FUTURED. ZAL Magazin 2024

Future. Created in Hamburg.
ZAL MAGAZINE
T
u
FROM H 2 TO AI
Check out current research pro jects
at ZAL TechCenter. And discover
promising approaches that will
change aviation soon.
2024
r
WIFM?
WHAT’S IN FOR ME?
Discover the LuFo Klima program:
An exclusive insight from Jan Bode,
Director Project Management
Agency for Aviation Research.
U
e
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FUTURED.
ZAL MAGAZINE
['fju t∫әd]
FUTURED is an adjective … describing what
we do. We shape the future of aviation.
Every day. Together. The FUTURED magazine
is a part of this, showing what we strive
for, what we implement, and how we do it.
We are progressive, passionate, and visionary.
We are futured.
Future. Created in Hamburg.

“PROXIMITY OF
RESEARCH AND INDUSTRY
ACCELERATES INNOVATION,
DEVELOPMENT AND
TECHNOLOGY TRANSFER.”
Prof. Anke Kaysser-Pyzalla
Roland Gerhards, CEO ZAL GmbH,
interviewing the key figure
behind the new anchor tenant of
ZAL TechCenter.
The participation and involvement of the DLR at the
Hamburg aviation site have always been diverse. It includes
the branches of three institutes, the Innovation
Center for Quantum Computing, a DLR School Lab, and,
since 2017, the two newly founded institutes for System
Architectures in Aviation and for Maintenance and
Modification. These two institutes are located in the
ZAL Tech Center. However, it is the expansion of the research
center that provides them with the space they
need. In the following interview Anke Kaysser-Pyzalla,
Chair of the DLR Ex ec u tive Board, outlines the DLR’s activities
at ZAL.
2
Prof. Anke Kaysser-Pyzalla,
Chair of the DLR Ex ec u tive Board.
GERHARDS Anke, both institutes have been based at ZAL
since their inception. Could you give us a brief summary of
what you have achieved so far?
KAYSSER-PYZALLA Since their establishment, both institutes
have made a significant contribution to digitalization in aviation.
This is crucial to accelerate the path towards climate-friendly
flying, as outlined in the current DLR aviation
strategy. We have now built extensive simulation tools in Hamburg
through our research work, like in the ALICIA and EXACT
projects, for example. With these tools, we can comprehensively
design and evaluate new solutions for the future of flying.
Researchers design and analyze new aircraft configurations,
and the results are already being used in the BMWK’s
Working Group on Climate-Neutral Aviation and also contribute
to the work of international organizations and bodies such
as ICAO, CAEP or IFAR.
GERHARDS What role does ZAL play in this, and how will the new
workspaces in ZAL’s extension affect the work of the institutes?
KAYSSER-PYZALLA We conduct research in Hamburg at the
interface between development, digitalization and real application.
The proximity to the aviation industry and operations
is essential for us. Key stakeholders such as Airbus or
Lufthansa Technik are also present at ZAL. Thus, ZAL serves
as a platform for cross-sectoral dialog, a catalyst for collaboration
within the aviation research community in Hamburg.
The state-of-the-art work areas in the new premises of ZAL II
are very beneficial for our researchers, which were planned
in collaboration with ZAL from the beginning. Additionally, the
Large-Scale Facility Application Center MRO of the DLR Institute
of Maintenance, Repair and Overhaul will move there, with
plenty of additional space for its extension, MORE. ZAL provides
the necessary capacity for experiments at relevant
scales, such as entire fuselage and wing segments. A group from
the DLR Institute for Engineering Thermodynamics also conducts
research in ZAL on the application of fuel cells in aviation
and significantly contributes to the flagship project “Hydrogen
Aviation Lab” led by Lufthansa Technik at Hamburg Airport.
GERHARDS Why did the DLR choose to settle in ZAL?
KAYSSER-PYZALLA ZAL has established itself in Hamburg as
an innovation hub and research infrastructure at the world’s
third-largest aviation site. Thus, it is an important interface for
us as a major research institution with industry, SMEs and other
research partners and universities at the site. The diverse
network activities and the provision of jointly used infrastructure
promote exchanges with all stakeholders in aviation. The
proximity of research and industry accelerates innovation, development
and technology transfer. This is a special concern
for us at DLR. Here, we have a large intersection with the ZAL
concept. As a shareholder of ZAL GmbH, we can participate in
shaping the future of ZAL and its strategy. It is also important
for us to always consider the contact with SMEs and startups.
GERHARDS Finally, allow me to ask a somewhat personal
question: what significance does aviation have in your private
life? Do you have an anecdote you want to share?
KAYSSER-PYZALLA It’s not so much an anecdote that I’d like
to share – rather, it’s an experience I’ve taken from my aviation
life. This sport is associated with extensive maintenance
work. Especially in the winter months, it was necessary to prepare
the aircraft for the next season. Certainly, these works
were characterized by teamwork because everyone knew that
what they were doing here benefited everyone. And so it is
today: the team is the key to success.
3

CONTENTS.
The FUTURED magazine is for reading,
listening and watching!
Article
Audio
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AI &
DIGITALIZATION
AUTOMATION &
MANUFACTURING
HYDROGEN &
SUSTAINABILITY CABIN MRO
IMPULSES &
OUTLOOK
06 IMPULSES & OUTLOOK Inspiring Young Talent for Aviation
08 DLR SL Pressing Times Call for Revolutions
10 DLR SL Scaled Flight Testing: Hybird Demonstrator
12 SFS Invisible but Essential
14 LIEBHERR Very Ambitious Projects
16 LIEBHERR Investing in the Future of Flight
18 IMPULSES & OUTLOOK Innovation Campus in the Making
22 DLR MO Dents and Buckles
23 DLR MO Getting Assets to Talk
23 DLR MO Making the Invisible Visible
24 LUFTHANSA TECHNIK Leadpeen Leading the Way to Digitalized Inspections
26 LUFTHANSA TECHNIK Inside and Out: Connectivity in the Skies
28 ZAL GMBH Green and Connected
4 5
30 AES The Future of Connectivity
32 IMPULSES & OUTLOOK SAF – What You Need to Know about Aviation’s Hot Topic
36 HAW H 2 -Powered Aircraft Configurations
38 ZAL GMBH L(H 2 )-Powered Drones
40 TECCON Scalable Green Propulsion
42 DLR TT Research for Sustainable Fuel Cell Systems in Aviation
44 IMPULSES & OUTLOOK The Aviation Research Program LuFo Klima
48 ZAL GMBH Prototyping the Cabin of the Future
50 AVIASONIC Sustainable Aircraft Fire Extinguisher MRO
52 JETLITE Lighting the Way to Less Jet Lag
54 ZAL GMBH Crafting Cabin Components: What’s Next?
56 Fraunhofer IFAM Advanced Lightweight Robotics
58 AIRBUS Direct Air Capture Nominated for German Federal President’s Price
60 FFT CFRP Fuselage Assembly Using Different Welding Technologies
62 SIEMENS Hydrogen-Powered Aircraft Design for Sustainable Aviation
66 IDS Ergonomic Studies for Increased Safety and Comfort
68 IMPULSES & OUTLOOK Hamburg Aviation Green Podcast
70 CAPGEMINI Innovation: The Driver for a Sustainable Future
72 IMPULSES & OUTLOOK Diehl Aviation – The Sooner the Better!
74 IMPULSES & OUTLOOK proTechnicale – Ready for Takeoff
76 Imprint

