2024 Corporate Aviation Leadership Summit

ZeroAvia’s ZA600 hydrogen-electric propulsion system will power Natilus’s Kona autonomous cargo aircraft. The two California-based companies announced the partnership on May 25.
The twin turboprop Kona is a <a href="https://www.futureflight.aero/news-article/2022-02-24/natilus-claims-blended-wing-autonomous-freighters-will-transform-air">blended-wing-body&nbsp;(BWB) design</a> that will be the first member of a family of aircraft. According to ZeroAvia, the airframe architecture offers plenty of space for storing hydrogen fuel, allowing for a payload of 3.8 tons (8,360&nbsp;pounds) and a range of 900 nm.
<a href="https://www.futureflight.aero/news-article/2023-03-13/zeroavia-reveals-record-breaking-hydrogen-fuel-cell-performance-tests">ZeroAvia </a>is already advancing plans to use the 600-kilowatt&nbsp;powertrain to convert existing 19-seat twin turboprop regional aircraft such as the Dornier 228, with the aim of having it approved to start commercial flights in 2025. The company’s more powerful ZA2000 propulsion system will later be used to convert larger airliners. It has already conducted eight flights in a <a href="https://www.futureflight.aero/news-article/2023-01-19/zeroavia-achieves-first-flight-hydrogen-powered-regional-airliner">testbed aircraft</a>.
In April, California-based <a href="https://www.futureflight.aero/news-article/2023-04-19/autonomous-cargo-aircraft-developer-natilus-begins-flight-testing">Natilus flew</a> a subscale technology demonstrator aircraft for the first time. It said that the quarter-scale version of the Kona validated earlier wind-tunnel tests of the BWB design, with speeds of 70 mph being attained.
<h3 class="subheading">Bigger Blended-wing-body Freighters in the Works</h3>
Natilus is now building a full-size Kona technology demonstrator that will have a wingspan of 85 feet. The company is also working on longer-term plans for larger autonomous freighters called the Alisio and Nordes with payloads of up to 100&nbsp;tons and ranges in excess of 5,000 nm. These will have ducted fan engines.&nbsp;Natilus has not yet announced whether they will be powered by hydrogen or another fuel.
According to the company, it holds provisional sales commitments for more than 480 aircraft from operators including Ameriflight, Volatus Aerospace, Flexport, Astral, Aurora International, and Dymond. It said these preorders&nbsp;are potentially worth more than $6.8 billion.
“Given Natilus’s impressive order book and corresponding technology development, working together on integrating the ZA600 as a line-fit engine for Kona can multiply the emissions and cost benefits that are already interesting cargo operators,” commented ZeroAvia founder and CEO Val Miftakov. “We all depend on air cargo operators, and some communities depend on them absolutely, so improving the economics and environmental impacts of these operations while increasing service levels is a massive opportunity.”

Managing Editor

Charles Alcock

ZeroAvia's Hydrogen-electric Propulsion System Will Power Natilus's Kona Cargo Drone

Alaska Airlines this week donated a Dash 8 Q400 twin turboprop aircraft to ZeroAvia to support the company’s work to convert regional airliners to hydrogen propulsion. The aircraft handed over at a May 1 event at ZeroAvia’s research and development facility at Paine Field in Washington state will be fitted with the company’s ZA2000 fuel-cell-based propulsion system in preparation for eventual flight testing.
ZeroAvia plans to retrofit the aircraft with a prototype of the ZA2000 system to power the propeller on the left side of the aircraft, with the right side retaining its Pratt &amp; Whitney PW150A engine. The company says it expects to be ready to start flight testing the 78-seat aircraft in 2024.
During the event, ZeroAvia gave a public debut to its 1.8-MW HyperCore modular electric motor system, which provided power for a propeller spinning on the back of its HyperTruck ground-test rig. The company is combining the motor system with its high-temperature polymer electrolyte membrane fuel cells and advanced power electronics in a bid to convert larger airliners to hydrogen.
ZeroAvia aims to be able to deliver converted 40- to 80-seat aircraft with a range of around 700 nm by 2027. In January, it conducted a <a href="https://www.futureflight.aero/news-article/2023-01-19/zeroavia-achieves-first-flight-hydrogen-powered-regional-airliner">first flight test</a> with the 600-kW ZA7600 powertrain fitted on a 19-seat Dornier 228 aircraft and it says this technology could be ready for commercial service in 2025.
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 <div class="field field--name-field-caption field--type-string-long field--label-hidden field__item">ZeroAvia demonstrated its HyperTruck ground test rig at Paine Field in Washington State. (Image: ZeroAvia)</div>
 
