Industry Insights: Scott Pendry from Cranfield Aerospace Solutions

In the Industry Insights blogpost series, we sit down with each SASHA member to find out what drives them in their work and what challenges they face.

Here we speak to Scott Pendry, Director of External Relations at Cranfield Aerospace Solutions, a company developing hydrogen fuel cell aviation.

Much of the conversation around decarbonising aviation is dominated by so-called sustainable aviation fuels (SAFs) – but these do not make up the full picture. For short flights, a crucial part of the puzzle is hydrogen fuel cells, and this is Cranfield Aerospace Solutions’ solution.

“Cranfield has developed a zero emissions, hydrogen fuel-powered propulsion system for a range of applications and platforms,” Scott Pendry, Cranfield’s Director of External Relations explains. “We’re transforming a Britten Norman Islander 9-seat aircraft into a zero emissions aircraft by replacing its propulsion system from conventional fossil fuel to that of gaseous hydrogen via a fuel cell and electric motor.”

Hydrogen propulsion aircraft

So, what are the benefits of a hydrogen fuel cell propulsion system? “It will eliminate carbon emissions with only heat and small amounts of water being produced. In that respect, it is a true zero carbon emission aircraft,” says Scott. He differentiates Cranfield’s product from a net zero aircraft run on sustainable aviation fuels, which still emits carbon in a circular way. “But we, of course, do not emit any carbon.”

Hydrogen is a feedstock in many net zero SAF-based aviation solutions, but Cranfield uses it directly. “Hydrogen can be burned directly in a gas turbine or used to power a fuel cell. While it can be stored in liquid or gaseous form, Scott notes that the latter is easier to bring to market. The way in which the hydrogen is used also depends on the type of aircraft. “Ultimately, we think hydrogen fuel cell systems are the future for sub-regional/regional civil aircraft,” Scott says. “Beyond that, we think that the sector is best served by hydrogen combustion in a conventional gas turbine.”

Digital render of Cranfield's Hydrogen fuel cell.

Key challenges in producing and using hydrogen

But climate solutions are rarely easy and Cranfield’s is no exception. “The first challenge is the upstream supply of green hydrogen,” Scott says. “And that's why it's so important to work with organisations focused on this – not least the SASHA Coalition.” It is not just a question of the amount of hydrogen available, Scott explains, but also ensuring that it ends up in the sectors that need it most.

Once the hydrogen feedstock is in place though, there’s the infrastructure to worry about, and Scott says that the second issue they face is hydrogen’s use in an operational environment, i.e., the airport and aircraft. Cranfield is actively working with industry partners to address these issues and providing advice and guidance to help develop the regulatory and operational standards for refuelling, as well as aspects such as rescue and firefighting services.

Government policy

Beyond Cranfield’s efforts, these hurdles can be addressed with well-designed policy. “Government has a key role to play in helping create a viable market for zero emissions flights,” Scott says. Cranfield is generally pleased with the UK Jet Zero strategy but believes it could be more specific: while it does have a 2040 target for net zero flights, there should also be sub targets for zero emissions flights.

“As part of the Jet Zero Strategy, the previous government committed to consult on a 2040 target for all internal flights to be net zero,” Scott says. “This should be taken up in earnest by the new government.” He explains that a preference for zero emissions aircraft on these routes would send a clear signal to airlines/operators that they need to seek out zero emissions aircraft solutions.

It's not just the UK that needs to ramp up its ambition, but the EU as well. “While it is an EU member state national level issue,” Scott notes, “the EU Commission has an important role to play to ensure the development of zero emission aircraft.” As with the UK, Scott envisions the EU urging member states to consider servicing short routes with true zero emissions aircraft.

Green investment and government must align

Securing investment is as ever a core consideration. “Such policy would require airlines and operators to shift to zero emissions aircraft,” Scott explains, “and in turn signal to the investment community that companies such as ours are good investment prospects.” In this way government policy encourages rather than ‘crowds out’ private capital. “Investors want to know that government will consider the availability and sourcing of green hydrogen for the sectors that need it most.” They also want to see ambitious targets that give them certainty about the market’s future. “This is why they're fundamentally positive about the UK and its associated devolved governments. Ultimately, airline operators need to respond to government policy. So that's why we need more ambitious targets.”

The question remains as to how we ensure that the supplies of green hydrogen that exist end up in the sectors that need them most. “We want to be agnostic to an extent and not rule out any technological pathway,” Scott starts, “but considering the evidence of where green hydrogen is best used, after a certain point keeping everything on the table is disruptive and a waste of taxpayers’ money.”

Given the limited time and resource available to realise green solutions, government has an active role in determining where the hydrogen ends up rather than “just waiting for vested lobbying interests to help decide the path of action.”

“It’s almost like we need a new Treasury Green Book, when it comes to net zero innovation. Because at some point, we're going to have to close in on certain technologies or use cases, and there is a risk that the green transition is dominated by outsized firms, or current market leaders.”

Green aviation in the UK

It's within the UK’s grasp to be a global leader in green aviation, and this opportunity should not go missed. “Thanks to forward thinking programs, such as the Aerospace Technology Institute, new market entrants have been able to develop radical new technologies, including Cranfield Aerospace and ZeroAvia but also, for example, Intelligent Energy.” The high investment, intense R&D and novel markets required for new aerospace technology requires significantly longer holding periods than most that private finance or equity are accustomed to, Scott explains. “Companies in the early scale-up phases need commercial derisking support to encourage private investment and commercialise the technology once developed.”

Once again, this is where government can step in. “The previous political and economic orthodoxy was that we should leave it to market forces,” Scott notes, “but that was a recipe for a different, less urgent time.” The transition to net zero is urgent and demands a different approach. “We believe a modern government should be more active, making and shaping markets that are essential to combating climate change, but also ensuring our future prosperity.”

Find out more about Cranfield Aerospace Solutions here. The views expressed here do not necessarily reflect those of the wider SASHA Coalition.