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.

Range750km

PAX36

LH2 Mass340kg

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 CA2000 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 CA2000 and aircraft modification.

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EIC

During the Entry Into Concept (EIC) phase, we assessed whether our concept was achievable from both a technical and regulatory perspective. We carried out early design studies, risk analyses, and performance evaluations of key technologies.

At the same time, we formed our consortium, bringing together the right partners to deliver on our ambition. This phase laid the foundation for the project, ensuring we moved forward with clarity and a shared vision.

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JDP

In the Joint Definition Phase (JDP), our consortium comes together to align on the design challenge across the aircraft, its systems, and the CA2000 During this phase, we focus on managing system interfaces and deeply understanding the requirements. The outcome is a set of system architecture concepts, along with the selection and allocation of key requirements. We conclude this phase with a review to validate that our proposed architectures meet a subset of these requirements, confirming that our designs are on track to operate safely and effectively.

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PDR

2026

The Preliminary Design Review (PDR) is where we begin developing and refining our design concepts, interfaces, and requirements. As part of this phase, we submit our application for a new Type Certificate (EASA Form 30), receive acceptance, and undergo project familiarization with EASA. Together, we define the Certification Basis. The PDR serves as our proof of concept — demonstrating that our preliminary design can safely meet all technical and operational requirements throughout its expected life.

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CDR

2026

In the Critical Design Review (CDR), we transition from preliminary concepts to a fully detailed design. This phase involves finalizing the engineering behind our design solutions, ensuring that every element has been developed with precision. The CDR is a key milestone where we demonstrate that our detailed design will perform safely, reliably, and in full compliance with the allocated requirements under all conditions.

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DDR

2027

During the Detailed Design Release (DDR), we translate our detailed designs into manufacturing-ready data. This includes final engineering drawings, component specifications, and design-for-manufacturing documentation. At this stage, we ensure that both the HPS and the aircraft are fully defined and ready for production, with a strong emphasis on manufacturability and integration.

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I&T

2028

The Integration and Testing (I&T) phase is where we put our integrated system to the test. Using both an Iron Bird test rig and a demonstration aircraft, we carry out functional and operational testing across all key systems. This phase includes two Flight Readiness Reviews — one focused on the CA2000, and another at the full aircraft level. Through extensive system, ground, and flight tests, we validate that our aircraft is ready to move forward toward certification.

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CS25

2029

The Certification Phase brings together all the work we’ve done to secure CS-25 certification for our aircraft and the CA2000. We perform final system validation through ground and flight testing, working closely with EASA to demonstrate full compliance. This is the final step in proving that our aircraft is not only innovative but also safe, reliable, and ready for operational deployment.

Backed by governments

Our program, HAPSS (Hydrogen Aircraft Propulsion Systems and Storage), is funded by the Dutch Ministry of Infrastructure and Water Management, and co-funded by the European Union. HAPSS is the largest program within Luchtvaart in Transitie (Aviation in Transition), the project office overseeing a €383 MM National Growth Fund investment targeting next generation aviation.

Go to HAPSS

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)

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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.

01

Electrical Power Management

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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.

02

Fuel Cell System (FCS)

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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.

03

Thermal Management

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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.

04

Hydrogen Storage and Distribution

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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.

05

How do we change aviation?

Iron Bird Testing

The CA2000 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 CA2000 performs as expected. The test setup will be representative of the flight hardware, including the location and integration of components.

Dive deeper

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 CA2000 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 CA2000 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 CA2000 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.