2024 Corporate Aviation Leadership Summit

ZeroAvia has achieved its long-awaited first flight in a Dornier 228 aircraft featuring its hydrogen-electric propulsion system. The fuel-cell-based ZA600 powertrain has been installed on the 19-seat airliner’s left wing in place of one of its two Honeywell TPE-331 turboprop engines.
The aircraft took off at 1.35 p.m. local time on January 19 from ZeroAvia’s research and development base at Cotswold Airport in the UK for a flight that lasted 10 minutes. The event marked&nbsp;the start of a flight test campaign that the California-based start-up hopes will lead to its first converted regional airliner entering commercial service in 2025.
According to ZeroAvia founder and CEO Val Miftahkov, the company will soon announce the first aircraft type to be converted to run on gaseous hydrogen, as well as a partnership with the manufacturer of that model and the <a href="https://www.futureflight.aero/news-article/2022-12-07/airlines-begin-planning-future-hydrogen-powered-aircraft-operations">launch airline customer</a>. This will be an aircraft in the 10- to 19-seat class that will be covered by Part 23 certification rules. 
ZeroAvia aims to submit a type certificate application for the 600-kilowatt&nbsp;powertrain, initially with the UK Civil Aviation Authority, by the end of 2023 as it works to establish the basis for the approval. It will also seek supplemental type certificates covering the conversion of each specific aircraft type.
In the longer term, the company is working on a larger 2.5-megawatt&nbsp;powertrain that would be suitable for aircraft carrying up to <a href="https://www.futureflight.aero/news-article/2022-05-23/zeroavia-advances-hydrogen-regional-jet-plans-mitsubishi">90 passengers</a>. It&nbsp;aims&nbsp;to start ground testing this later in 2023&nbsp;and is also working to secure its design and production organization approvals.
In the current test configuration, the hydrogen-electric powertrain consists of two fuel cell stacks, with lithium-ion batteries&nbsp;providing peak power support during takeoff and safety redundancy. 
For the test flights, the hydrogen fuel tanks and fuel cell power-generation systems were inside the cabin. For production aircraft, these will be stored outside the fuselage. Video footage of the first flight showed water vapor coming out of the fuel cells, which are made by Powercell, a ZeroAvia&nbsp;partner.
Testing will continue throughout this year as ZeroAvia refines its powertrain design with flights from Kemble and other airports. The initial flight lasted just under half of the technology demonstrator’s current endurance limit of 25 minutes and reached an altitude of 2,000 feet and a speed of 120 knots. ZeroAvia intends to gradually extend flight durations through the flight test campaign.
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<h3 class="subheading">Airlines Commit to Hydrogen-powered&nbsp;Fleets</h3>
According to ZeroAvia, it now holds provisional order commitments covering around 1,500 of the propulsion systems. Speaking to reporters from the World Economic Forum in Davos, Miftakhov said that between 600 and 700 of these are intended for aircraft with up to 19 passenger seats. He added that the company aims to start taking deposits for delivery slots during the course of this year.
Commercial carriers that have publicly expressed interest in adding hydrogen-powered aircraft to their fleets include American Airlines, which is an investor in ZeroAvia, as well as United Airlines and <a href="https://www.futureflight.aero/news-article/2021-10-26/mitsubishi-and-alaska-air-back-zeroavias-plans-hydrogen-airliners">Alaska Air</a>.&nbsp;Miftakhov said that it is now planning&nbsp;a further funding round.
The gaseous hydrogen used for flight testing is produced with an on-site electrolyzer. ZeroAvia is partnered with the Scotland-based European Marine Energy Centre to establish a refueling system that it says will be a microcosm of the infrastructure to be rolled out at commercial airports.
Rival hydrogen propulsion system developer Universal Hydrogen has indicated it is close to conducting a first flight test with a larger Dash 8 regional airliner in Washington state. Both companies had intended to <a href="https://www.futureflight.aero/news-article/2022-12-26/hydrogen-technology-demonstrator-flights-now-set-start-new-year">start flight testing</a> in 2022 but were delayed by various factors, including technical glitches and weather.