IMPULSES & OUTLOOK
INSPIRING YOUNG TALENT FOR AVIATION
INSPIRING
YOUNG TALENT
FOR AVIATION
proTechnicale
Located in the ZAL TechCenter, proTechnicale offers
a program for female high school graduates (on-site
Gap Year program) and another one for female upper
secondary school students (five-month digital program)
to explore study and career options.
For more information, visit
www.protechnicale.de
ZAL offers schoolchildren an insight into the
exciting world of aviation research on many
different occasions. Here is what we offer:
YoTa Hamburg
NAT Initiative
6 7
The mission of Young Talents, YoTa, is to ignite young
The NAT initiative involves over 145 organizations
people’s passion for technical careers through a variety
dedicated to inspiring students sustainably for
of event formats. The popular summer camp “Flying” as
STEM subjects (Science, Technology, Engineering,
well as the newly introduced fall camp “Hydrogen” will
and Mathematics) and recruiting them for corresponding
courses of study and STEM professions.
both introduce the young talents to ZAL.
When? On July 25, 2024 and October 21, 2024.
ZAL is a committed partner and frequent host for
excursions organized by the initiative.
For information and registration,
visit www.yota-hamburg.de
For more information, visit
www.nat.hamburg
Girls’ Day
Once a year, proTechnicale and ZAL GmbH
organize a colorful program for girls interested
in aviation and technology. The spots
are highly coveted and typically fill up
quickly! When? On April 24, 2025.
ZAL School Day
Once a year, ZAL organizes a visit day for
school classes. Interested ZAL partners showcase
themselves in the Innovation Marketplace
and the Auditorium, aiming to attract
future talent. When? On October 15, 2024.
Excursion to ZAL?
Many researchers at ZAL love their work
and are excited to present their topics
to young talents. For this reason, we
invite interested school classes to visit
ZAL TechCenter on class trips.
Register now at event@zal.aero
Registration for visitors
and exhibitors available at
event@zal.aero
Further information can be found
in the ZAL flyer for schools.

DLR SL
PRESSING TIMES CALL FOR REVOLUTIONS
TO KNOW THE BEST WAY FORWARD,
IT IS NECESSARY TO HAVE A CLEAR
UNDERSTANDING OF WHAT THE
IMPACT OF REVOLUTIONARY AIRCRAFT
TECHNOLOGY IS ON MULTIPLE LEVELS.
ATS level
Airport level
Aircraft level
This is stating the obvious: aviation has to
become sustainable fast. The last part is
the real challenge. If the set climate goals
are to be met, all important decisions regarding
technologies and policies in the
context of the aeronautical sector will have
to be taken by 2028. But the overall aviation
system is hugely complex and interwoven,
characterized by countless interdependencies.
To date, new technologies and their potential
impact could be analyzed for instance at aircraft
level. How energy-efficiently would an aircraft fly
if operated with an LH 2 propulsion system? How
would this aircraft need to be used in order to
have the least impact on the climate? Alternatively,
it could be assessed at an operational
level, or a combination of both. The possibility to
put it in the global system context and link it to
the entire life cycle was lacking so far, but is
needed to reach the ultimate goal.
HOW TO LIVE UP TO THE CLIMATE GOAL
In order to know what the best ways are to go
forward, it is necessary to have a clear idea of
what climate, environmental, economic and social
impact a revolutionary aircraft technology
will have across multiple levels: aircraft, airport
and global air transport system level (ATS). This is
relevant to every player involved in this game, regardless
whether manufacturer, supplier, airport,
airline, policy-maker, etc. This mammoth
task of holistically monitoring and assessing the
potential of aviation in-depth and in a global context
can only be managed with a digital framework
into which the expertise of a wide range of
specialist fields and according tools are involved.
DLR TOOLBOX FOR TACKLING
THE MAMMOTH TASK
It thus comes as no surprise that the German
Aerospace Center (DLR), the largest aeronautics
research center in Europe, has made this its
mission. Within the project ALICIA (Aviation Life
Cycle and Impact Assessment), the DLR Institute
of System Architectures in Aeronautics leads the
setup of a digital and collaborative framework,
within which the in-depth expertise of ten DLR
institutes and their wide variety of research
tools are integrated. This large DLR framework
cannot “only” assess the environmental and economic
impact of any technology, but also link it
to the entire life cycle.
This is necessary if sustainable answers are to
be found to today’s problems. With the ALICIA
framework such an assessment could be around
30 to 60 percent faster than before, depending
on the actual use case.
SUPPORT FOR DECISION-MAKING
The DLR’s vision is to establish a harmonized European
approach with EU research partners,
which is why it is crucial that this platform is expandable
and everything remains transparent
and open to others, too.
Thanks to ALICIA, the DLR can already quickly
and reliably advise engineers and decisionmakers
and carry out trade-off analyses (“what
if” scenarios): thanks to the advice and analyses,
data-based decisions can also be made in national
and international committees in the complex
field of the overall aviation system (climate
impact, energy requirements and also life cycle
assessment as key points).
Overview of the multilevel approach to impact assessment.
PRESSING TIMES
8 9
CALL FOR
REVOLUTIONS
Listen to the audio
version of this text.
Visualization of ALICIA (Aviation Life Cycle
and Impact Assessment).
Prajwal Shiva Prakasha and Patrick Ratei discussing the
ALICIA framework and dashboard.
To make the highly complex interrelationships
more tangible, DLR is currently developing the
interactive ALICIA dashboard, too. This webbased
tool is comparable to a more complex
dashboard in the car and will help to visualize
the assessment results and make them interpretable
to support decision-making processes.
It could, for example, show how a new
technology, a flight guidance procedure or a policy
measure influences the sustainability and
performance of the overall aviation system.
With this, the DLR actively shapes and accelerates
the path to climate-compatible aviation in
conjunction with its partners, while remaining a
neutral expert.
Find out more about
the institute leading
the project.
CONTACT
Prajwal Prakasha
prajwal.prakasha@dlr.de

