Beyond Aero and French Airports Prepare for H2 Flights

Beyond Aero is expanding its work to develop a market for its hydrogen-electric business jet through a partnership with airports in southern France. The Toulouse-based start-up and Aéroports de la Côte d’Azur today reported joint development of gaseous hydrogen refueling facilities at airports they see as likely early adopters of the technology in popular private aviation locations on France’s Mediterranean coast.

The companies are focused on refueling options, including storage and distribution infrastructure, for the Nice Côte d’Azur (LFMN), Cannes Mandelieu (LFMD), and Golfe de Saint-Tropez (LFTZ) airports. They are considering plans for a fixed dispenser in a dedicated parking area for hydrogen aircraft and a mobile refuelling vehicle.

"Infrastructure readiness must advance at the same pace as aircraft development," said Beyond Aero co-founder and CEO Eloa Guillotin at a press conference in Nice. "With Aéroports de la Côte d’Azur, we are working from practical scenarios tailored to business aviation volumes and based on available technologies. This phased approach is essential to enable safe, viable operations when the first aircraft enter service."

According to the partners, hydrogen could be produced close to the airports and transported across the perimeters via a tube trailer to an on-airport dispensing station. They say that localising production of the fuel would make it available for other local uses as part of a regional hydrogen ecosystem.

All three Côte d’Azur airports receive significant volumes of business aviation traffic. According to Beyond Aero, Cannes Mandelieu is likely to be the first to receive hydrogen refuelling equipment.

Design Changes

In March, Beyond Aero completed the preliminary design review for the eight-seat BYA-1 model, and it is now working towards type certification under EASA’s CS-25 rules with a view to starting deliveries in the early 2030s. The company switched from CS-23 rules to allow scope for an increase in maximum takeoff weight to 9.6 tonnes (21,164 pounds), mainly on the basis that this would give operators improved single-engine-out performance.

The other main design change announced at the time was a switch from ducted fan engines to a pair of tail-mounted pusher propfans. According to Beyond Aero chief engineer Luiz Oliveira, the switch in the fuel cell-based engine architecture was based on the realization that the ducted fan approach would take longer and cost more to certify, although the company believes the technology could be deployed on future aircraft.

Guillotin said the emissions-free aircraft could attract younger clients, who are currently deterred from private aviation on environmental grounds. However, the company is also pressing the case for reduced operating costs and believes the BYA-1 will be at least as economical to operate as popular turboprops such as the Pilatus PC-12 and the Beechcraft King Air.

Greener Flights, Lower Costs

“We chose [to enter] this market because we see a strong need [to reduce carbon emissions] and we know that business aviation is willing to pay to finance innovation, as it has done in the past with advances such as winglets,” she told AIN. In her view, the sector is facing pressure not only in terms of environmental charges, such as the controversial solidarity tax in France, but also from rising jet fuel costs as seen since the start of the Iran war.

Beyond Aero believes that around half of its sales will go to aircraft charter and management fleets, with the rest being split between high-net-worth individuals and corporate flight departments. In Europe, Guillotin said business aviation hubs including London, Paris, and Geneva will be ideal for the BYA-1’s six-passenger range of 800 nm with a cruise speed of 300 knots. 

According to Guillotin, the question of who pays for the required hydrogen refueling infrastructure will vary from location to location depending on the business model of each airport. On the aircraft, the hydrogen is to be stored in tanks fitted in each wingtip. Beyond Aero already has infrastructure partnerships in place with Aéroports de Paris and business aviation services group Luxaviation.

Beyond Aero’s 80-strong team of engineers is now working towards the critical design review and first flight with a full-scale prototype. The company, which is not publishing projected timelines for each of these milestones, plans to conduct further funding rounds to bring the BYA-1 to market.