The aviation industry's path towards decarbonisation has encountered a notable speed bump. Airbus, the world's largest commercial aircraft manufacturer, has announced a delay in the development of its hydrogen-powered aircraft, which was originally expected to enter service by 2035. The postponement is a stark reminder of the immense challenges associated with transitioning aviation to alternative fuels. While hydrogen remains a long-term goal, its practical adoption faces significant hurdles, from infrastructure limitations to economic feasibility.
Hydrogen has long been heralded as a transformative energy source for aviation. As a fuel that produces no carbon emissions when burned or used in fuel cells, it presents a compelling pathway for the industry’s sustainability ambitions. Airbus unveiled its ZEROe initiative in 2020, showcasing three potential aircraft configurations powered by hydrogen, with the ambitious target of launching commercial operations by 2035.
Unlike traditional jet fuel, which emits CO2, nitrogen oxides, and other pollutants, hydrogen can be used in two primary ways:
Combustion in modified gas turbines, similar to traditional jet engines but with zero carbon emissions.
Fuel cell technology, where hydrogen generates electricity to power electric motors, offering a fully electric propulsion system.
Yet, despite these promising developments, Airbus’s latest announcement signals that the road to hydrogen-powered flight may be longer and more complex than anticipated.
One of the biggest barriers to hydrogen adoption in aviation is infrastructure. The industry’s current global fuelling network is designed entirely around Jet A-1 fuel, meaning a transition to hydrogen would require an extensive—and costly—overhaul.
Airports worldwide lack the necessary storage and refuelling infrastructure for liquid hydrogen. Hydrogen must be stored at -253°C to remain in liquid form, requiring cryogenic tanks and specialised refuelling systems. Retrofitting existing airports to accommodate hydrogen refuelling would necessitate massive investment and years of development.
The availability of hydrogen at scale is another pressing issue. Currently, most hydrogen is derived from fossil fuels, a process that emits significant CO2. The alternative—green hydrogen, produced using renewable energy—is still in its infancy, with limited production capacity and high costs. Even if green hydrogen production expands, transporting it safely and efficiently to airports would require new pipelines, refuelling trucks, and regulatory approvals.
Unlike Jet A-1 fuel, hydrogen is not energy-dense by volume, meaning that aircraft would require much larger storage tanks, potentially altering their design and reducing passenger or cargo capacity. Furthermore, its flammability necessitates rigorous safety measures, further complicating its adoption.
The financial viability of hydrogen-powered aircraft remains uncertain. Airbus’s decision to delay its program reflects not only technological and infrastructure limitations but also economic concerns. Developing hydrogen propulsion systems from scratch requires billions of dollars in research and development. While Airbus remains committed to its vision, it is clear that further technological advancements and regulatory support are needed before hydrogen can be commercially viable.
Airlines operate on razor-thin profit margins and are unlikely to adopt hydrogen-powered aircraft unless they are both cost-competitive and practical. With infrastructure still years away from readiness, many carriers are focusing on alternative pathways to emissions reduction, such as Sustainable Aviation Fuels (SAFs) and next-generation efficient aircraft.
With hydrogen's delay, SAFs have become the industry's immediate solution for decarbonisation. Unlike hydrogen, SAFs can be used in existing aircraft and infrastructure with minimal modifications. They are produced from renewable sources such as waste oils, agricultural residues, and even captured CO2, offering up to 80% lower emissions compared to conventional jet fuel.
However, SAFs are still costly, and production volumes remain insufficient to meet global aviation demand. The European Union, the UK, and the US are implementing policies to accelerate SAF adoption, but it will take years before SAFs can be produced at scale at a competitive price.
Governments and regulatory bodies will play a crucial role in determining the pace of hydrogen adoption in aviation. Policies that incentivise green hydrogen production, infrastructure investment, and research into hydrogen-powered propulsion systems will be essential in ensuring that the technology progresses.
The European Union has been a vocal supporter of hydrogen aviation, providing funding for research and development. However, without co-ordinated international support and standardised regulations, the hydrogen transition will remain fragmented and slow.
Despite the delay, Airbus has not abandoned its hydrogen ambitions. The company remains engaged in research and development, collaborating with energy providers, airports, and regulatory bodies to address existing barriers.
Looking ahead, the following developments will be key:
Green Hydrogen Scaling – Expanding the production of green hydrogen at a lower cost will be essential for hydrogen aviation to be viable.
Airport Infrastructure Pilot Projects – Establishing hydrogen refuelling capabilities at select major airports could serve as a proof-of-concept for broader adoption.
Hybrid Solutions – While full hydrogen-powered aircraft may be delayed, hybrid solutions combining hydrogen fuel cells with SAFs or electric propulsion could be introduced sooner.
Government Funding and Incentives – Continued investment in hydrogen aviation technology will be necessary to bridge the gap between development and commercial deployment.
The author is an aviation analyst. X handle @AlexInAir.
Alex Macheras
