This article is based on an official press release from AeroDelft.

In late May 2026, the student-led engineering team AeroDelft achieved a significant milestone in sustainability aviation. According to an official press release from the organization, the team successfully conducted the first-ever taxi tests of a hydrogen-powered aircraft at an operational airport in the Netherlands. The tests took place at Rotterdam The Hague Airport (RTHA) and represent a critical transition from laboratory research to real-world application.

The comprehensive testing phase included hydrogen refueling operations, powertrain evaluations, and active taxi tests using gaseous hydrogen. By executing these procedures in a live commercial airport environment, AeroDelft and its partners gathered essential data on both the aircraft’s technological performance and the operational protocols required to safely handle hydrogen on an active tarmac.

This achievement is the culmination of extensive engineering and preparation. As noted in the team’s announcement, bringing a hydrogen aircraft to an operational airport required rigorous safety analyses, detailed operational planning, and close collaboration among multiple aviation and energy stakeholders.

Advancing Project Phoenix

From Laboratory to Tarmac

AeroDelft, a non-profit foundation run entirely by Delft University of Technology (TU Delft) students, has been developing “Project Phoenix” since 2018. According to supplementary research data, the initiative focuses on converting a Sling 4 airframe into a manned hydrogen-electric aircraft. Industry research highlights that in May 2025, AeroDelft became the first student team globally to test a full liquid hydrogen propulsion system in a lab setting, working alongside the Netherlands Organization for Applied Scientific Research (TNO).

Safety and Operational Planning

Operating an experimental aircraft at a commercial facility demands strict safety measures. According to project data, AeroDelft developed comprehensive risk analyses and an operational taxi test plan. This was achieved in close collaboration with research test pilots Alexander in ‘t Veld and Hans Mulder from TU Delft’s Flight Test Laboratory, ensuring that the live tests at RTHA’s Fieldlab Next Aviation facility met stringent aviation safety standards.

Technical Specifications and Infrastructure

Gaseous vs. Liquid Hydrogen

The recent taxi tests utilized gaseous hydrogen. While AeroDelft’s ultimate objective is to achieve flight using liquid hydrogen, gaseous hydrogen was selected for this phase due to its current technological maturity. Based on technical specifications provided in the research report, the single-seat converted aircraft uses a hydrogen fuel cell that combines hydrogen and oxygen to generate electricity, emitting only water. With a full tank of gaseous hydrogen, the aircraft is projected to have an endurance of approximately 40 minutes.

Transitioning to liquid hydrogen remains the next major technical hurdle. Because liquid hydrogen offers a significantly higher energy density by mass and volume, the team projects that utilizing liquid fuel will extend the aircraft’s flight endurance to approximately two hours. To achieve this, future development will require the integration of a cryogenic storage tank capable of maintaining temperatures at -253 °C, along with a complex distribution system.

The DutcH₂ Aviation Hub

The successful test campaign was facilitated by the DutcH₂ Aviation Hub, a collaborative ecosystem coordinated by the Rotterdam The Hague Innovation Airport (RHIA) Foundation and funded by the City of Rotterdam. The AeroDelft press release explicitly thanked partners including TU Delft Aerospace Engineering, RTHA, RHIA, and Air Products Benelux for their roles in turning months of preparation into a successful live test.

Perspectives on Sustainable Aviation

The transition to zero-emission aviation requires proving that new technologies are viable outside of controlled environments. Isha Moharir, Team Manager at AeroDelft, emphasized the importance of real-world testing in public remarks cited by industry reports:

“We want to demonstrate that flying on hydrogen works and that it’s safe in the air and at the airport… We are making absolutely no concessions on safety.”

Moharir further noted that testing at an operational commercial airport yields invaluable insights into the practical steps needed for sustainable aviation. Similarly, Daan van Dijk, an innovator at Rotterdam The Hague Airport, stated that these tests demonstrate tangible progress. According to research summaries, van Dijk highlighted that testing at an active airport is the exact method by which the aviation industry will learn to safely scale hydrogen-powered flight.