Managing Editor

Charles Alcock

ZeroAvia Achieves First Flight with Hydrogen-powered Regional Airliner

Hydrogen-electric propulsion system developer ZeroAvia is teaming up with AGS Airports as part of its efforts to ensure fueling infrastructure is in place to support aircraft.&nbsp;Through their new partnership, the companies will explore the hydrogen fuel infrastructure, regulatory requirements, and other resources that will be necessary to support hydrogen-powered aviation at&nbsp;Aberdeen International Airport and Glasgow International Airport in Scotland.
AGS—which owns and operates Aberdeen and Glasgow airports, as well as Southampton in England—will also work with ZeroAvia’s infrastructure team to determine the feasibility of on-site hydrogen fuel production at its facilities.&nbsp;
In addition to the <a href="https://www.futureflight.aero/news-article/2022-05-04/hydrogen-infrastructure-challenges-rival-aircraft-tech-hurdles">hydrogen infrastructure</a>, the airport group plans to explore potential commercial routes that will utilize aircraft retrofitted with ZeroAvia’s hydrogen-electric propulsion systems, which will help its airports curb emissions and reduce noise. According to ZeroAvia, the types of regional airliners that it plans to convert with its hydrogen-electric powertrain already operate from Glasgow Airport,&nbsp;and the company hopes to expand zero-emission flights across the AGS group to Aberdeen and Southampton.
“The development of hydrogen-powered aircraft has the potential to completely revolutionize aviation, and it is becoming an increasingly viable option for regional and short-haul aircraft,” said Derek Provan, CEO of AGS. “As a regional airport group serving the highlands and islands of Scotland as well as the Channel Islands from Southampton, AGS will be the perfect testbed for hydrogen flight. Through our partnership with ZeroAvia, we’ll address some of the challenges associated with the generation, delivery, and storage of hydrogen on-site and how we can prepare our infrastructure to support zero-emission flights. ”&nbsp;
ZeroAvia’s plans for hydrogen-powered aviation involve the production of two hydrogen-electric powertrains to retrofit existing aircraft. The company’s 600-kilowatt <a href="https://www.futureflight.aero/news-article/2021-06-28/zeroavia-starts-work-19-seat-hydrogen-powered-airliner-funding-place-50">ZA600 powertrain</a>, which is designed to support nine- to 19-seat airframes with a range of up to 300 nautical miles, will soon undergo its first-ever flight test in a 19-seat <a href="https://www.futureflight.aero/news-article/2022-05-06/zeroavia-converts-second-dornier-228-hydrogen-propulsion-flight-testing">Dornier 228</a>, according to ZeroAvia.&nbsp;
The company also aims to deliver a 40- to 80-seat hydrogen-electric aircraft with a range of 700 nm by 2027. The larger aircraft will utilize a two- to five-megawatt ZA2000 powertrain and will run on liquid hydrogen, while the smaller one will use hydrogen gas. In these powertrains, hydrogen will feed into fuel cell stacks that generate power by converting hydrogen into electricity.
As part of the new arrangement, ZeroAvia says it will share with AGS “its experience in developing and operating its Hydrogen Airport Refuelling Ecosystem (HARE) at Cotswold Airport in Gloucestershire.” The HARE is an ongoing project ZeroAvia is conducting as part of its work with the UK government-backed HyFlyer II program, in partnership with the European Marine Energy Center, which produces “green” hydrogen using wind and tidal energy in Scotland’s Orkney Islands.
Although it is based in Hollister, California, ZeroAvia has a research and development facility at Cotswold Airport in Gloucestershire, a county of South West England. The company announced last month that it has partnered with Berkeley Green University Technical College in Gloucestershire, offering university students the opportunity to work directly with its hydrogen-electric powertrains through school work-based projects, mentoring, and apprenticeships.