DLR SL
SCALED FLIGHT TESTING: HYBIRD DEMONSTRATOR
SCALED FLIGHT
TESTING: HYBIRD
DEMONSTRATOR
HyBird story and test
flights in a video.
calculate everything through – there is always
the possibility that things will turn out a little differently
in practice.
FLORIAN Exactly. And of course, scaled test flights
can’t tell you everything. As Gunnar said – it is not
only cheaper, but much faster and a way to put
the finger on the open sore. Building a 1:4 scale
demonstrator made a lot of sense, as it gives a
much better indication of flight dynamics, etc.
Director of DLR Institute of System Architectures in Aeronautics
Björn Nagel, Gunnar Haase and Florian Will (l.t.r.) in the production site
in front of the HyBird demonstrator.
The HyBird team and Airbus Protospace team after the successful maiden flight in DLR airport Cochstedt.
CONTACT
Dr. Thomas Zill
thomas.zill@dlr.de
Standing in a bright hangar at ZAL, Florian
Will and Gunnar Haase share their excitement
over the HyBird demonstrator.
Florian, what am I looking at behind you?
FLORIAN What you see is our HyBird demonstrator.
A couple of friends from university and I
came up with a first draft of this future aircraft
concept for the German Aerospace Center’s
(DLR) annual design challenge in 2019. After
graduating, two of us came to work for the DLR
Institute of System Architectures in Aeronautics
in conjunction with the DLR Aachen facility Small
Aircraft Technologies. With two other colleagues,
we started to work on the Future General Avia-
tion Aircraft (FGAA) project with the aim of further
developing the HyBird and – ultimately –
getting it to fly. This is also how I met Gunnar.
Gunnar, what was your involvement in this?
GUNNAR I’ve been working with the Airbus Protospace
based in ZAL right from the start. We
have a lot of experience in building scaled aircraft
prototypes. This is why the DLR institute
approached us and wanted to collaborate. They
believe in scaled test flights just as much as we
do – because it gives us the chance to find out
much faster what we need to look at more closely
and what needs further improvement. As a pilot
myself, I know that no matter how much you
GUNNAR True. And did you know that in other
countries, such as the USA, scaled test flights
are very common? Here they are rather the exception
...
FLORIAN ... which is actually a pity, because it
can really help to finalize concepts for sustainable
future aircraft much faster. Of course, it always
depends on how scaled down a demonstrator
is and how large the original aircraft.
So how did you actually work together in
practice?
GUNNAR Ways in ZAL are short and it is a great
place to collaborate. It even helps to break down
mental barriers which was great in our case. The
HyBird team comes to Hamburg on a regular basis
but is spread across different locations. They
came to us with their HyBird concept and we
had a great kick-off workshop. Based on that,
our team developed the concept for a scaled
demonstrator and started building it right here.
We iterated, discussed and worked together
throughout the process.
What would you say was the highlight in
your collaboration?
GUNNAR The absolute peak for all of us were
the actual test flights. After all the work invested
into building the demonstrator, we arranged for
our test flights.
FLORIAN Yes, it was like a rollercoaster ride –
both in preparation for the flight and during
the event. There were many questions and uncertainties
whether the weather would be appropriate
for flying, whether the aircraft would
crash and so on. When HyBird flew, we were absolutely
overwhelmed, which I think you can see
in our video. But the flight was also quite shaky ...
10 11
GUNNAR … but our experienced pilot managed
to land it smoothly and then did a second test
flight round. I think for the HyBird team even
more than for us it was both a success and also a
bit of a disappointment that we couldn’t fly more
rounds. But the scaled test flights served their
purpose: pinpointing what needs to be in focus.
FLORIAN True. And during this event we were
already in the process of designing an updated
version of our HyBird. We had an unusual idea
for the propulsion system. It was risky from the
start – but there was a chance it could work. A
chance we wanted to take. A chance like those
we need to take if we want to come up with novel
ideas. But again, this was only possible with a
scaled prototype as the risk is minimized and no
lives are at risk with the pilot operating from outside
the aircraft …
Nice closing words. I can see that you enjoyed
working together and I have heard that
you are still working on your new concept.
FLORIAN Yes, that’s right. We hope to have it flying
this autumn. This time we will build parts of
it in Aachen, but of course we don’t want to do
without the great and valuable input from the
ZAL Airbus Protospace team …