AirPro News analysis

We observe that while much of the aerospace sector’s attention has been focused on the in-flight capabilities of hydrogen aircraft, the logistical realities on the ground present an equally formidable challenge. The AeroDelft taxi tests at Rotterdam The Hague Airport serve as a crucial proof-of-concept for bridging the infrastructure gap. Traditional airports are optimized for kerosene; introducing hydrogen requires entirely new storage facilities, mobile refuelers, and emergency response protocols.

Furthermore, the broader hydrogen aviation race is accelerating. While battery-electric aviation propulsion shows promise for short-haul routes, the prohibitive weight of current battery technology limits its application for commercial passenger aviation. Liquid hydrogen presents a highly competitive alternative for longer ranges, provided that the cryogenic and logistical challenges, which initiatives like Project Phoenix are actively addressing, can be resolved at scale.

Frequently Asked Questions

What is Project Phoenix?
Project Phoenix is an initiative launched in 2018 by AeroDelft, a student-led team from TU Delft, aimed at developing a manned hydrogen-electric aircraft by converting a Sling 4 airframe.

Why did AeroDelft use gaseous hydrogen instead of liquid hydrogen for the taxi tests?
Gaseous hydrogen was used because it is currently a more mature and developed technology, allowing the team to safely test the powertrain and airport integration. The ultimate goal remains transitioning to liquid hydrogen for greater flight endurance.

Where did the taxi tests take place?
The tests were conducted at the Fieldlab Next Aviation facility located at Rotterdam The Hague Airport (RTHA) in the Netherlands.

Sources

• AeroDelft Official Press Release
• Supplementary Industry Research Report (Provided Data)

This article is based on an official press release from Loganair.

Loganair, the United Kingdom’s largest regional Airlines, has officially entered into a 15-year SAF offtake agreement with ClimaHtech Green Flight (CGF). According to the company’s press release, fuel deliveries under this new partnership are scheduled to commence by 2029. The agreement marks a significant step in the regional carrier’s strategy to secure a long-term fuel supply while navigating the evolving landscape of aviation emissions regulations.

The strategic partnership is designed to hedge against long-term fuel price volatility and mitigate compliance costs associated with the UK government’s SAF mandate. While the specific commercial value and volume metrics of the contract have not been publicly disclosed, the agreement insulates the airline from broader macroeconomic supply chain disruptions and high logistics costs.

A standout feature of this collaboration is CGF’s decentralized production model. Rather than relying on traditional, centralized mega-refineries, modular SAF production units will be deployed directly across Loganair’s primary operational network, which includes the Scottish Highlands, Islands, and other regional UK routes.

A Decentralized Approach to Sustainable Aviation Fuel

The partnership relies on highly innovative fuel production technology. ClimaHtech Green Flight, a wholly owned subsidiary of Belfast-based clean energy engineering company CATAGEN, will supply Loganair with fuel produced via two advanced pathways: BioSAF (Power-Biomass-to-Liquid) and eSAF (Power-to-Liquid).

According to the provided technical details, CGF utilizes patented modular reactor technology, specifically the BIOHGEN and E-FUEL GEN systems developed by CATAGEN. This electrically driven platform can operate alongside intermittent renewable power assets and utilize waste biomass feedstocks. Each modular unit is capable of producing 1 million liters of SAF per year, delivering an estimated 90% reduction in well-to-wing carbon emissions compared to conventional fossil jet fuel.

Overcoming Regional Logistics Challenges

As a regional carrier, Loganair operates numerous routes that serve as essential lifelines for remote communities rather than luxury travel destinations. Decarbonizing these short-haul flights presents unique logistical challenges. By deploying production infrastructure close to the point of consumption across Northern Ireland and Scotland, the decentralized model eliminates the need to ship fuel from a distant central hub, thereby reducing both transportation costs and associated carbon emissions.