Science & Technology Editor

Hanneke Weitering

ZeroAvia, AGS Airports Partner to Bring Hydrogen-powered Aviation to Scotland

Hydrogen-electric propulsion system developer ZeroAvia is adding fuel cell stack technology to its portfolio with the acquisition of <a href="https://www.futureflight.aero/news-article/2022-03-29/hypoint-extends-hydrogen-flight-range-new-ultralight-fuel-tanks">HyPoint</a>. The deal between the two California-based start-ups was announced on October 6, without the purchase price or other financial terms being disclosed.
<a href="https://www.futureflight.aero/news-article/2022-07-20/zeroavia-raises-additional-30-million-series-b-funding-round">ZeroAvia</a> intends to integrate HyPoint’s high-temperature fuel cells with the hydrogen powertrains it is developing to convert existing regional airliners. All 40 members of HyPoint’s staff are now employed by the new owner, and its engineering team has been&nbsp;merged with ZeroAvia’s hydrogen power generation systems division, led by CTO Rudolf Coertze. 
HyPoint’s CEO, Alex Ivanenko, is taking the new position of general manager for VTOL and new segments to develop possible rotorcraft applications for the propulsion systems. The company is already working with Piasecki on a <a href="https://www.futureflight.aero/news-article/2021-08-24/hypoint-teams-helicopter-maker-piasecki-market-hydrogen-fuel-cells">hydrogen-powered helicopter</a>.
Over the past couple of years, the two companies have worked increasingly closely together on<a href="https://www.futureflight.aero/news-article/2021-03-02/hypoint-unveils-more-powerful-air-cooled-hydrogen-fuel-cells"> turbo-air-cooled,&nbsp;</a>high-temperature proton membrane exchange (HTPEM) fuel cells. In February 2022, HyPoint relocated most of its research and development work to <a href="https://www.futureflight.aero/news-article/2022-02-09/hydrogen-fuel-cell-developer-hypoint-opens-uk-development-and-production">Sandwich in the south of England</a> to be closer to ZeroAvia’s UK project team, which is&nbsp;focused on the government-backed HyFlyer II program. The powertrain will use hydrogen in fuel cells to generate electricity, which powers electric motors to turn the aircraft’s propellers;&nbsp;water is the only byproduct.
The acquisition follows a recent agreement between ZeroAvia and Sweden’s <a href="https://www.futureflight.aero/news-article/2022-07-19/zeroavia-and-powercell-sign-fuel-cell-stacks-mou">PowerCell </a>covering the joint development and manufacturing of fuel cell stacks. Under the partnership, PowerCell will&nbsp;produce at least 5,000 aviation-optimized low-temperature proton exchange membrane (LTPEM) fuel cell stacks between 2024 and 2028. 
“There are no other organizations with the breadth of expertise and world-leading IP in hydrogen-electric aviation that we now have within the company,” said ZeroAvia founder and CEO Val Miftakhov. “This acquisition, together with our partnership with the lead LTPEM fuel cell maker, PowerCell, puts us in the top position for delivering the most environmentally and economically attractive solution to aviation’s growing climate impact.”
At its Kemble site in the UK, ZeroAvia is preparing to start flight testing a converted <a href="https://www.futureflight.aero/news-article/2022-05-06/zeroavia-converts-second-dornier-228-hydrogen-propulsion-flight-testing">Dornier 228</a> twin turboprop. The company aims to secure approval for conversions through supplemental type certificate (STC) in time for a nine- to 19-seat aircraft to start commercial flights over a 300-mile range by 2025, increasing to a 700-mile range in a 40- to 80-seat aircraft by 2027.
Last month, Textron Aviation announced that it will work with ZeroAvia to convert its <a href="https://www.futureflight.aero/news-article/2022-09-29/textron-partners-zeroavia-convert-grand-caravan-aircraft-hydrogen">Cessna Grand Caravan </a>aircraft to hydrogen power using the 600-kilowatt ZA600 powertrain. The project is part of the U.S. aircraft manufacturer’s new eAviation division and its engineers will support ZeroAvia to develop the STC.

ZeroAvia Acquires Fuel Cell Developer HyPoint To Expand Hydrogen Powertrain Portfolio

Textron Aviation is to electrify its Cessna Grand Caravan utility aircraft using ZeroAvia’s 600-kW hydrogen-electric propulsion system. Under a development agreement announced on September 29, the companies will work together to obtain an FAA supplemental&nbsp;type certificate to retrofit the turboprop aircraft using the ZA600 powertrain.
California-based ZeroAvia aims to complete certification of the ZA600 system by 2025. Its work will now be supported by Textron’s engineers, who will provide data and certification support.
The U.S. manufacturer has already delivered more than 2,400 Grand Caravans worldwide, giving the partners a large potential retrofit market. According to ZeroAvia, the aircraft’s high-wing design makes it suitable for mounting hydrogen fuel tanks under the wings, without limiting space for passengers or freight.&nbsp;
Textron has created an&nbsp;eAviation division to advance plans for electric-powered aircraft. This year it acquired electric aviation pioneer Pipistrel.
Meanwhile, ZeroAvia is continuing ground testing of a converted<a href="https://www.futureflight.aero/news-article/2022-05-06/zeroavia-converts-second-dornier-228-hydrogen-propulsion-flight-testing"> Dornier 228 aircraft </a>and says that within the next few weeks it will be ready to start test flights from its facility at Cotswold Airport in the UK. The company, which earlier this year raised an <a href="https://www.futureflight.aero/news-article/2022-07-20/zeroavia-raises-additional-30-million-series-b-funding-round">additional $30 million</a>,&nbsp;wants to convert nine- to <a href="https://www.futureflight.aero/news-article/2022-08-04/american-airlines-commits-hydrogen-powered-regional-fleet-zeroavia">19-seat regional airliners </a>to hydrogen power using the same ZA600 system. It is also working on a more powerful 2.5-MW ZA2000 system for <a href="https://www.futureflight.aero/news-article/2022-05-23/zeroavia-advances-hydrogen-regional-jet-plans-mitsubishi">40- to 80-seat aircraft</a> that it says could be ready to enter commercial service in 2027.
Other companies, such as <a href="https://www.futureflight.aero/news-article/2022-04-26/ampaire-seeks-new-funding-hybrid-electric-plans-surf-air-acquisition">Ampaire</a>, are working on plans to convert the Grand Caravan to electric propulsion. It is developing a conversion program for what it calls the EcoCaravan.
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Textron Partners with ZeroAvia to Convert Grand Caravan Aircraft to Hydrogen Propulsion