SFS
INVISIBLE BUT ESSENTIAL
MODERN DESIGN APPEARS PLAIN, SIMPLE
AND IS FOCUSED ON THE ESSENTIALS.
GOOD DESIGN NEED NOT BE VISIBLE.
GOOD DESIGN WORKS UNNOTICED.
CUSTOMIZATION AND AUTOMATION
The aviation industry is currently facing pivotal
challenges, especially in customization and automation.
As a producer of fastening systems, SFS
firmly believes in achieving these objectives
through product simplification and smart interface
integration. By merging interior lighting into
the sidewall fastenings of aircraft cabins, we
streamline assembly and enhance passenger
comfort significantly. This initiative has led to the
development of the lite2fix system, a direct result
of our involvement in the CALITO project, part of
the European Clean Sky2 program ACCLAIM.
The lite2fix concept in action during the side wall installation.
INVISIBLE
BUT ESSENTIAL
12
The SFS team in Hamburg in conversation
about the product Eco Latch.
EASY AND INTUITIVE TO HANDLE
13
These were the key criteria for developing the
Eco Latch. In the pursuit of a new design that includes
a light indicator for the overhead compartment’s
fill level, it was imperative to retain
the passengers’ familiar motions for opening the
luggage bin. The repositioning of the Eco Latch
to the lower edge of the overhead compartment
creates significant advantages. This strategic
placement not only reduces the mass of the luggage
bin doors, but also maximizes the utilization
GmbH, provides extensive support for industrial
of available space for a smooth integration
research and networking in civil aviation.
of lighting electronics, simultaneously refining
Test of Eco Latch at the Aircraft Interiors Expo in Hamburg.
the intricacy of the mechanical design.
Learn more
about SFS here.
CONTACT
Marc Dibowski
marc.dibowski@sfs.com
This slogan highlights the essential nature
of our fastening systems which, while not
visible, play a critical role – they’re “invisible”
but absolutely essential. They ensure
that the components of the passenger cabin
are securely attached to the aircraft structure
and are therefore indispensable. With
more than 25 years of experience in developing
and manufacturing fastening solutions
for renowned companies in the aviation
industry, SFS is not only a leader in this
field but also a reliable partner for customers
across various industries and markets.
HAMBURG IS THE BEST ENVIRONMENT FOR
COLLABORATING ON THE FUTURE OF FLYING
Hamburg’s focus on aircraft interiors and production,
complemented by the facilities at ZAL
SFS Aircraft Components, headquartered in Althengstett
close to Stuttgart, operates an office
with a specialized three-person team since the
ZAL building was first established in 2016. Their
core mission is the creation of innovative products
and cutting-edge technologies that create
substantial, lasting technical value to the SFS
Group’s extensive portfolio. With access to a
well-equipped lab, a fuselage demonstrator and
an industrial 3D printer for producing flightready
components, they can rapidly turn new
concepts into tested realities. This efficient
workflow has recently given rise to innovations
such as the Eco Hinge, Eco Latch and lite2fix.
FASTER ASSEMBLY WITH QUICK RELEASE
The standout innovation of the Eco Hinge is its
integration into the Hatrack-Sandwich panel,
which improves load distribution as it applies
forces evenly across both sides of the panel.
This integration results in a design that not only
offers a sleek appearance but also maximizes
the available luggage space, providing a uniform
and attractive look for passengers. Additionally,
the incorporation of a quick release mechanism
within the panel itself significantly simplifies the
process of quickly detaching and reattaching the
luggage bin doors, allowing for seamless in-situ
adjustments.
Geometry comparison of Eco Hinge to standard hinge.

LIEBHERR
VERY AMBITIOUS PROJECTS
VERY AMBITIOUS
PROJECTS
“We are proud to be a
partner of Airbus
working on solutions
to cope with the
challenges in aviation.”
Dr. Klaus Schneider, Chief Technology Officer
Nathalie Duquesne, Managing Director, Liebherr-Aerospace
Toulouse SAS (right), taking a look at the eECS test bench.
The development of the “More Electric
Aircraft” of the future is a joint priority of
the aviation industry. Among the solutions
being considered, Airbus and Liebherr-
Aerospace are working on systems and
equipment to reduce fuel consumption
and to contribute to more sustainable air
transport.
NEW TECHNOLOGIES FOR HYDROGEN-
POWERED AIRCRAFT
Liebherr-Aerospace is supporting Airbus in its
goal of developing the world’s first hydrogen-powered
commercial aircraft. The Original
Equipment Manufacturer is developing an air
supply system for the fuel cell dedicated to the
propulsion of Airbus demonstrator aircraft.
After the first study phase, Liebherr-Aerospace
has already designed and delivered a functional
air supply system demonstrator with a power of
1 MW, which is installed in Airbus testing facilities.
During the current second study phase, Liebherr
aims to design and qualify a safety-offlight
air supply demonstrator, which is able to
withstand the integration constraints in an operational
environment close to the propulsion system.
This demonstrator will support a flight test
campaign to demonstrate the performance of a
fuel cell propulsion system under operational
conditions by the middle of the decade.
“We are very pleased to support Airbus in this
ambitious project. We are continuously investing
in research and d evelopment to offer innovative
technological breakthrough solutions to
our customers. Our systems and components
are on board the Airbus aircraft family and we
are proud to say that we will also participate in
this emblematic program that will contribute to
transform aviation toward a sustainable future,”
commented Dr. Nathalie Duquesne, Managing
Director at Liebherr-Aerospace Toulouse SAS.
DEVELOPMENT OF A MORE ENERGY-
EFFICIENT ELECTRICAL ENVIRONMENTAL
CONTROL SYSTEM (EECS)
Air conditioning systems are one of the main energy
consumers on board an aircraft, because
they take or bleed off air from the engines, which
reduces their thrust output by around five to
eight percent.
14 15
Airbus will have developed the world’s first hydrogen-powered commercial aircraft by 2035.
Find out more
about Liebherr.
This is a good reason for Liebherr-Aerospace
and Airbus to work on a Clean Sky 2 initiative to
design a more energy-efficient electrical environment
control system (eECS) for more electric
aircraft that will need less fuel and emit less CO 2
and NO X .
Instead of bleeding the air from the engines, the
eECS will use only ambient air from outside the
aircraft. This means that the engines will have
more thrust available – especially during take-off
and the climbing phase until the aircraft has
reached its cruising height. The ambient air is
then pressurized and conditioned to a temperature
that is comfortable for passengers and
crews.
Liebherr and Airbus built a high-level demonstrator
with the support of several partners.
Within the frame of Clean Sky 2, the OEM and
Liebherr’s more energy-efficient electrical Environmental
Control System (eECS).
CONTACT
Dr. Kader Benmachou
kader.benmachou@liebherr.com
aircraft manufacturer joined forces with twelve
consortia from five European countries including
academics as well as small and middle-class
enterprises.
The key technologies of the eECS have been successfully
tested on special test benches. Thanks
to these tests and the virtual demonstration
with representative eECS models, the system
reached Technical Readiness Level (TRL) 5 at the
end of 2023. However, as part of the Clean Aviation
program, the eECS will continuously be improved.
It will become a fully integrated thermal
management concept, covering the critical task
of cooling electrical components for hybridpowered
aircraft.

