaceEngineering

Starting Small: Can Hydrogen Propulsion Grow Out Of Its Initial Niche?

Starting Small: Can Hydrogen Propulsion Grow Out Of Its Initial Niche?

aviationweek.com

Kirk Watson

Valued Professional Contract Services for Aircraft Owners, Buyers, Sellers,Airlines, Lessors/Lessees, Lenders & Industry Partners

2mo

“Airbus, which is eyeing a clean-sheet hydrogen-electric 100-seater for 2035 service entry.” Thats no longer true. Airbus CEO Guillaume F. has publicly stated he cannot deliver on the 2035 date and also cannot announce a new date at this time and asks the world to have “patience”.

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