American Airlines is investing&nbsp;an undisclosed sum in hydrogen propulsion system developer ZeroAvia and has signaled its intention to add hydrogen-powered aircraft to its fleet. In an August 3 announcement, the major U.S. carrier said that under a memorandum of understanding with the California-based start-up it could order up to 100 of its planned propulsion systems to power regional jets.
ZeroAvia is preparing to start <a href="https://www.futureflight.aero/news-article/2022-05-06/zeroavia-converts-second-dornier-228-hydrogen-propulsion-flight-testing">test flights </a>for its 600-kW ZA600 hydrogen-electric powertrain, which&nbsp;it says could be used to convert a 19-seat aircraft capable of flying up to 300 miles (480 km) and start commercial operations by 2024. The company says it expects its larger, two- to five-megawatt ZA2000 powertrain&nbsp;to be ready for market from 2026 and that it&nbsp;will be able to support aircraft with up to 80 seats on sectors of up to 700 miles (1,100 km). While the ZA600 will run on hydrogen gas, the ZA2000 will use liquid hydrogen.
The company declined to specify which aircraft American Airlines intends to have converted to hydrogen propulsion, or how and when the conversion work on up to 50 airframes will be done. In May, ZeroAvia announced the expansion of an earlier partnership agreement with Mitsubishi’s MHI RJ Aviation Group, which in 2020 acquired Bombardier’s CRJ Series of regional jets, for which it now provides maintenance, engineering, airworthiness certification support, refurbishment, asset management, marketing, and sales. 
Almost 2,000 of the 50- to 100-seat aircraft were delivered between 1991 and 2020, and in theory, some of these could be available for conversion. A marketing graphic depicting an airliner with ZeroAvia's powertrain installed bears a close resemblance to the CRJ, with what looks like a pair of pusher-configured, unducted fans replacing the current General Electric CF34 turbofan engines.
In July, ZeroAvia announced that it had raised a further $30 million from new investors, including International Airline Group, which owns British Airways and Iberia. United Airlines and Alaska Airlines have previously invested in the company. This week, the company said that it&nbsp;has now raised more than $150 million in total, including $68 million from the Series B round.
During July's Farnborough Airshow, <a href="https://www.futureflight.aero/news-article/2022-07-15/american-airlines-commits-purchasing-50-evtol-vertical-aerospace">American Airlines</a>&nbsp;made a pre-delivery payment commitment to UK-based Vertical Aerospace for 50 of its four-passenger VX4 eVTOL aircraft, following up on a 2021 commitment to order up to 250 (plus 100 more options). Several other major airlines, also including <a href="https://www.futureflight.aero/news-article/2022-04-28/united-airlines-and-archer-make-plans-evtol-maintenance-and-operations">United Airlines</a>, Virgin Atlantic, Japan Air Lines,&nbsp;<a href="https://www.futureflight.aero/news-article/2021-09-21/brazilian-airline-gol-launch-commercial-services-vertical-aerospace-evtol">Gol</a>, and <a href="https://www.futureflight.aero/news-article/2022-06-22/kenya-airways-steps-plans-african-urban-air-mobility-eve-deal">Kenya Airways</a>, have also committed to adding eVTOL vehicles to their fleets in agreements with aircraft developers also including Eve and Archer.
“Our investment in ZeroAvia’s emerging hydrogen-electric engine technology has the potential to play a key role in the future of sustainable aviation,” said American Airlines CFO Derek Kerr. “We are excited to contribute to this industry development and look forward to exploring how these engines can support the future of our airline.”
American Airlines is committed to achieving net-zero greenhouse gas emissions by 2050. In the short term, it is working to increase the use of sustainable aviation fuel and has received validation from the Science Based Targets Initiative for its interim 2035 emissions reduction targets.
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American Airlines Commits to Hydrogen-powered Regional Fleet with ZeroAvia Investment

Peter Shaw-Smith

News and developments about aircraft engines, including turbofan, turboprop, turboshaft and piston.