LIEBHERR
INVESTING IN THE FUTURE OF FLIGHT
THE ALL-ROUNDER
Liebherr-Aerospace has always been on the
forefront in terms of R&D activities of electro-mechanical
actuation technology (EMA) for
medium to large commercial aircraft applications
(EASA CS-25).
INVESTING
IN THE FUTURE
OF FLIGHT
As a solution provider and leading supplier
of the aviation industry, Liebherr-Aerospace
consistently invests above-industry- average
ratios into the R&D activities in its fields of
competence. The company is conducting intensive
research into solutions to make aviation
more climate-friendly. The focus lies
on the next generation of environmental
control systems, electric actuators as well
as electric wing, auxiliary power generation
systems, hydraulic power supply, and thermal
and power management.
FUEL CELL TECHNOLOGY IN VARIOUS
APPLICATIONS
Liebherr-Aerospace is exploring new materials
and manufacturing processes to reduce the cost
of fuel cell systems and increase their scalability.
Additionally, by collaborating with various partners,
including universities, research institutions
and industry partners, it has been able to advance
the research and development of fuel cell
systems, not only in aviation but also in rail and
automotive industries.
An emblematic project of Liebherr consists of
using a hydrogen fuel cell power source to generate
sufficient electrical power, in the range of
400 kW, to feed all the non-propulsion electrical
systems of a new-generation, single-aisle aircraft,
while ensuring the thermal management
of the whole (fuel cells and electrical systems). In
order to test and assess this solution in a representative
environment, Liebherr installed a
hydrogen test bench in its test center at its
Toulouse site.
Now the company is stepping up the experience
to make it compatible for the future: Liebherr is
expanding its portfolio to smaller-sized actuators.
The new concept allows the transition from
customized design to customized assembly of
standardized modules. It specifically targets the
rising Advanced Air Mobility sector expanding
also into smaller (EASA CS-23) aircraft, business
jets and helicopters. The family concept takes
advantage of millions of in-service flight hours of
geared actuators and related electronics collected
during the last decades in numerous aircraft
programs.
A PERFECT MATCH
The remote electronic unit (REU) is a perfect
match with the small EMA family, and Liebherrʼs
proven system integration capability is taking
credit from decades of flight control system development
for all major aircraft manufacturers.
All relevant actuation system architectures can
be realized with these elements.
The design concept of the REU offers great versatility
for system and position control, data
concentration, monitoring and signal conversion
as well as high reliability – an ideal solution
for different kinds of applications.
Hydrogen test bench in Liebherr-Aerospace’s test center
in Toulouse (France).
SMART INTEGRATED WING
Liebherr-Aerospace is focusing on the development
of next-generation aircraft based on a
more electric architecture. Its Smart Integrated
Wing Demonstrator is one of those architectures.
It was funded by Clean Sky 2, which is part
of Clean Aviation, a European Union research
and innovation program to develop cleaner air
transport technologies. The demonstrator combines
several sub-systems developed in national
research projects and focuses on the electrical
and hybrid wing actuation systems, enabling
synergies with other systems, such as landing
gears. The fly-by-wire controls architecture and
the high-voltage DC power actuation network
are key elements of Liebherr’s vision for more
sustainable next-generation aircraft systems.
16 17
Listen to the audio
version of this text.
Working on technology for the
next generation of aircraft:
Liebherr-Aerospace’s test lab in
Lindenberg (Germany).
The small electro-mechanical actuation technology
(small EMA) allows the transition from customized design
to customized assembly of standardized modules.
UNFOLDING EFFICIENCY
Improved aerodynamics need longer wing spans
and longer wings need to fold their wing tips to
match with the airport gates. Liebherr is able to
provide reliable folding mechanisms for future
more efficient wing designs.
The aerodynamics of the wing combined with
new energy-savings engines will considerably reduce
kerosene consumption. The folding wing
tips reduce the wingspan of aircrafts allowing
them to use standard gates at the airports, like
all other airplanes, without any additional costs
for the airline. Before the airplane takes off, the
wing tips are once again folded out into the horizontal
position.
CONTACT
Sebastian Ziehm
sebastian.ziehm@liebherr.com

IMPULSES & OUTLOOK
ZAL TECHCENTER EXPANSION
INNOVATION
CAMPUS IN
THE MAKING
The completed extension of the ZAL TechCenter
marks just the first of two expansion phases
for ZAL. Another one is planned in the form of
a new building that will adjoin the existing ZAL
parking garage across the street. The basis for
both of the already completed and planned expansions
is an evaluation of a study that examines
the utilization and assessment of research
conditions at ZAL. The study was conducted by
the Fraunhofer Institute for Industrial Engineering
and Organization (published in 2021,
updated after Covid in 2023). It is based on a
comprehensive survey of current and potential
users of the ZAL TechCenter as well as a workshop
that took place with members of the ZAL
shareholders.
The study's results revealed relative satisfaction
with the conditions of the original ZAL
building, while also highlighting the needs and
desires of respondents for the further development
of ZAL into a campus-like environment.
ZAL WORKSPACES AND HYBRID EQUIPMENT
The analysis highlights the major importance
of communication and collaboration for the future
and the fact that many people would come
to the ZAL Campus precisely for that reason.
This means that the need for communication
and work in changing constellations must be
spatially supported. It is also important to consider
that activities change depending on the
phase of the project as well as the setup of individuals
and the intensity of collaboration.
ZAL Annex:
an annex to the ZAL
TechCenter is to be
built next to the ZAL
parking garage.
ZAL TechCenter:
main building with
extension.
Office world
Office spaces at ZAL are
typically shared and used
for flexible purposes. This is
because many researchers
move between laboratories,
hangar space and work -
shop areas as well as attending
events and working
from home.
18 19
Listen to the audio
version of this text.
In general, a highly attractive work environment
with a focus on communication is considered
very important. Rooms for collaborative
creative work should play a particular role in
this regard.
Seating staircase
The seating staircase not only
connects the floors, its wide steps
also serve as a seating area.
Interplay of different
materials such as terrazzo and
wood. Textiles are used to
create deliberate color accents.

