Conscious of every detail that goes into our tech.
From long-term strategy to the small details of our engines. We’ve thought of everything to enable zero-emission regional passenger and cargo flights at the turn of the decade.
Engineering Hydrogen-Powered Aviation
Our 2.1 MW powertrains will first power a series of retrofit Dash 8-300 aircraft, demonstrating the real-world advantages of hydrogen-electric propulsion. With liquid hydrogen storage, our system fully leverages hydrogen’s high energy density to maximize efficiency and range.
How do we change aviation?
A hydrogen engine
Our core product, the CA2100, comprises all subsystems from our Fuel Cells, Electric Power Management System, Electric Motor, and the Reduction Gear Box and will be certified under an independent Engine Type Certificate (TC). This covers the entire energy chain and allows for applications in multiple aircraft types.
Modification of the Dash 8
An engine requires an airframe and the most de-risked entry into service is via the retrofit route. Existing engines and associated equipment are removed from the Dash 8-300 aircraft, followed by the installation of our modification package under a Supplemental Type Certificate (STC).
New airframes and forward fit
Once our retrofit program is successful, our engines are in the air and are fully operational. As an organisation we have the credibility, and capability to implement our engine technology on other aircraft types, including forward fitting on new airframes optimised for hydrogen electric propulsion systems.
Range
PAX
LH2 Mass
Selecting a usuable range of 750km covers almost all routes flown by existing Dash 8-300 fleets.
Real missions require real solutions.
Upwards of 96% of Air New Zealand’s existing Dash 8-300 routes are possible with the CA2100 powertrain. Only 5 hydrogen refuelling hubs are needed to accommodate over 70% of routes.
Good things take time.
Engines take even longer.
Taking the retrofit route reduces risk and decreases time to market. Despite this, hydrogen electric propulsion is a new concept in aviation, and we must match our technology development with the maturing of certification requirements. We have entered into an Innovation Partnership Contract with EASA as a first step on the road to certification for the CA2100 and aircraft modification.
The anatomy of our hydrogen electric powertrain. We follow the energy chain from the stored liquid hydrogen, all the way through to mechanical thrust.
We completely remove the fossil fuel-based propulsion system with our hydrogen electric propulsion system, breathing new life into the existing aircraft.
Electric Propulsion Unit (EPU)
Our EPU uses high-voltage electric motors and a reduction gearbox to convert electrical power into mechanical power to drive the propeller. The electric motors will provide close to 2 MW of mechanical power to the main shaft.
The development of the EPU is ground up and designed to match the original performance of the PW123 turbo prop engines from Pratt & Whitney. Aside from delivering mechanical power, the reduction gearbox will also include the propeller controls to limit certification efforts.
Electrical Power Management
Safely and reliably distributing megawatts of electrical power throughout an aircraft or its engines requires a clean sheet approach. We are developing a smart system that minimizes losses and complies to stringent certification requirements.
Numerous high voltage levels have been considered in tandem with the implications this has on other systems. We achieve a lower system weight with a higher voltage, but this level is limited by technical challenges on surrounding systems, along with the challenge of arcing in low pressure environments.
Fuel Cell System (FCS)
Installed in our powertrain are a series of Low Temperature Proton Exchange Membrane Fuel Cells (LTPEMFCs), supported by auxiliary systems known as the Balance of Plant (BoP). This system produces electrical power through the reaction of hydrogen with oxygen, without the need for combustion.
The characteristics of our FCS drive the weight and performance of the entire powertrain. We are challenged by weight and volume to install the required power while maintaining a high level of efficiency that influences fuel consumption, range, and the sizing of surrounding systems.
Thermal Management
An FCS typically operates at an efficiency of ~50% meaning for every watt of power delivered, one must be dissipated through heat. Since we do not have a high temperature exhaust, this heat must be removed using bespoke thermal management system that quickly and reliably dissipates the heat generated by the FCS and other systems.
With modified and additional air intakes, we are able to use our Thermal Management System (TMS) to transfer system heat, through a glycol loop, with the outside air through a series of radiators.
Hydrogen Storage and Distribution
Installed in the aft section of the fuselage are our cryogenic hydrogen tanks. Using cryogenic hydrogen enables a lighter tank weight as the system is overall at a lower pressure, while reducing the volume of tank needed to fulfil requirements due to liquid hydrogen having a higher volumetric energy density.
The system will keep the hydrogen in its liquid state and minimise boil off during operations and while on the ground. Hydrogen will then flow through the aircraft and be brought to the correct temperature and pressure as required by the FCS.
Changing aviation through our tech.
Iron Bird Testing
The CA2100 powertrain will undergo significant ground testing in accordance with the applicable engine certification specifications and processes of EASA. Our powertrain testing will mimic various conditions that the engine will incur during use, such as prolonged endurance, hail and water ingestion, and bird strike scenarios, while paying special attention to the implications of hydrogen and high voltage components.
This testing campaign will verify safety, performance, and the reliability of the powertrain and propeller, ensuring the CA2100 performs as expected. The test setup will be representative of the flight hardware, including the location and integration of components.
Demonstrator Testing
Following positive results of the Iron Bird testing campaign, our powertrain will be fitted to a demonstration aircraft to be tested in realistic flight conditions. We will replace one (of two) of the PW123 engines on the Dash 8-300 with our CA2100 along with supplementary hardware needed, such as the cryogenic hydrogen tanks.
These demonstration flight show that our engine meets in-flight performance and safety criteria under EASA regulations. The tests include, in-flight engine relight, thrust response, handling during engine-out or surge conditions, and operation under the intended flight envelope.
CS25 Flight Testing
After the CA2100 receives its Engine Type Certificate, it is ready to be fully fitted, along with the aircraft modifications, to the CS-25 certification aircraft. This triggers the Supplemental Type Certificate process under CS-25 and will flight-test the aircraft, engine, and the propeller to ensure full compatibility.
The fully equipped CA2100 Dash 8-300 will undergo full testing to ensure that the modification does not comprise airworthiness. The tests include, take-off and landing performance, handling qualities, engine failure scenarios, and system integration tests. If successful, EASA will then issue a Supplemental Type Certificate and the modification is approved.
Join us in leading the way
Conscious Aerospace is actively engaging with investors who share our belief that near-zero emission flight is the future of aviation.
More information for investors
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