News and issues relating to the aerospace industry that are related to the science, engineering and business of flight in space involving civil, industrial and military applications, and similar topics related to flight in the atmosphere of the Earth that are not covered more directly by other AINonline subject channels. In other words, both astronautical and aeronautical subjects, except for those aeronautical topics that are specifically covered elsewhere on this website.

The agreement between ZeroAvia and PowerCell will see production of 5,000 aviation-optimized fuel cell stacks between 2024 and 2028.

ZeroAvia and PowerCell Sign Fuel Cell Stacks MoU

A Piper M Series aircraft being used by ZeroAvia as a flying testbed for its hydrogen propulsion system crashed on April 29 last year after electrical power was lost to both of its motors, according to a report by the UK’s Air Accident Investigation Branch (AAIB). The report found that an emergency procedure to clear an inverter lockout proved&nbsp;ineffective and that the company had failed to investigate&nbsp;previous loss-of-power incidents also caused by inverter lockouts that had happened three flights prior to the accident near Cranfield Airport in England.
In their summary of factors contributing to the non-fatal accident, in which the aircraft was badly damaged after a crash landing in a field, AAIB investigators said that ZeroAvia’s flight test team did not review the risk assessment of the testing following the loss of propulsion on two previous flights. “Ad hoc changes were made to the flight test plan, including the position where the electrical power source was switched, without the knowledge of the competent person,” they concluded.
The report was published as ZeroAvia prepares&nbsp;to make the first test flight of its fuel cell-based powertrain on a larger <a href="https://www.futureflight.aero/news-article/2022-05-06/zeroavia-converts-second-dornier-228-hydrogen-propulsion-flight-testing">Dornier 228 aircraft </a>from its UK base at Kemble. It expects that&nbsp;to happen on July 15, subject to the UK Civil Aviation Authority (CAA) issuing a permit to fly. The Piper flight tests had been conducted under the agency’s experimental rules.
ZeroAvia said it welcomed the conclusion of the investigation and that&nbsp;“many of the issues identified in the report were similarly noted in our internal investigation and have been addressed robustly.” The flight testing last year was conducted as part of the HyFlyer 1 project, which received UK government funding.
“We have embedded key learnings into both our organizational culture and structure, as well as our future technical designs,” the California-based start-up said in a written statement. “This includes the establishment of a Safety and Security Review Board, adding to our team with extensively qualified members in several critical positions, including our design, airworthiness, and flight test teams, and establishing a safety management system based on a ‘just’ aviation culture, including occurrence reporting, investigation, and corrective actions functions.” 
The AAIB report stated that the Piper lost power when, as part of the testing process, the pilots switched off the battery with the intention of leaving the electrical motors solely powered by the hydrogen fuel cell. “During this interruption, the windmilling propeller generated a voltage high enough to operate the inverter protection system, which locked out the power to the motors,” it stated. “The pilot and observer were unable to reset the system.”
As part of the accident report, the<a href="https://assets.publishing.service.gov.uk/media/62a20c39d3bf7f037097be7b/Piper_PS-46-350P__Modified__G-HYZA_08-22.pdf"> AAIB</a> has made five safety recommendations for changes to the CAA’s rules on the operation of experimental aircraft. They include changes to the design and positioning of aircraft controls and displays, as well as calling for closer attention to0&nbsp;the scope of flight testing and the ability of the appointed competent person to safely manage the operations.
Under its HyFlyer 2 project, ZeroAvia is working to secure a supplemental type certificate to convert a regional airliner to hydrogen propulsion and have it ready to enter commercial service by the end of 2024. The company, which has yet to confirm which type it will seek to bring to market first, is considering plans to convert aircraft such as the Cessna Grand Caravan and the Twin Otter. It also aims to provide propulsion for new aircraft including Otto Aviation's planned Celera 750L.
In the longer term, ZeroAvia believes, it could also convert larger 40-seat aircraft and it has received support from operators including British Airways, <a href="https://www.futureflight.aero/news-article/2021-12-13/united-airlines-signs-investor-and-customer-zeroavias-hydrogen-conversion">United Airlines</a>, and Alaska Airlines. It is also working with <a href="https://www.futureflight.aero/news-article/2021-10-26/mitsubishi-and-alaska-air-back-zeroavias-plans-hydrogen-airliners">Mitsubishi</a> on plans to convert regional jetliners&nbsp;such as the CRJ family.
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Hydrogen Flight Crash Report Highlights Faults in ZeroAvia's Test Process