IMPULSES & OUTLOOK
ZAL TECHCENTER EXPANSION
At the same time, it will be important to connect
the virtual and real worlds as effectively as possible,
which will be a central theme on the ZAL
Campus. Especially in hybrid meeting situations,
it will be necessary to create the feeling on both
sides, remotely and on premise, that everyone
is equally present in the (virtual) space.
INSPIRATION THROUGH
THE ZAL COMMUNITY
From the perspective of coworking research
and in light of the described requirements, the
emergence of a community and a shared spirit
will be an important success factor. Buildings
and concepts can contribute significantly
to this by promoting openness, transparency
and encounters.
Of paramount importance is the opportunity
to establish diverse contacts, including within
the aviation industry. Due to the identified
work typologies (see infographic), higher user
absence is expected. Nevertheless, for the ZAL
Campus and especially the coworking area, it
is essential to foster a communal culture
across company boundaries, as the aspect of
networking with other players in aviation and
other industries is highly valued by the respondents.
Accordingly, these needs must be supported
by appropriate spatial and organizational
arrangements.
The expansions of ZAL support the concept of
a ZAL Campus. This is characterized by innovative
research areas, which are designed according
to modern coworking principles on
the one hand and tailored to the specific needs
of ZAL on the other hand. The offering is complemented
by services specifically customized
to the ZAL, consisting of community management,
events, technical support and research
infrastructures.
20 21
Meet & Work
Designing meeting spaces
through attractive spaces.
WORKING
ENVIRONMENTS
MEETING
Reasons to leave the home office
9.9 % 39.5 % 32.1 % 18.5 % Project meetings with external partners
10.8 % 31.3 % 47.0 % 10.8 % Project meetings with colleagues
14.8 % 35.8 % 37.0 % 11.1 % Exchange with highly qualified experts
8.4 % 37.3 % 37.3 % 16.9 % Informal meetings and social exchange
12.0 % 25.3 % 39.8 % 19.3 %
Attractive events
“The task is to develop an architecture
that promotes interdisciplinarity,
increases interaction and stimulates
communication.”
ATP Architekten Ingenieure
never rarely sometimes often always

DLR
DLR MO RESEARCH AT ZAL
GETTING ASSETS
TO TALK
Read our latest
publication on
the topic.
Together with its industrial and academic partners,
the DLR Institute of Maintenance, Repair
and Overhaul is developing new technologies
for the industry 4.0. In this context, the Asset
Administration Shell (AAS) plays a decisive role.
The AAS can be thought of as a metamodel for
industrial digital twins – and their autonomous
interaction in an Internet-of-Things (IoT) marketplace. The key aspect
of industry 4.0 technologies is their seamless and smart data exchange,
making the AAS a valuable and pivotal framework. In terms
of research, the AAS represents diverse assets, ranging from entire
aircraft to components or machinery in the workshop. With human-machine
interfaces, it’s even possible to use it as a digital representation
for human work. The AAS features digital product passports,
process properties, condition descriptions and different types
of operating algorithms. At ZAL, the Institute of Maintenance, Repair
and Overhaul is working in close collaboration with the DLR Institute
of System Architectures in Aeronautics to establish the AAS as a proactive
participant in an “Aerospace IoT.” The goal is to make it capable
of independently managing its assets and negotiating requested or
In Hamburg, the DLR is exploring the possibilities of Asset
Administration Shells (AAS).
provided services. It paves the way for
greater digital value creation. The institute
and its partners are contributing to
this development, even with experimental
verifications on its industry 4.0
plateau and its Maintenance Simulation
Model MaSiMO.
CONTACT
Dr. Marco Weiss
marco.weiss@dlr.de
22 23
DENTS AND BUCKLES
Researchers examining the power of mixed
reality applications in aircraft maintenance.
hydrogen. Hydrogen flames are almost invisible
in daylight, making it more difficult to detect
and creating a serious safety risk. The
During operation, the fuselage of an aircraft is exposed
The team has been trying out various measurement
size of a hydrogen molecule is 120 picometers,
which is as small as one millionth of the
See XsCAN in action
in a short video.
to unavoidable impacts. Bird strikes, unintended tool
techniques on aircraft segments and DLR’s Airbus A320
diameter of a human hair. This makes it prone
drops during an overhaul or even collisions with ground
D-ATRA, assessing parameters such as accuracy and
to leakage through many materials. Therefore, it is crucial to detect any
Listen to the audio
version of this text.
equipment stress the material and, in some cases,
create minor dents in the aircraft skin. As these dents
necessary time and equipment. The key improvement
is seen in the integration of mixed reality technology
leakages as quickly as possible and take necessary mitigation measures,
such as locating the leakage and shutting down the chamber if
reduce the structural stability of the fuselage, a detailed
visual inspection is required during maintenance.
that enables maintainers to mark damages directly at
the respective position on the aircraft and to see dam-
A fuselage model allows to test out various kinds of H 2 leakages,
providing a live view of the detected gas on a heat map.
required. This is especially true for aircraft maintenance – to identify
potential issues and facilitate the planning of MRO activities. The proj-
However, conventional documentation with a simple
dent & buckle chart and the decoupled workflow of detection
and analysis leave scope for improvement.
Researchers from the DLR Institute of Maintenance,
Repair and Overhaul examined how mixed reality ap-
age data projected right onto the surface of the component.
This helps to reduce inspection time and increase
accuracy in locating and evaluating damage as well as
reduce decision-making time in operations, compared
to the use of a traditional dent & buckle chart.
MAKING THE
INVISIBLE VISIBLE
ect XsCAN is building a multi-sensor system for detecting hydrogen
leakages and collecting data for condition monitoring. The sensor system
comprises several sensor nodes that are connected to a central
decision-making hub called MCCU. Each node comprises a microcontroller,
a CAN module and various sensors responsible for collecting
data on the local environment. Additional data such as changes in hu-
plications can be used to reduce labor-intensive in-
midity, pressure and temperature provides useful information for
Watch a short video
about our mixed
reality approach.
spections and supplement aircraft condition-based
maintenance. They demonstrated that state-of-the-art
laser scanning can improve the manual assessment of
dent damage and that processes can be automated.
CONTACT
Ann-Kathrin Koschlik
ann-kathrin.koschlik@dlr.de
CONTACT
Ruchi Jha
ruchi.jha@dlr.de
Hydrogen is a promising alternative to
conventional aircraft fuel. One major obstacle
however are the safety concerns
associated with the high flammability of
maintenance teams. Multiple experiments are conducted by varying
the distance between the sensors and recording their response to the
presence of hydrogen. The collected data is then used to provide algorithm-based
decisions on the probability of hydrogen leakages.

