This article deals with the design, manufacturing, and testing of a propeller for a general aviation aircraft fuelled by hydrogen. The feasibility of the ENFICA-FC project depended on several key-enabling technologies. In order to minimize the power required from both the batteries and the fuel cell, a highly efficient electrical propulsion system was required, in which all the components would need to yield the highest possible efficiency. The choice of the propeller for this specific aircraft was more difficult, above all because the electric motor was limited as to the torque it could handle. In addition, the propeller would also have to provide the necessary airflow for the motor, electronics, and fuel cell cooling to ensure that the temperature did not exceed the limits imposed by the manufacturer. Although a designer may be aided by modern numerical design and analysis programmes to optimize propellers, structural and manufacturing constraints can influence the final choices. Finally, the calculated performance would always have to be validated with experimental tests. An optimal propeller has been designed and manufactured to be installed on the Rapid 200 FC aeroplane. Static tests on the manufactured two-blade propeller were performed by means of a static test facility. Specific tests have also been performed to check the efficiency of the propeller when installation effects (blockage and scrubbing drag effects) are included and to verify the real efficiency of the propulsion and cooling systems, with the propeller installed in the complete converted aircraft. A good agreement between the theoretical and experimental data was obtained.

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Power to mass ratio is one of the key characteristics of most high‐performance vehicles, a record‐breaking ACCEL race aircraft is no different. Project ACCEL pushed the limits of energy management, thermal management, and mass saving, while maintaining measured safety for the pilot and crew to ultimately achieve world record‐breaking flights. The numerous engineering challenges involved in designing and developing the world's fastest electric aircraft have been solved by a relatively small team in a limited timeframe. The blank sheet design of the ESS and powertrain allowed for an appropriately optimised solution, swiftly moving into physical testing allowed for rapid development of the system and opportunities to iterate. In the closing stages of the project, building, assembling, and ground testing the aircraft under one roof allowed for an effective cohesive and exciting crescendo before flight operation of the aircraft at MoD Boscombe Down.

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