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<figcaption>ZeroAvia demonstrated its HyperTruck ground test rig at Paine Field in Washington state. (Image: ZeroAvia)</figcaption>
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The HyperCore system consists of two motor modules, each of which is a high-speed, 900-kW, permanent magnet radial flux machine that operates at 20,000 rpm, which ZeroAvia says will deliver a motor power density of 15 kW/kg and have turbine speeds&nbsp;comparable to those of existing turboprop engines. The company says it could potentially scale up the <a href="https://www.futureflight.aero/news-article/2023-03-13/zeroavia-reveals-record-breaking-hydrogen-fuel-cell-performance-tests">power rating to 5.4 MW</a>, which would allow it to be used for larger regional jets.
Along with American Airlines and United Airlines, <a href="https://www.futureflight.aero/news-article/2021-10-26/mitsubishi-and-alaska-air-back-zeroavias-plans-hydrogen-airliners">Alaska Airlines</a> is an investor in ZeroAvia, and it holds options for 50 of the company's propulsion systems. The carrier has not said exactly when or to what extent it might specifically integrate hydrogen-powered Dash 8s into its fleet but has indicated that the conversion project is part of its five-part plan to achieve net-zero operations by 2040.
The Dash 8 donated this week was formerly operated by Alaska&nbsp;Airlines’ regional subsidiary Horizon Air. It has been repainted in a special livery to mark its role in the hydrogen propulsion project. The ceremony was attended by Washington state Governor Jay Inslee, Congresswoman Suzan DelBene, Snohomish County Executive Dave Somers, and students from Raisbeck Aviation High School.
On March 3, rival powertrain developer <a href="https://www.futureflight.aero/news-article/2023-03-02/universal-hydrogen-flies-hydrogen-powered-dash-8">Universal Hydrogen</a> conducted a first flight test with a converted Dash 8-300 aircraft. It took off from Grant County International Airport in Moses Lake, Washington. The company is also working to convert ATR 42 and 72 twin turboprops.
Both companies have reported conditional preorder agreements for aircraft conversions to be conducted under supplemental type certificates. ZeroAvia says it now holds commitments for 1,500 of its propulsion systems with between 600 and 700 of these intended for aircraft with up to 19 seats. Universal Hydrogen has announced commitments for almost 100 conversion packages.

Alaska Airlines Donates Dash 8 Aircraft for ZeroAvia's Hydrogen Propulsion Project

ZeroAvia this week signed a memorandum of understanding with Nordic energy company Fortum to explore developing hydrogen production and refueling infrastructure at airports in the region. As part of the collaboration announced on March 20, ZeroAvia and Fortum will investigate the development of on-the-ground hydrogen infrastructure at relevant airports with the aim of removing emissions from flights and the wider airport “ecosystem.” 
The partnership with Finland-based Fortum builds on other related alliances with other partners, including <a href="https://www.futureflight.aero/news-article/2023-02-07/zeroavia-and-shell-make-plans-support-hydrogen-flights-dutch-airport">Shell in the Netherlands </a>and with <a href="https://www.futureflight.aero/news-article/2022-11-08/zeroavia-ags-airports-partner-bring-hydrogen-powered-aviation-scotland">AGS Airports</a> and <a href="https://www.futureflight.aero/news-article/2023-02-20/uks-birmingham-airport-makes-plans-support-hydrogen-powered-regional">Birmingham Airport</a> in the UK. Fortum has operations in nine other European countries, as well as in Russia and India.
According to ZeroAvia, on-airport hydrogen infrastructure can also support complementary traffic from "heavy-duty" ground transportation, materials handling equipment, and other energy-consuming systems. The companies added that they will decide on possible investments “at a later stage.”
Fortum produces and delivers clean energy, working together with industries on their decarbonization as part of the transition to net zero emissions. Its core operations in Nordic countries&nbsp;also including Sweden and Norway consist of carbon dioxide-free power generation and the provision of a reliable supply of energy to private and business customers. 
“As hydrogen hubs, airports can help reduce climate and air quality impacts of flight and a raft of other operations,” said Arnab Chatterjee, ZeroAvia’s vice president of infrastructure. “Scaling the renewable energy capacity and reducing costs pose clear, but fully surmountable, challenges to hydrogen as the fuel to power truly clean flights. Fortum is well positioned as a partner in this space, given the company’s clean energy focus and its emerging hydrogen leadership.”
ZeroAvia claims to lead the race to deliver zero-emission engine technology for passenger and cargo-carrying commercial aircraft. It expects certification of its engines first for nine- to 19-seat aircraft by 2025, followed by 40- to 80-seat aircraft by 2027. The company already has demonstrated its world-first Hydrogen Airport Refueling Ecosystem (HARE) at its research and development hub in Kemble in the UK and works with a range of airports on projects to establish the infrastructure and operations to operate zero-emission routes as early as 2025.
On March 13 the hydrogen-electric aircraft propulsion system developer says it has achieved record-breaking performance while testing the high-temperature proton exchange membrane (HTPEM) systems in its <a href="https://www.futureflight.aero/news-article/2023-03-13/zeroavia-reveals-record-breaking-hydrogen-fuel-cell-performance-tests">hydrogen fuel cells</a>.&nbsp;According to ZeroAvia, early testing of the pressurized, 20-kilowatt HTPEM fuel cell stack at the company’s research and development facility in the UK demonstrated a specific power level of 2.5 kW/kg at the cell level, and the company expects to achieve power densities exceeding 3 kW/kg in the next two years. Its goal centers on making hydrogen fuel cells powerful enough to power large aircraft that seat more than 100 passengers, such as the Boeing 737 and Airbus A320 families, according to ZeroAvia.
In January, ZeroAvia successfully completed the&nbsp;<a href="https://www.futureflight.aero/news-article/2023-01-19/zeroavia-achieves-first-flight-hydrogen-powered-regional-airliner" target="_blank">first flight test</a>&nbsp;of a 19-seat Dornier 228 regional airliner retrofitted with one of its hydrogen propulsion systems. After more than two years of collaboration with the hydrogen fuel cell systems developer HyPoint, ZeroAvia acquired that company&nbsp;in October 2022 with an eye toward integrating the turbo-air-cooled HTPEM fuel cells into its propulsion systems. ZeroAvia’s powertrain uses hydrogen fuel cells to generate electricity, which powers the electric motors that spin the aircraft’s propellers.&nbsp;
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Senior Editor

