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Yes, batteries are much heavier. Here's a mix of stats from the first and second gen cars. 1.6Kw battery is 44kg, hydrogen tank is 87kg, it can hold 5kg of the stuff, the fuel cell is only 52kg https://media.toyota.co.uk/wp-content/uploads/sites/5/pdf/210426M-NG-Mirai-Tech-Spec.pdf https://en.wikipedia.org/wiki/Toyota_Mirai Compare this to base Model 3 battery which is 480 kg on its own

but given the lightweightness of hydrogen tanks where are you getting that information from? hydrogen tanks are large high pressure vessels that are very heavy even when made out of high end composite materials. for example the two pressure tanks of the Toyota Mirai only hold up to 5kg of Hydrogen while the tanks themselves weight about 88kg when empty. the Toyota Mirai is essentially what you are talking about, small battery and relatively large hydrogen tanks and yet it doesnt have great performance and weight 1850kg Hydrogen has a TERRIBLE volumetric energy density, the fuel tanks in the Mirai have an internal volume of 122 liters and only hold the above mentioned 5kg of hydrogen.

Imagine a gas stove powered by hydrogen, an invisible flame. How many injuries and fires before they realize that is a bad idea. For some reason I can't see it plugged into the side of an EV to charge it. Too easy to steal and too slow, not enough amps. But if they incorporated it into the vehicle design as a hybrid with large banks of these generators I can see it being better than the EVs are now.

IMO, Consider that graphene is about 600 times the tensile strength if steel. Consider a tank that is plated with graphene, assuming that could be done in repeated layers of graphene and something else. Also consider components plated with nanomaterials of multiple types like borophene, silicene, graphene. It might be possible to adequately protect a hydrogen powered aircraft propulsion system from the hydrogen, decades before components could be made from mostly or entirely nanomaterials. Some nanomaterial sensors to detect failures of the protective nanomaterial plating would likely also be a good idea

The easy way where I live, would be to buy a generation 1 Toyota Mirai. You can buy these as lease returns from Toyota dealers or as used cars. Then you will be able to drive to one of the hydrogen/gasoline stations here around San Francisco Bay or Los Angeles to refuel. I believe that some Japanese versions of this car had 100 VAC power inverters for the Japanese market. In principle you should be able to convert this to 120 VAC for home backup power use in the US with just a step-up transformer. This could set the right engineer back as little as $15,000. But I can’t advise you on the power inverter to car interface; or locating a 100 VAC inverter. The US versions do not have the 100 VAC inverters.

This sounds like a problem I would assign to my students. Fun. Absent more details, I'm not really sure that it will make a difference. The combined weight of aircraft, fuel, and payload is what determines whether the aircraft will fly or not. And the landing weight (OEW + payload) is what determines how much fuel you need at takeoff. So I'm not sure I can see why it would matter whether you assign the fuel cell weight to the OEW or count it as part of the payload. But then again, I'm not an aerospace engineer.