The announcement comes as the business aviation industry continues to work toward its goal of achieving net-zero carbon emissions by 2050 through groundbreaking, innovative leaps in aircraft technology, sustainable, low-carbon aviation fuels and improved efficiency. The CLIMBING. FAST. campaign supports this initiative by advancing the net-zero goal as well as showcasing the industry’s role in creating $339.2 billion in economic output and supporting 1.3 million jobs.

Beyond Aero’s BYA-1 is a six-to-eight-seat aircraft, roughly comparable in size to a Cessna Citation CJ3. Its projected range of 800 nm with reserves makes it well-suited for regional travel with zero direct carbon emissions; water is the only emission produced by the fuel cells. Depending on the method used to produce hydrogen, Beyond Aero cites the potential for total carbon reductions of up to 92% over current aircraft.

The aircraft’s maximum takeoff weight also increased from 8.6 to 9.6 metric tons (21,164 pounds). The higher weight moves the aircraft to CS-25 certification requirements under the European Union Aviation Safety Agency (EASA), versus the original intent to certify under CS-23 rules for twin-engined commuter aircraft weighing less than 19,000 pounds.

Beyond Aero also updated the BYA-1 propulsion configuration, swapping out the original twin-electric ducted fan motors for unducted, pusher-mounted propfans. Those motors will be powered by fuel cells supplied with gaseous hydrogen stored at 700 bar (10,153 psi) in external tanks mounted above the wingbox structure and at the wingtips.

In addition to improving safety, those locations free up space in the fuselage, aid with tank ventilation and better align with existing and emerging airport refueling infrastructure, Guillotin said. Use of gaseous hydrogen further reduces storage system complexity and weight over cryogenically stored liquid hydrogen.

“Gaseous hydrogen is not quite as efficient as liquid but it still provides adequate performance,” she added. “Thanks to our system architecture and the range, the BYA-1 will be able to travel back and forth without refueling between San Francisco and Los Angeles, for example, or from LA to Las Vegas.”

“Thanks to our system architecture and the range, the BYA-1 will be able to travel back and forth without refueling between San Francisco and Los Angeles, for example, or from LA to Las Vegas.”

Beyond Aero co-founder and CEO Eloa Guillotin

Starting Smaller

Guillotin is one of three engineers who first envisioned the BYA-1 during the COVID-19 pandemic. “One of the co-founders was working on electric engines at Safran,” she said. “We realized there is a strong need for an electrically powered light jet aircraft, not only to eliminate direct CO2 emissions but also to make a quieter aircraft with lower maintenance costs.”

After founding Beyond Aero in December 2020, the team quickly settled on the need for a completely clean-sheet design, unlike other programs focused on retrofitting electric motors, hydrogen storage tanks and fuel cells to conventional aircraft.

“To make aviation electric, we need to begin with smaller aircraft,” Guillotin said. “To optimize performance, range and speed, you really need a clean-sheet architecture built in consideration of the requirements of the volume and weight of hydrogen tanks, with a huge air intake system to cool the fuel cells.

“Those considerations do not exist in conventional aircraft designs,” she continued. “You can make a retrofitted system work, but with drastic reductions in performance, payload, range and speed.”

Beyond Aero’s approach focuses on three pillars. “We’re targeting an existing, growing market with a clean-sheet light jet offering greater range,” Guillotin said. “Next, we rely on existing, mature technology that we can buy instead of build. We can rely on the existing supply chain for tanks, fuel cells and the engine.

“And the third is understanding the certification path,” she added. “We’re a startup with a smaller, fixed-wing, six-to-eight seat aircraft that is much simpler and less capital intensive while still on a faster certification timeline.”

The company is currently working through phase two of the process to formalize EASA’s certification pathway for the BYA-1. Building out hydrogen fueling Infrastructure is another priority, with Beyond Aero working with airport operators and hydrogen production and distribution partners to support gaseous hydrogen supplies and both low and high-pressure refueling systems.

“We see our business case as an executive shuttle aircraft,” Guillotin added. “In that segment, we expect to need only a few refueling stations to reach a much bigger market.”

As even conventional aircraft programs often far exceed projected certification milestones, Guillotin said the company won’t commit to firm dates for first flight of the BYA-1 or its entry into service. “We won’t see anything before 2030,” she added.