For the past ten years at ISAE-SUPAERO, research into hydrogen has established itself as a major focus of innovation in support of the aviation sector’s energy transition. Now, more than ever, the pioneering spirit drives the Institute’s researchers. The Mermoz hydrogen-powered drone project builds on the legendary legacy of the Aéropostale and Jean Mermoz’s 1930 flight across the South Atlantic. Almost a century later, "Défi Mermoz" is in turn taking up a technological challenge, closely aligned with industrial priorities, without waiting until 2050!
Hydrogen: A Major Area of Innovation at ISAE-SUPAERO
Small but strategic: the Mermoz drone, a flying hydrogen laboratory
By developing a small hydrogen-powered aircraft, ISAE-SUPAERO aims to make a tangible contribution to the decarbonisation of aviation through experimentation.
The full potential of this energy source is being explored:
- performance,
- constraints,
- technological barriers,
- as well as prospects for both civil aviation and defence.
To address these questions, scientists are adopting a resolutely experimental approach involving small quantities of hydrogen, enabling them to rapidly build up expertise whilst managing risks.
“We are testing theory against experimental validation, which is a powerful driver of innovation,” emphasises Jean-Marc Moschetta, professor of aerodynamics at ISAE-SUPAERO.
From gaseous hydrogen to liquid hydrogen
“For aviation, hydrogen will be liquid or it won’t be at all,” states the researcher. “Only the switch to liquid hydrogen will allow us to capitalise on hydrogen’s high energy density without suffering the weight penalty associated with pressurised gaseous hydrogen.”
Indeed, hydrogen pressurised to 300 bar requires very strong and heavy tanks, whereas in liquid form, it is possible to carry larger quantities of hydrogen whilst keeping the weight of the tanks under control. Furthermore, in liquid form, hydrogen takes up less space than in pressurised gaseous form.
For small aircraft, ranging from small drones to regional aeroplanes, hydrogen can be used to generate electricity via a fuel cell. An electric motor is then powered to drive a propeller. However, for heavier aircraft, the power requirements mean that hydrogen must be used in a combustion process.
This is why the turbofan engines fitted to current airliners must be adapted for this new fuel. Unlike kerosene, the exhaust gases released when using hydrogen do not contain CO₂ but consist mainly of water vapour and, potentially, lower levels of nitrogen oxides (NOx).
Combining science and testing to master the liquid hydrogen propulsion system
Beyond the technical objective of flying the Mermoz drone 3,000 kilometres without emitting any CO₂, ISAE-SUPAERO’s interest lies in developing expertise in a disruptive technology that is still very poorly documented in the field of aeronautics, even though cryogenic hydrogen is commonly used in the launch vehicle sector.
There are specific constraints involved in integrating hydrogen into a commercial aircraft, particularly due to economic considerations, operational reliability, and safety on board and at airports.
“On a small scale, such as in the practical work offered to students on low-power propulsion systems, or using a mini-drone weighing less than 25 kg like Mermoz, we are experimenting,” emphasises Jean-Marc Moschetta, “with the implementation, within a short timeframe and with low risk, of systems representative of hydrogen aviation, covering operational aspects such as refuelling, leak tests, failure scenarios, mission profile optimisation, etc.”
A three-pronged strategy supported by partners
Researchers at ISAE-SUPAERO are focusing their work on three areas of research in collaboration with various laboratories, companies and institutions that provide support through programmes dedicated to this topic.
Thermal management and energy optimisation of the propulsion system
Hydrogen, carried on board either as a high-pressure gas or in liquid form at very low temperatures, can be used either in a combustion chamber to react with oxygen from the air and drive a turbine, or be brought into contact with oxygen via a proton exchange membrane in a fuel cell or hydrogen cell.
The latter produces, on the one hand, electricity to power a permanent magnetic motor; on the other hand, it also produces water, which must be discharged into the environment; and finally, heat, which, in the case of a cryogenic tank, is used to warm the hydrogen from the tank before it enters the cell.
“The optimisation of the hydrogen propulsion system involves an in-depth thermodynamic analysis, which formed the subject of a doctoral thesis defended in December 2025 under the joint supervision of ISAE-SUPAERO and the LAPLACE laboratory,” recalls Jean-Marc Moschetta. “Furthermore, certain specific phenomena, such as sloshing in liquid hydrogen tanks, are currently being modelled as part of planned collaborations with SIEMENS and CT Engineering,” adds the researcher.
