The hydrogen-electric aviator used its low-temperature PEM fuel cell power generation system, suitable for the ZA600 powertrain, during the simulation.

In the 2-hour 38-minute test, the four 200kW modules produced 170kW for take-off, 132kW during a 23-minute climb, and 83kW over a 90-minute cruise, feeding into ZeroAvia’s 600kW propulsion system at a specific power of 1.4kW/kg.

The company’s bespoke Venturi mechanism was used for hydrogen recirculation, replacing the heavy blowers traditionally used in fuel cell systems. This reportedly cuts weight, boosts efficiency and reduces failure risks.

ZeroAvia’s system has been designed to meet aviation safety standards, and they aim to take it through regulatory approval for commercial use. Specifically, it’s tailored to meet the European Union Aviation Safety Agency’s (EASA) CS-E and CS-23 standards, making it a “world first.”

Validating the fuel cell performance through a full flight profile ground test is also an important step towards UK Civil Aviation Authority (CAA ) and EASA approval, ZeroAvia said.

“We have shown the possibilities by flying a prototype of the ZA600 system on shorter range missions,” said Val Miftakhov, ZeroAvia Founder and CEO.

“We are now seeing the final design replicating customer needs in ground testing and pushing the boundaries of performance with innovations.”

The firm plans to move to full engine ground testing of the ZA600 soon, before advancing toward flight trials.

The powertrain is intended for 9-20-seat aircraft such as the Cessna Caravan. Additionally, ZeroAvia is developing a larger ZA2000 system for 40-80-seat regional turboprops.

Despite ZeroAvia’s progress, aviation remains divided on hydrogen’s near-term potential.

Airbus has pushed back its hydrogen aircraft plans by five years over technology and infrastructure delays, while ZeroAvia continues its targeted path, adding nine new patents this year.