Gregory Polek

ZeroAvia to Partner with Nordic Energy Company Fortum on Hydrogen Hubs at Airports

Hydrogen-electric aircraft propulsion system developer ZeroAvia says it has achieved record-breaking performance while testing the high-temperature proton exchange membrane (HTPEM) systems in its hydrogen fuel cells.&nbsp;
According to ZeroAvia, early testing of the pressurized, 20-kilowatt HTPEM fuel cell stack at the company’s research and development facility in the UK demonstrated a specific power level of 2.5 kW/kg at the cell level, and the company expects to achieve power densities exceeding 3 kW/kg in the next two years. This will make the hydrogen fuel cells powerful enough to enable electric propulsion systems viable for large aircraft that seat more than 100 passengers, such as the Boeing 737 and Airbus A320 families, according to ZeroAvia.
In January, ZeroAvia successfully completed the <a href="https://www.futureflight.aero/news-article/2023-01-19/zeroavia-achieves-first-flight-hydrogen-powered-regional-airliner">first flight test</a> of a 19-seat Dornier 228 regional airliner retrofitted with one of its hydrogen propulsion systems. After more than two years of collaboration with the hydrogen fuel cell systems developer HyPoint, ZeroAvia <a href="https://www.futureflight.aero/news-article/2022-10-06/zeroavia-acquires-fuel-cell-developer-hypoint-expand-hydrogen-powertrain">acquired HyPoint</a> in October 2022 with plans to integrate the company’s turbo-air-cooled HTPEM fuel cells into its propulsion systems. ZeroAvia’s powertrain uses hydrogen fuel cells to generate electricity, which powers the electric motors that spin the aircraft’s propellers.&nbsp;
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The HTPEM fuel cells ZeroAvia is now testing, with a power output of 2.5 kW/kg, will be ideal for powering ZeroAvia's ZA2000 powertrain for 40- to 80-seat aircraft and could enable new electric propulsion systems for eVTOL aircraft and rotorcraft.&nbsp;
The 19-seat Dornier 228 that the company flew in January utilized low-temperature PEM fuel cells, which the company says work well for sub-megawatt-scale, smaller aircraft, “but the lower stack core temperatures make it harder to remove heat from the larger systems,” ZeroAvia officials said in a statement. “HTPEM technology eliminates a number of components from the fuel cell system and reduces cooling drag, thereby enabling commercially relevant payload and range.”
Traditional LTPEMs cannot be used above temperatures of 80 degrees Celsius (176 degrees Fahrenheit), but HTPEMs can safely operate at up to 200 degrees Celsius (392 degrees Fahrenheit). The higher temperatures result in faster chemical reactions and greater efficiency, making these fuel cells more suitable for transportation applications. HTPEMs are also expected to have a life cycle of 20,000 hours or about four times longer than that of LTPEMs.
“The companies and geographies that seize the lead in high fuel cell temperatures and pressures will lead the industry,” said ZeroAvia CEO Val Miftakhov. “This progression is similar to the story of turbine engines, where ever-increasing temperatures and pressures drove higher and higher performance.
"Hydrogen fuel cell propulsion is the most environmental and economical alternative to existing engines," Miftakhov continued,&nbsp;"and HTPEM is the most promising route to delivering these benefits into large aircraft categories. I am confident that what we are demonstrating now is the core building block to delivering zero-emission flight for all categories of aircraft in the long term.”
ZeroAvia’s plans for hydrogen-powered aviation involve the production of two hydrogen-electric powertrains to retrofit existing aircraft. The company’s 600-kilowatt ZA600 powertrain, which is designed to support nine- to 19-seat airframes with a range of up to 300 nautical miles, was successfully demonstrated during the flight test in January.
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.&nbsp;
According to ZeroAvia, it now holds provisional order commitments covering around 1,500 of its hydrogen propulsion systems, with between 600 and 700 of these intended for aircraft with up to 19 passenger seats. The company aims to start taking deposits for delivery slots this year.
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Science & Technology Editor