Monte Aircraft Leasing has agreed to buy 100 ZeroAvia ZA600 powerplants as part of an agreement to provide aircraft leasing and financing instruments for operators that run zero-emission flights. Under the deal, ZeroAvia will install the hydrogen fuel cell powertrains on existing and new Cessna Caravan, DHC-6 Twin Otter, Dornier 228, and HAL-228 regional turboprops. 
ZeroAvia and London-based Monte aim to retrofit the aircraft for clients starting in 2024 and provide and finance maintenance and hydrogen availability services to support the operations. The deal will make ZeroAvia Monte’s exclusive hydrogen-electric powertrain provider for the aircraft in its portfolio. However, the company has not yet explained how it intends to source aircraft for conversion and on what terms they will be offered to airlines.
The 600kw ZA600 powertrain—designed to support five- to 20-seat airframes—uses gaseous hydrogen stored onboard in lightweight tanks. The hydrogen feeds fuel cell stacks that generate power by converting hydrogen into electricity. 
ZeroAvia plans to soon flight test the ZA600 powertrain in a retrofitted Dornier 228. In the initial testing configuration, the aircraft testbed will fly with one hydrogen-electric powertrain on one wing, while keeping the stock engine on the other wing to ensure safe testing conditions. The testing program will then sequentially move to full hydrogen-electric flight, ultimately working toward a certifiable hydrogen-electric powertrain as the sole propulsion source for the categories of airframes included in the deal. 
ZeroAvia’s work to develop ZA600 to a certifiable configuration forms part of the HyFlyer II project, in part supported by the UK government through the ATI program. The company says its plans are&nbsp;“well advanced” to certify the ZA600 powertrain for entry into service in 2024. 
The U.S. company also has begun work on the ZA2000, a two-&nbsp;to five-MW modular powertrain meant for certification in 40- to 80-seat turboprops by 2026. The ZA2000RJ powertrain will expand that technology to regional jets as early as the late 2020s, said ZeroAvia.
During the last quarter of 2021, ZeroAvia secured partnerships and funding with Alaska Air Group and United Airlines to accelerate the development of its ZA2000 engine. Another customer for the conversion program to hydrogen power is leasing group <a href="https://www.futureflight.aero/news-article/2021-11-09/leasing-group-rose-cay-and-irish-cargo-carrier-back-zeroavia-plans-hydrogen">Rose Cay</a>.
Late last month ZeroAvia expanded an agreement that calls for Mitsubishi’s MHI RJ Aviation Group (MHIRJ) to provide engineering services and aircraft integration to support the certification of the ZA2000RJ. The agreement followed a memorandum of understanding signed&nbsp;last October&nbsp;that outlined the MHI subsidiary’s contribution of engineering for certification of the engines to FAA Part 33 rules and advisory services to evaluate the feasibility of a green retrofit program for regional aircraft.
The announcement with MHIRJ follows ZeroAvia's recent expansion of its Hollister location in California and a deal with Shell for hydrogen supply, as well as the opening of a facility at Paine Field in Washington state in January.

ZeroAvia

News

ZeroAvia Achieves First Flight with Hydrogen-powered Regional Airliner

ZeroAvia, AGS Airports Partner to Bring Hydrogen-powered Aviation to Scotland

ZeroAvia Acquires Fuel Cell Developer HyPoint To Expand Hydrogen Powertrain Portfolio

Textron Partners with ZeroAvia to Convert Grand Caravan Aircraft to Hydrogen Propulsion

American Airlines Commits to Hydrogen-powered Regional Fleet with ZeroAvia Investment

ZeroAvia and PowerCell Sign Fuel Cell Stacks MoU

Hydrogen Flight Crash Report Highlights Faults in ZeroAvia's Test Process

ZeroAvia and Monte Aircraft Leasing To Retrofit 100 Aircraft with ZA600 Powerplants

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