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KES and KLM conducted their first live test of Dynell’s DHM 090 model hydrogen GPU on an aircraft at Amsterdam Airport Schiphol in July.
Leading up to the GSE Expo Europe in Lisbon in September, Dynell aimed to demonstrate that a hydrogen-fueled GPU can be a viable alternative to diesel- and battery-powered units.
“The testing was to demonstrate, first, that this unit is working on a real aircraft,” explained Michael Brandstötter, head of sales and marketing at Dynell.
As part of a consortium project for the European Union’s TULIPS program, the test was performed with partners including Schiphol Airport, fuel cell system provider Zepp Solutions, KES, and KLM (KLM Cityhopper). The DHM 090, which provides 350kWh for 90kVA operation, was tested on an Embraer aircraft.
“We are very happy to be the first ones to use and try the H-GPU on an aircraft. I think it is a big milestone in the aviation sector as hydrogen-powered equipment might have the potential to fill the gap left by battery-powered equipment,” said Jasper Poortvliet, GSE fleet manager at KES. “The first test shows that we can successfully provide ground power to an aircraft without any significant impact on airport operations.”
Brandstötter agreed that the first test went smoothly.
“It’s an integration of a fuel cell packed together with part of our existing battery GPU because you need a kind of battery for the peaks. The fuel cell with a capacity of 50kW is there to charge the battery and act like a range extender,” he said. “Everything below and above what the hydrogen cell cannot do is done by the battery itself."
“We will have some learnings about what can be improved, especially regarding tank size and also right-sizing of the battery itself,” Brandstötter continued. “But we have to gain data over the next months to see what can be improved.”
Dynell and its partners will continue testing for several months to gather data on the unit’s endurance. The unit will be sent to Torino Airport in Italy and Larnaca International Airport in Cyprus before returning to Schiphol for more intensive testing.
In addition to endurance tests, Brandstötter said hot and cold climate testing will also be important.
“Cold temperatures could affect battery and fuel cell performance although there are heaters installed on both, while a hot climate can present thermal control challenges for both battery and fuel cell systems. Tests in both climates will prove the effectiveness of heating and cooling systems developed for the hydrogen GPU,” he said.
While testing continues, Brandstötter highlighted potential advantages of utilizing hydrogen GPUs, particularly at remote stands. For example, a hydrogen GPU can be refueled by a mobile refueler in minutes without needing towing back to connect for charging.
Because the unit offers 350 kilowatt hours of usable energy—more than double compared to a battery GPU—Dynell officials estimate 7-9 turnarounds could be conducted daily for 2-3 days before refueling would be required. The hydrogen units are also scalable for larger aircraft.
“For a hydrogen GPU, doubling the converter to generate two-times 90 kVA is not the biggest challenge,” said Brandstötter. “Increasing capacity simply requires scaling up hydrogen tanks or placing two 90 kVA hydrogen GPUs together for around 700 kWh.”
Josh Smith joined Ground Support Worldwide as editor in 2016. He oversees production of its print magazine published eight times per year, creates GSW's daily newsletters, and updates news on AviationPros.com. He began his journalism career in 2008 across various newspapers and trade publications.
Please contact Josh with news or product information related to Ground Support Equipment or Aviation topics by emailing him at [email protected].
Contact: Josh Smith
Editor | Ground Support Worldwide
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