Hanneke Weitering

ZeroAvia Reveals Record-breaking Hydrogen Fuel Cell Performance Tests

ZeroAvia is joining forces with energy group Shell and Rotterdam The Hague Airport in the Netherlands to prepare to support flights with regional airliners converted to hydrogen propulsion. The partners this week announced a collaboration to develop a concept of operations that will support initial demonstration flights in 2024 as a prelude to the launch of commercial passenger flights in 2025.
The partnership, which was announced on February 7, is intended to prepare for the entry into service of an existing 10- to 19-seat aircraft that will be converted to use ZeroAvia’s ZA600 hydrogen-propulsion system. The company, which on January 19 achieved a <a href="https://www.futureflight.aero/news-article/2023-01-19/zeroavia-achieves-first-flight-hydrogen-powered-regional-airliner">first flight</a> in the UK with a Dornier 228 twin turboprop equipped as a technology demonstrator, says that it plans to announce the first aircraft type to be converted for commercial use in the coming months.
The main focus of the new collaboration will be on preparing for the first hydrogen flight from <a href="https://www.futureflight.aero/news-article/2021-10-29/hydrogen-commercial-flights-could-start-between-uk-and-netherlands-2024">Rotterdam The Hague Airport</a>, which serves both the second-largest city in the Netherlands and its capital. The partners are working to establish routes to European destinations within a 250-nm&nbsp;radius of the airport.
The project will seek to develop aviation-specific safety standards and protocols for refueling and managing hydrogen. The partners will hold discussions with airlines that may operate both the demonstration and subsequent commercial flights. The work will also involve Rotterdam The Hague Innovation Airport, which is a foundation established by the airport and the city of Rotterdam to advance sustainable aviation initiatives.
In a separate announcement this week, the&nbsp;FAA granted ZeroAvia's rival Universal Hydrogen an <a href="https://www.futureflight.aero/news-article/2023-02-07/faa-issues-experimental-airworthiness-certificate-universal-hydrogens-dash">experimental airworthiness certificate</a>, giving the start-up the green light to proceed with the first test flight of its hydrogen-powered De Havilland Dash 8-300 testbed. The&nbsp;company also said it has already conducted taxi tests with the technology demonstrator aircraft and indicated that it is getting close to a first flight with the larger aircraft at Moses Lake in Washington state.
As a major oil and gas group, Shell has considerable expertise across the hydrogen supply chain, including the design and operation of refueling equipment. “This project and collaboration enable&nbsp;a rapid decarbonization of a hard-to-electrify sector such as aviation,” commented Oliver Bishop, general manager of hydrogen. “It also offers the chance to support one of the first international zero-emission passenger routes. On top of that, it allows the opportunity to road test multi-fuel and multimodal fueling operations in a live airport environment.”
ZeroAvia has previously worked with Shell for the provision of low-carbon-intensity hydrogen to power some of its testing and early commercial operations in California. It aims to submit a type certificate application for the 600-kilowatt&nbsp;powertrain by the end of 2023 as it works to establish the basis for the approval. The company will also seek supplemental type certificates covering the conversion of each specific aircraft type.
In the longer term, ZeroAvia 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.
According to ZeroAvia, it now holds provisional order commitments covering around 1,500 of the propulsion systems, with between 600 and 700 of these intended for aircraft with up to 19 passenger seats. The company aims to start taking deposits for delivery slots&nbsp;this year. It&nbsp;has indicated it will soon announce the launch customer for its <a href="https://www.futureflight.aero/news-article/2022-12-07/airlines-begin-planning-future-hydrogen-powered-aircraft-operations">conversion program</a> but has not yet said whether this would be the airline that will operate the first flights out of Rotterdam. 
Last year, ZeroAvia announced a partnership with <a href="https://www.futureflight.aero/news-article/2022-11-08/zeroavia-ags-airports-partner-bring-hydrogen-powered-aviation-scotland">Scottish airports group AGS</a> to prepare the infrastructure to support hydrogen-powered aircraft.&nbsp;
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ZeroAvia and Shell Make Plans To Support Hydrogen Flights from Dutch Airport

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.

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.

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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