Airbus has built some of the world’s most important commercial aircraft for decades, but its engines have always come from outside. Rolls-Royce, GE Aerospace, Pratt & Whitney and CFM International have occupied that specialized space, while the European manufacturer concentrated on design, integrate and assemble the aircraft. That separation has been one of the unwritten rules of the industry. Now, the search for a hydrogen-powered plane has led the group to cross a border that until today it had preferred to keep intact.
The movement will take shape, if it overcomes the pending steps, in a joint venture between Airbus and MTU Aero Engines. Its objective will be to bring together in a single organization the development, testing, certification and commercialization of a fully electric propulsion system powered by hydrogen fuel cells. For now, both companies have signed a non-binding agreement and the operation remains subject to regulatory authorizations and the corresponding labor consultation processes. The forecast is that the new company will begin operating in 2027.
Airbus wants to manufacture the heart of its future hydrogen plane
The operation represents Airbus’s first foray into the manufacture of complete aeronautical engines. The step breaks with a model in which manufacturers define and integrate the aircraft, but leave the propulsion in the hands of specialized companies. The European firm does not intend to compete with them in the conventional engines that its models currently use. Its entry will be limited, at least for now, to a technology still in development that Airbus and MTU want to transform into an industrialized and certifiable system.
The two partners come to the project from complementary positions. Airbus brings its knowledge of commercial aviation programs and its experience in fuel cell and liquid hydrogen propulsion; MTU adds capabilities in engine design, integration, validation, certification and maintenance. The final terms of the future partnership are still being negotiated. The Financial Times maintainsbased on two sources close to the talks, that the European manufacturer would have close to 75%, that the valuation could exceed 1.2 billion euros and that both parties are inclined to install it in Germany.
Recreation of the ZEROe turboprop concept presented by Airbus in 2020
The initiative also reflects how ZEROe has changed since its launch in 2020. Airbus initially aspired to introduce a hydrogen aircraft around 2035, but ended up recognizing that the technology and the necessary ecosystem would not advance in time to meet that horizon. The British newspaper now places the launch in the 2040s and claims that the readjustment included a budget reduction and the reassignment of staff. After reviewing the program, the group decided to prioritize an all-electric architecture based on fuel cells.
The prioritized architecture would not burn hydrogen inside a turbine. The fuel, stored in a liquid state, would power fuel cell systems that would electrochemically combine it with oxygen to produce electricity; That energy would later reach the electric motors responsible for moving the propellers. It should not be confused with the direct combustion demonstrator that Airbus and CFM International had planned to test on an A380. That was a different technological path. The system would not produce direct CO₂ emissions during the flight and would have water as a byproduct of the reaction.
The announcement does not immediately bring a hydrogen plane closer to airports. As we say, the future society must still be established, convert the research and results of the demonstrators into an industrialized and certifiable system, and face obstacles ranging from weight and cooling to fuel supply. There is also no assigned model nor a confirmed commercial calendar.
Images | Airbus
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