Regulatory Pressures and Industry Context

The agreement is heavily driven by the current regulatory landscape in the United Kingdom. The UK SAF mandate officially entered into force on January 1, 2025. The mandate requires jet fuel suppliers to blend alternative aviation fuel into conventional aviation fuel at increasing concentrations. The requirement started at 2% in 2025, will rise to 10% by 2030, and is set to reach 22% by 2040. Securing a 15-year supply helps Loganair ensure compliance and avoid potential future market shortages.

ClimaHtech Green Flight, launched in September 2025 at CATAGEN’s Titanic Quarter Campus in Belfast, was created to disrupt the SAF market using off-grid renewable and low-carbon electricity sources. The company has already secured strategic partnerships and offtake agreements with other major industry players, including Ryanair and Shell Aviation Ireland Limited.

Executive Perspectives

Company leadership emphasized the importance of localizing fuel production to support regional connectivity.

“As the UK’s largest regional airline, Loganair plays a vital role in connecting communities across the UK, particularly in areas where aviation is a lifeline rather than a luxury. Decarbonising regional aviation is therefore both a responsibility and a practical challenge. This long-term agreement with ClimaHtech Green Flight is an important step in securing access to Sustainable Aviation Fuel that is produced closer to where we operate, supports UK supply chains, and reflects our commitment to lower our carbon footprint.”

“This offtake agreement with Loganair demonstrates strong airline confidence in our SAF pathways and our ambition to build a distributed, regional SAF production model.”

AirPro News analysis

We view this agreement as a critical indicator of how regional airlines are adapting to stringent environmental mandates. A major hurdle for SAF adoption globally has been the cost and carbon footprint of transporting the fuel from centralized refineries to regional airports. CGF’s decentralized model could serve as a blueprint for regional airlines worldwide, solving the logistics bottleneck that often plagues smaller carriers.

Furthermore, by utilizing local waste biomass and renewable energy, the UK aviation sector can reduce its reliance on imported fuels. This aligns with broader national energy security goals. With the UK SAF mandate now active, airlines are in a race to secure affordable SAF. Early movers like Loganair are locking in long-term Contracts to avoid the anticipated price spikes as the mandate percentages increase toward 2030.

Frequently Asked Questions (FAQ)

When will Loganair begin receiving SAF under this agreement?
Fuel Deliveries from ClimaHtech Green Flight are scheduled to commence by 2029.

How much SAF can the modular units produce?
Each modular unit from CGF is capable of producing 1 million liters of SAF per year.

What are the UK SAF mandate requirements?
The mandate requires a 2% SAF blend starting in 2025, increasing to 10% by 2030, and reaching 22% by 2040.

Sources

• Loganair Press Release

On May 26, 2026, easyJet and Amsterdam Airport Schiphol officially announced the deployment of fully electric “TaxiBot” technology for Airbus A320neo passenger aircraft. According to the official press release, this initiative allows aircraft to taxi between the gate and the runway without engaging their main jet engines, relying instead on a semi-robotic electric towing vehicle.

The deployment marks a significant milestone for European aviation, as Schiphol becomes the first European airport to introduce the fully electric GEN 2 TaxiBot specifically for Airbus passenger operations. We note that this rollout follows a successful trial in March 2026 and a first commercial passenger flight on April 30, 2026.

By utilizing this technology, easyJet estimates immediate environmental benefits, including the saving of 95 kilograms of aviation fuel and the prevention of 299 kilograms of CO₂ emissions per flight. The project represents a multi-year collaboration involving easyJet, Schiphol Airport, Menzies Aviation, Airbus, and Israeli technology firm Smart Airport Systems (SAS).

The Mechanics of Engine-Free Taxiing

How the GEN 2 TaxiBot Operates

At expansive airports like Schiphol, taxiing to distant runways such as the Polderbaan can take upwards of 20 minutes, traditionally burning thousands of pounds of jet fuel before takeoff. The press release details that the TaxiBot addresses this inefficiency by functioning as a semi-robotic, towbarless electric tractor. It lifts the aircraft’s nose wheel onto a rotating platform and remains attached all the way to the runway threshold, unlike standard pushback tugs that disconnect near the terminal gate.

