Periodic Reporting for period 2 - FAME (Fuel cell propulsion system for Aircraft Megawatt Engines)
Okres sprawozdawczy: 2024-10-01 do 2025-09-30
Green hydrogen offers the potential to significantly reduce or even eliminate aircraft greenhouse gas emissions. When liquid hydrogen (LH2) is used in fuel cells (FC) for power generation, this results in no CO2, no SOx and no NOx emissions. Achieving this requires a shift away from the traditional 'plug and play' philosophy - where motors and airframes are developed separately - toward a disruptive, integrated approach that co-creates the propulsion system and the aircraft. FAME implements this strategy by uniting the partners developing the needed equipment of the fuel cell power generation system (FC-PPS) with Airbus, the aircraft’s designer and integrator, in a collaborative R&D effort. This ensures optimization at every level, from materials and components to the full propulsion system. The ‘North Star’ of FAME is to pave the way for a complete compact high-efficiency multi-MW FC propulsion system based on LH2 as an energy source for short range aircraft. FAME will develop all the subsystems needed and will integrate these into a 1MW FC Propulsion System ground demonstrator with the vision to scale it up to aircraft level (sufficient for short range aircraft).
The project successfully completed its first annual review in November 2024, followed by a confirmation of good progress at the intermediate review meeting in May 2025. Subsequently, an amendment process was undertaken to align the project with the adapted ZEROe roadmap.
In terms of concept development the detailed design of a 4-engine aircraft configuration advanced, including an optimized 2-bar cryogenic LH2 tank and a slotted-flap high-lift system. Current efforts focus on optimizing cooling duct geometries to overcome challenges in internal heat exchanger integration impacting aerodynamic efficiency.
Regarding the storage and distribution system, functional testing of the prototype tank validated the performance with liquid hydrogen under static and dynamic roll/pitch scenarios. This success underpinned the final design release and manufacturing launch of the ground demonstration tank.
Simultaneously, the air systems line design for the ground demonstrator is finalized, incorporating modifications to existing hardware, a new structural frame, and test cell adjustments.Motor Control Units (MCUs) have been manufactured, tested, and delivered, and commissioning has begun. Adsorbent materials for filtration were characterized to support the system-level model. Future concept optimization validated a multi-point turbo-compressor design.
The fuel cell system architecture is frozen, enabling the beginning of the module assembly and simulation refinement. Fuel cell stack testing is progressing. Balance of Plant validation continues. Control software development moved to a Model-in-the-Loop environment for pre-calibrating operating strategies against the updated plant model.
Cooling line definition and requirements for equipment, hardware, and software were completed. Cooling line component manufacturing finished following successful electrical commissioning and interface testing. Key units (e.g. valves) were delivered for demonstrator integration after final acceptance. Additional units are being prepared for design verification and qualification.
Progress also extends to the power line, where the ground demonstrator hardware advanced through propeller gearbox functional testing and eMotor MCU verification activities. In addition, multi-physics modeling studies were conducted to identify the optimal efficiency-mass trade-off for a future eMotor.
These collective efforts culminated in the finalization and freezing of the full ground demonstrator detailed design. Functional interfaces are defined. The high-level test sequence is established and the installation of the test bench infrastructure is advancing.
To ensure future scalability, a technical gap analysis was initiated by establishing a methodological framework and defining key performance indicators. The first critical components for scalability were identified, and the development of a propulsion system simulation model began to support these assessments.
Finally, Communication and Dissemination activities have enhanced project visibility through the launch of a LinkedIn channel and streamlined internal approval processes. The consortium has achieved significant dissemination goals, presenting at major aerospace conferences and publishing multiple peer-reviewed articles.
In terms of concept development the detailed design of a 4-engine aircraft configuration advanced, including an optimized 2-bar cryogenic LH2 tank and a slotted-flap high-lift system. Current efforts focus on optimizing cooling duct geometries to overcome challenges in internal heat exchanger integration impacting aerodynamic efficiency.
Regarding the storage and distribution system, functional testing of the prototype tank validated the performance with liquid hydrogen under static and dynamic roll/pitch scenarios. This success underpinned the final design release and manufacturing launch of the ground demonstration tank.
Simultaneously, the air systems line design for the ground demonstrator is finalized, incorporating modifications to existing hardware, a new structural frame, and test cell adjustments.Motor Control Units (MCUs) have been manufactured, tested, and delivered, and commissioning has begun. Adsorbent materials for filtration were characterized to support the system-level model. Future concept optimization validated a multi-point turbo-compressor design.
The fuel cell system architecture is frozen, enabling the beginning of the module assembly and simulation refinement. Fuel cell stack testing is progressing. Balance of Plant validation continues. Control software development moved to a Model-in-the-Loop environment for pre-calibrating operating strategies against the updated plant model.
Cooling line definition and requirements for equipment, hardware, and software were completed. Cooling line component manufacturing finished following successful electrical commissioning and interface testing. Key units (e.g. valves) were delivered for demonstrator integration after final acceptance. Additional units are being prepared for design verification and qualification.
Progress also extends to the power line, where the ground demonstrator hardware advanced through propeller gearbox functional testing and eMotor MCU verification activities. In addition, multi-physics modeling studies were conducted to identify the optimal efficiency-mass trade-off for a future eMotor.
These collective efforts culminated in the finalization and freezing of the full ground demonstrator detailed design. Functional interfaces are defined. The high-level test sequence is established and the installation of the test bench infrastructure is advancing.
To ensure future scalability, a technical gap analysis was initiated by establishing a methodological framework and defining key performance indicators. The first critical components for scalability were identified, and the development of a propulsion system simulation model began to support these assessments.
Finally, Communication and Dissemination activities have enhanced project visibility through the launch of a LinkedIn channel and streamlined internal approval processes. The consortium has achieved significant dissemination goals, presenting at major aerospace conferences and publishing multiple peer-reviewed articles.
The outcome of this project will enable Airbus as an aircraft OEM to decide on the start of a serial production of a hydrogen propulsion aircraft. This new aircraft type will enable airliners to comply with EU targets and to be able to fly from and to destinations in Europe with low emission. Today the possible architecture of an hydrogen powered aircraft was defined, which is also used to analyse the impact of the new technology. The first results obtained are very promising. The first equipment were designed and components are in the manufacturing process or procured to meet the deadline to deliver the first parts this year. These activities were accompanied by system and performance simulation and first tests. The goal is to start the assembly process of the ground demonstrator of the propulsion power system (PPS) at the end of the year to make way for the testing next year.
Regarding the potential impacts there is still a mandatory support from the European Commission needed, explicit for the wider spread of hydrogen valleys and the increased demand of LH2 around airports. Airbus as an OEM cannot manage the market uptake to a hydrogen economy. This known chicken and egg issue has to be overcome. Hydrogen is needed in an order of magnitude at a comparable price to kerosene for the airliners. Also for airliners a need has to exist to purchase a hydrogen powered aircraft, which will be more expensive in operation than an combustion driven aircraft. This can in many cases be arise by a extern regulation, defined by the European Union.
Regarding the potential impacts there is still a mandatory support from the European Commission needed, explicit for the wider spread of hydrogen valleys and the increased demand of LH2 around airports. Airbus as an OEM cannot manage the market uptake to a hydrogen economy. This known chicken and egg issue has to be overcome. Hydrogen is needed in an order of magnitude at a comparable price to kerosene for the airliners. Also for airliners a need has to exist to purchase a hydrogen powered aircraft, which will be more expensive in operation than an combustion driven aircraft. This can in many cases be arise by a extern regulation, defined by the European Union.