Imagine a plane that runs on liquid hydrogen instead of kerosene, acting like a giant flying battery that creates its own power. Instead of carrying heavy batteries, it uses a fuel cell to turn hydrogen into electricity right in the engine pod. This makes the plane light enough to fly while producing zero pollution.
Regional aviation struggles to eliminate CO2 and NOx emissions because current battery technology is too heavy for the required power. There is a need for a high-power-to-weight propulsion system that doesn't rely on heavy batteries.
A 1.2 MW hydrogen-electric propulsion system based on a 600 kW core module, including a liquid hydrogen fuel system and a non-hybrid electric powertrain.
If you are a regional aircraft manufacturer dealing with strict CO2 and NOx emission mandates — this project developed a Flying Fuel Cell system that targets a power level of 2-4 MW per wing. This allows for the creation of climate-neutral aircraft for entry into service by 2035.
If you are a component supplier dealing with the weight penalties of hybrid-electric systems — this project developed a non-hybrid power train that achieves a high specific power of 1.5 kW/kg. This removes the need for high-power batteries in the direct powerline.
If you are an airport operator dealing with the transition to green fuels — this project developed a liquid hydrogen fuel system for regional aircraft. This provides a technical roadmap for integrating LH2 infrastructure to support zero-emission flights.
Based on available project data, specific cost or pricing information is not provided; the focus is on performance, mass, and aviation-specific safety requirements.
Yes, the project uses a scalable 600 kW core module to demonstrate a 1.2 MW system, with simulations to confirm scalability to the 2-4 MW power level.
Based on available project data, IP and licensing terms are not specified, though the project is led by MTU Aero Engines AG with a consortium of 11 partners.
The project aims for a TRL6 demonstrator by 2028, paving the way for commercial prototyping and entry-into-service by 2035.
The system is designed for integration into a regional aircraft such as an ATR, with the fuel cell and electric drive housed in a compact engine nacelle mounted under-wing.
The consortium is heavily industry-driven, with 9 out of 11 partners being industrial entities (82% industry ratio) across 7 countries. Led by MTU Aero Engines AG, the group consists of aircraft propulsion integrators and Tier 1 suppliers, indicating a strong focus on commercial viability and certification rather than pure academic research.
Contact MTU Aero Engines AG regarding the Flying Fuel Cell (FFC) propulsion system
Contact us to find partners for hydrogen-electric aviation integration.