LUFTHANSA TECHNIK
LEADPEEN LEADING THE WAY TO DIGITALIZED INSPECTIONS
“Digitalization supports our experts to boost
the inspection process, perspectively with
(partially-) automated speed-up of material
and repair processes.”
Martin Olesch, project lead Lufthansa Technik
LEADPEEN
LEADING THE WAY
TO DIGITALIZED
INSPECTIONS
One common research focus for Lufthansa
Technik and ZAL is the development of
technology for digital inspection processes
that can analyze damaged parts on-wing.
Within a project funded by the German
Federal Ministry for Economic Affairs and
Climate Action (funding program LuFo VI-1),
the project LeadPeen recently showed the
potential of such a future inspection procedure
in a real aviation environment.
In today’s aviation industry, the visual inspection
of damages is still a mostly manual process,
usually requiring highly skilled and trained experts
for a large number of parts. In a time of
Practical tests at the Lufthansa Technik
base: already a small amount of pictures
taken of this engine inlet cowling allowed
for sufficient recognition results.
personnel shortage, digitalization could help to
speed up this process, and moreover harmonize
it with consecutive processes like repair or
piece part supply. It also has the potential to
reduce the impact of personal or so called
“ human factors.”
To demonstrate the functionality of such inspection
technology in the LeadPeen project, experts
from Lufthansa Technik and ZAL trained a digital
model for automated image recognition. Therein,
even a very limited amount of photographs
already achieved sufficient grades of recognition,
rendering the technology basically suitable
for industrial use.
Subsequent tests of the technology in a real aviation
environment at the Lufthansa Technik
base provided the proof of concept that specific
inspection tasks, done manually in the shop today,
could indeed be digitally aided this way in
the not-too-distant future. First exemplary use
cases could comprise various aircraft piece
parts, potentially paving the way to (partially-)
automated inspections.
24 25
Listen to the audio
version of this text.
Besides the aspect of time-saving in the inspection
process itself, researchers in LeadPeen
could also identify potential for digital consecutive
processes, such as piece part supply and
production, repair selection and knowledge
management. The associated cost savings potential
is estimated to be most significant when
it is used to enable repairs on-wing, especially
because the costly disassembly and transport of
parts to maintenance, repair and overhaul facilities
might then become obsolete.
Inspection and labeling of defects for detection on an engine inlet
cowling, here performed by Sergey Chupakin, expert from ZAL, and
Liku Mittendorf as part of the work on his thesis at Lufthansa Technik.
CONTACT
The digital image recognition demonstrated the potential of the automated inspection in
comparison to the manual inspection in today’s standard process environment.
Dr. Frieder Zimmermann
frieder.zimmermann@zal.aero

LUFTHANSA TECHNIK
INSIDE AND OUT: CONNECTIVITY IN THE SKIES
INSIDE AND OUT:
CONNECTIVITY IN
THE SKIES
Connectivity is crucial, both in-cabin as
well as between the cabin and the outside
world. The demand for these technologies
is constantly growing, leading to a wide
range of options. This is why Lufthansa
Technik and its various partners actively
engage in research and development to improve
connectivity offerings – for the passengers,
for developers of aircraft and their
systems. Two recent ZAL-staged examples
for advancements in this area are projects
ADKT and BANG.
ADKT: BRINGING MORE WIRELESS TECH-
NOLOGIES INTO FUTURE AIRCRAFT CABINS
In the joint project dubbed ADKT (Alternative
Drahtlose KommunikationsTechnologien, English:
Alternative wireless communications technologies),
Lufthansa Technik AG, the Technical
University of Dresden and Dresden Elektronik
Ingenieurtechnik GmbH teamed up to advance
wireless data communication systems within the
Lufthansa Technik and its partners installed a test platform to examine wireless
technologies within the ADKT project at ZAL TechCenter.
cabin of commercial aircraft. Funded by the German
Federal Ministry for Economic Affairs and
Climate Action, the project evaluated various
wireless technologies – such as WiFi 6E, ZigBee,
Bluetooth Low Energy and Ultra-Wideband – to
determine their performance and reliability for
various applications. The requirements included
range, bitrate, localization accuracy, security, airworthiness
certification, interoperability and coexistence
potential.
To conduct this research in the most realistic
and practical manner, the ADKT test campaign
was one of the first to make extensive use of one
of Lufthansa Technik’s largest research assets,
an original Airbus A320 fuselage delivered to
ZAL Center for Applied Aeronautical Research
last year. It retained several rows of seats from
its original airline cabin interior, thus creating
the perfect environment for testing the various
wireless technologies. This allows for simulations
of a broad spectrum of connectivity use
cases in a passenger cabin, for example live video
streaming or audio/video on demand.
While the conclusions from this project are currently
being evaluated, future steps resulting
from it are already envisioned to potentially
drive the development of wireless inflight entertainment
systems (IFE) or entirely novel wireless
cabin management applications and devices. Initial
ideas for the latter range from new passenger
and crew-facing communication solutions or
wireless control of cabin functions, such as the
interior lighting, to retrofittable sensors for onboard
monitoring, data mining or localization.
CONTACT
Christoph Fehrenbach
christoph.fehrenbach@lht.dlh.de
SATCOM SYSTEMS: A PROJECT GOING OUT
WITH A BANG
If the aircraft and its systems should also be
connected to the outside world, satellite communication
(or SatCom for short) is without alternative.
This technology – usually hidden underneath
the small “humps” (randomes) easily
recognizable on top of the fuselage or vertical
stabilizer – is constantly evolving: new frequency
bands are made available while large numbers
of satellites are being placed in low-earth orbits.
Today’s passengers are often no longer willing to
do without reliable and fast internet connections
onboard, with requirements ranging from
simple text messaging to high-definition audio
and video streaming. Current solutions for satellite-based
onboard connectivity sometimes fall
short of these ever-increasing requirements.
The project Broadband in Aviation Next Generation
(or BANG for short) thus elaborated proposals
for the future of satellite-based onboard
connectivity in commercial aviation. The joint research
project between Lufthansa Technik AG,
IMST GmbH, Hamburg University of Technology
and Fraunhofer IIS was funded by the German
Federal Ministry for Economic Affairs and Climate
Action.
The BANG team has successfully designed and produced a demonstrator for SatCom technologies.
The BANG team designed and produced a
demonstrator for a modular electronically steerable
antenna for commercial aircraft. The new
antenna design is flat and can orient itself toward
a satellite without any mechanical movement.
This makes it flexible and efficient for all types of
satellites, while at the same time reducing aerodynamic
drag and the need for maintenance.
26 27
The project ended successfully in December 2023
with a big gathering of all project participants at
ZAL Center for Applied Aeronautical Research. It
culminated in a live showcase of the resulting
demonstrator and its various researched technologies.
It showed the potential to open promising
perspectives for onboard connectivity applications
and for future research on entirely
new ideas for airborne SatCom antennas.
CONTACT
Merlin Senger
merlin.senger@lht.dlh.de