On-board safety and operational safety
Compared with natural gas, a hydrogen leak produces a potentially explosive atmosphere at concentrations as low as 4%. Since the dihydrogen molecule is very small, leaks in distribution systems pose a real risk that requires hydrogen detectors and ventilation or nitrogen inerting measures.
A risk analysis using a ‘model engineering’ approach, calibrated against measurements taken on a test bench, is being carried out at ISAE-SUPAERO in collaboration with SIEMENS Software. The aim is to examine various failure scenarios and develop contingency plans.
Furthermore, handling hydrogen creates a psychological barrier linked to the hazardous nature of the material and its use. The historic Hindenburg airship disaster in 1937 still weighs heavily on people’s minds when it comes to gaining public acceptance.
Mastering cryogenics in the context of aviation
Modelling the propulsion system – and in particular the thermodynamic properties of the fuel tank (gravimetric index and evaporation rate) – is the cornerstone of hydrogen-powered aircraft design. This is the focus of the ARCHY (ARCHitecture of Hydrogen-Powered Aircraft) project, which began in January 2025 and is continuing in the form of a postdoctoral research programme in collaboration between ISAE-SUPAERO and ENAC, coordinated by the Institute for Sustainable Aviation (ISA) with the support of the Occitanie Region.
The aim is to study innovative architectures for medium- and long-haul commercial aircraft powered by hydrogen, as well as their impact on aviation’s decarbonisation pathways. This project involves collaboration with engineers from the AIRBUS ZeroE programme.
At the same time, the DRONE LIQUIDE project, supported by the Defence Innovation Agency of the Ministry of the Armed Forces, is developing an experimental approach to cryogenic hydrogen for aviation. It focuses on conducting ground and flight tests of an ultra-long-endurance drone powered by cryogenic hydrogen.
Launched in February 2025, this project will involve the acquisition of a titanium tank and the deployment of a hydrogen liquefier to refuel the drone prior to its catapult launch, as part of a partnership with the LAPLACE laboratory and H2-Pulse, the project lead. The acquisition of this mobile liquefier and the development of expertise in its operation are supported by the CRYOFLY project, funded in part by the Occitanie Region and the GENHyO programme – Hydrogen Generation in Occitanie.
The Mermoz drone takes to the skies
In 2023, the Mermoz drone, a flying laboratory developed by researchers at ISAE-SUPAERO, carried out its first flight tests whilst carrying gaseous hydrogen. 2026 will mark the first stage of flight tests using cryogenic hydrogen.
Thanks to the miniaturisation of the propulsion system, an in-depth analysis of all stages has enabled:
- the design and construction of the drone, an iterative process carried out in collaboration with DAHER,
- the management of operational aspects in conjunction with DELAIR,
- the acquisition of a vehicle equipped for flight testing of instrumented drones, supported by
the CERTIDRONE project, linked to a State-Region Plan Contract (CPER) with the Occitanie Region,
- the purchase, as part of this same equipment programme, of a Doppler Lidar and a catapult to facilitate take-off from unprepared terrain. Finally, an integration and flight test preparation workshop, known as DroneLab, serves as a base for fine-tuning the systems prior to field operations.
In addition to the on-board hydrogen, two other energy sources are being investigated to supplement the energy generated by the hydrogen fuel cell: photovoltaic energy (study currently underway with LAAS-CNRS), and wind-gradient energy harvesting, utilising the phenomenon of gradient lift commonly exploited by birds of the Southern Seas such as the albatross.
By 2027, the research team aims to carry out long-endurance flights using cryogenic hydrogen in a small fixed-wing drone (4 m wingspan, 13 kg). These flights are expected to take place at the Istres base with the support of the Flight Test Centre of the French Defence Procurement Agency (DGA/EV).
Will the Mermoz drone, a century after Jean Mermoz’s feat, continue the same tradition of innovation and promise for aeronautics?
Experts Tackling the MERMOZ Challenge
Jean-Marc Moschetta,professor of aerodynamics at ISAE-SUPAERO
Nikola Gavrilovic, professor, modelling, design, flight testing, fine-tuning
Baptiste Legrand, postdoctoral researcher, safety analysis, system modelling
Romain Jan, postdoctoral researcher, thermodynamic and structural modelling of tanks
Dominique Bernard, safety pilot, flight preparation, on-board integration
Henri Dedieu, hydrogen technician, flight test equipment
Bastien Schnitzler, PhD student, optimal trajectory planning
Sofia Mertika, PhD student, thermodynamic modelling and energy optimisation
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Research, Innovation & Training supporting Aviation Sustainability: web Conference by TSAAEAeronautics
Aviation
Conference