During the taxi phase, the pilot remains in full control, steering the TaxiBot directly from the cockpit using the standard tiller. The aircraft’s main engines remain switched off, relying solely on the Auxiliary Power Unit (APU) to power onboard electrical systems. The main engines are only started just before takeoff.

According to the provided operational details, the electric tug can tow aircraft at speeds up to 23 knots (approximately 42 km/h). Once uncoupled at the runway, a ground operator sitting inside the TaxiBot drives the vehicle back to the terminal for the next flight. Currently, four easyJet Airbus A320neo aircraft are permanently equipped with this system.

Environmental and Workplace Benefits

Cutting Carbon and Local Pollutants

The transition to electric taxiing offers substantial environmental advantages. Based on easyJet’s data, the TaxiBot saves an average of 95 kg of fuel and 299 kg of CO₂ per flight. Furthermore, Schiphol projects that widespread deployment on long taxi routes could reduce fuel consumption during taxiing by up to 65%.

Beyond carbon reduction, the technology significantly lowers emissions of nitrogen oxides (NOx) and ultrafine particles. This creates a healthier working environment for ground staff by drastically cutting localized noise and air pollution on the apron. Reduced engine usage on the ground may also lower long-term aircraft maintenance requirements.

“TaxiBot is another important step in our mission to operate as efficiently as possible. This technology delivers immediate reductions in fuel consumption, carbon emissions and noise, while supporting more efficient ground operations at one of Europe’s busiest airports,” stated David Morgan, Chief Operating Officer at easyJet, in the press release.

Esmé Valk, Chief People & Transformation Officer at Royal Schiphol Group, added: “By deploying the TaxiBot, we’re taking another practical step towards reduced emissions and noise on the apron. This is how we’re creating a healthier and cleaner workplace, and an ever more sustainable and modern airport that is ready for the future.”

Collaborative Deployment and Future Outlook

Scaling Up for 2030

The initiative is backed by the SESAR HERON project, which receives funding from the European Climate, Infrastructure and Environment Executive Agency (CINEA) and the SESAR 3 Joint Undertaking. Menzies Aviation also played a crucial role in the ground logistics. In the company statement, Miguel Gomez Sjunnesson, EVP Europe at Menzies Aviation, noted that the introduction demonstrates what can be achieved when technology and industry collaboration come together.

Looking ahead, the press release outlines Schiphol’s ambitious target to achieve fully sustainable, emissions-free taxiing operations by 2030. While Schiphol currently operates the only fully electric TaxiBot globally, the airport expects to introduce three additional electric units later in 2026. Efforts are also underway to certify the technology for other aircraft types, including KLM Cityhopper’s Embraer fleet and Transavia’s Boeing 737s.

AirPro News analysis

We view the deployment of the GEN 2 TaxiBot at Schiphol as a highly practical, near-term measure for the aviation sector’s net-zero journey. While SAF and hydrogen propulsion remain long-term goals with significant supply and technological hurdles, ground-based emissions reductions rely on existing, proven technology. If Schiphol’s rollout proves successful at scale, semi-automated, engine-free taxiing could rapidly become a standard feature at major global hubs within the next decade, particularly at airports facing strict local noise and emissions regulations.

Frequently Asked Questions (FAQ)

What is a TaxiBot?
A TaxiBot is a semi-robotic, towbarless electric tractor that lifts an aircraft’s nose wheel and tows it from the gate to the runway. It allows the aircraft to keep its main engines turned off during the taxi phase, saving fuel and reducing emissions.

How much fuel does the TaxiBot save?
According to easyJet, the technology saves an estimated 95 kg of aviation fuel and prevents 299 kg of CO₂ emissions per flight.

Who controls the aircraft during towing?
The pilot remains in full control of the aircraft, steering the TaxiBot directly from the cockpit using the standard tiller.

Are other airlines using this technology at Schiphol?
Currently, the fully electric GEN 2 TaxiBot is deployed for easyJet’s Airbus A320neo fleet. However, Schiphol is working on certifying the technology for KLM Cityhopper’s Embraer fleet and Transavia’s Boeing 737s.

Sources

• easyJet Press Release