Charles Alcock is managing editor of the AIN Media Group, having rejoined the company in 2019. He has been an aviation journalist since 1986, and previously worked for AIN from 1990 to 2017, most recently as editor-in-chief. His main focus is on covering new aviation technology and business models, as well as international news.
Having been raised in the London area, Alcock studied at the University of Manchester in the UK and earned an honors degree in Politics and Modern History. He speaks English and French, and some German.

Managing Editor

EASA and MTU Aero Engines are jointly investigating potential methods to conduct type certification of hydrogen fuel cells for aircraft. Through a partnership announced on November 2, the European Aviation Safety Agency and the German aircraft engines manufacturer say they will assess new standards, regulations, and verification procedures for what they refer to as a flying fuel cell (FFC).
MTU is already working with the DLR German Aerospace Center to develop a fuel cell powertrain technology demonstrator that it intends to fly on a Dornier 228 twin-turboprop aircraft. This is part of the company’s Clean Air Engine (Claire) technology program.
“When it comes to the approval of a flying fuel cell, all parties involved are entering uncharted territory, which is why we are seeking a dialogue with the certification bodies at an early stage,” said MTU’s head of quality, Thomas Frank. 
The joint MTU/DLR project, which has financial support from the Bavarian state government, is intended to validate the potential use of hydrogen propulsion for aircraft as large as the Airbus A320 and Boeing 737 narrowbody airliners. The partners aim to start flying a technology demonstrator in 2026.
Announcing the project last year, MTU explained that one of the 19-seat Do-228’s two Honeywell TPE331 turboprop engines will be replaced by a 500-kW electric propeller motor, powered by electricity produced by hydrogen fuel cells. However, at the time, the company’s engineering team also indicated that until a certification path for FFCs is clear, it may be more realistic to use direct combustion of liquid hydrogen in gas turbine engines.
MTU Aero Engines is Germany’s leading aircraft engine manufacturer. The Munich-based company has a long track record of developing low-pressure turbines, high-pressure compressors, and turbine center frames for&nbsp;turboprop, turbofan, and turboshaft power plants.
“MTU is one of the first companies to cooperate with EASA in this area,” said EASA chief engineer Alain Leroy. “Our learnings from this innovation partnership will enable us to efficiently support the safe introduction of these disruptive technologies in the aviation world, with their expected benefits for the environment.”
U.S.-based start-ups ZeroAvia and Universal Hydrogen are both working on plans to convert existing regional airliners to hydrogen propulsion. Both have partnerships in Europe to develop their fuel cell-based systems, with ZeroAvia claiming it will be ready to support commercial operations with a 19-seat aircraft by 2024 and Universal Hydrogen targeting 2025 for service entry with converted Dash 8 and ATR42 aircraft. 
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Charles Alcock

MTU Aero Engines and the DLR German Aerospace Center intend to fly a converted Dornier 228 aircraft powered by hydrogen in 2026. (Image: MTU Aero Engines)

EASA Gets MTU's Help To Define Certification Path for Hydrogen Fuel Cells

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