ZAL GMBH
GREEN AND CONNECTED
GREEN AND
CONNECTED
“The DaKliF project demonstrates
that even seemingly minor elements,
such as data processing and transfer,
can play a significant role in promoting
sustainability for aircraft.”
Constantin Deneke, DaKliF Project leader at ZAL GmbH
CONTACT
Constantin Deneke
constantin.deneke@zal.aero
Alternative fuels like SAF or hydrogen take
the spotlight in the discussion of sustainable
aviation. However, the complexity of
an aircraft also offers other adjustments to
reduce the ecological footprint of future
travels, such as the onboard network of an
aircraft. This network typically consists of
heavy and energy-intensive computing
components and struggles to keep pace
with technological advancements seen on
the ground. In the collaborative project
DaKliF (German for Datenplattform für
The six research partners (Airbus, Diehl, TUHH, DLR, University Stuttgart and
ZAL GmbH) at the kick-off meeting in August 2023 at the ZAL TechCenter.
The DaKliF project is funded by the Federal Ministry for Economic Affairs and
Climate Action (BMWK).
Klima neutrales Fliegen), six partners aim
to make onboard networks more efficient,
lighter and highly adaptable. A shared validation
platform will ensure these improvements
are feasible in real-world scenarios.
Handling these ever-growing amounts of data is
a challenge for the existing rigid network architecture.
All tasks, sensor data or announcements
are currently processed centrally by servers
onboard the aircraft and then distributed in
a star-shaped manner to the respective end devices.
These systems already account for up to
3 percent of fuel consumption. Increasing digitization
would necessitate servers to be more
powerful, consequently consuming even greater
amounts of energy.
SMART NETWORK TOOLKIT
An alternative is a decentralized network, where
smaller computers process data close to the
end device (e.g. a temperature sensor). This is
known as edge computing, which enables central
servers to shrink in size and reduces the necessity
for cables and data transmission.
SHARED TEST PLATFORM DEMONSTRATES
INNOVATIVE NETWORK
How much energy can be saved when all components
come together? How much weight can
be saved by the new cabin network architecture?
Is the network flexible enough to adapt to
changing tasks? These questions will be answered
by a shared testing platform, where the
results of all research partners are compiled
and validated. This platform tests different use
cases of a smart, connected cabin and showcases
the potential benefits of alternative networks
for aviation.
The ZAL Endpoint family offers
performance and efficiency for
every use case:
Listen to the audio
The ZAL Endpoint Standard
28 version of this text.
For this purpose, the Digital Cabin team of ZAL with its maximum flexibility.
29
GmbH has been developing the ZAL Endpoint
ZAL Endpoint Performance with
HIGHER DEMAND AND EXPECTATIONS
FOR CONNECTIVITY
No Wi-Fi, old screens, crackling speakers: some
flights make passengers feel technologically
stuck in the past. Besides passengers’ desire for
the comfort they are accustomed to at home, airlines
also have a need for systems that streamline
cabin operations, from passenger counting
during boarding to the detection of forgotten
items using AI camera systems upon arrival.
family. These are versatile cabin multitools that
can easily connect to end devices such as cameras,
microphones or light controls thanks to
numerous interfaces, thus making the cabin
network highly flexible and efficient. For even
more energy reduction, the variant ZAL Endpoint
Eco is being developed in the project. It is
tailored to the needs of low-power devices (e.g.
simple proximity or temperature sensors) and is
particularly lightweight and energy-efficient. Additionally,
computing power for real-time AI
models.
Concept of the ZAL Endpoint Eco
for energy-efficient applications.
smart algorithms control power and
energy requirements allowing devices to be put
into temporary sleep mode if not needed.
Discover more about the applications
of the Endpoint family.

AES
THE FUTURE OF CONNECTIVITY
THE FUTURE
OF CONNECTIVITY
THE FUTURE OF CONNECTIVITY?
The current goal? Creating a hardware foundation
teeming with interfaces, acting as a central
hub within the AES product universe. The future
goal? To seamlessly integrate it with external systems.
As Oliver Wulf puts it, “With its adaptability
to different software variants, the hardware unit
is the perfect solution for our customers.”
Moreover, the reduced need for cabling not only
brings about additional cost savings, but also
simplifies the overall system. The use of Ethernet
technology further streamlines the process,
minimizing the effort required for software
development. This innovative approach ushers
in a new era of efficiency, flexibility and costeffectiveness.
The AES Cabin Networks team at ZAL.
CONTACT
Oliver Wulf
The CU8420 + SPE modules.
oliver.wulf@aes-aero.com
In 2021 AES Aircraft Elektro/Elektronik
System GmbH took the bold step of relocating
its Cabin Networks CC to the ZAL
TechCenter in Hamburg. Under the leadership
of Oliver Wulf, this strategic move was
not just a change in geography, it was a visionary
leap into a vibrant international
technologic community rooted in the aviation
sector. The objective? To build strong
partnerships, nurture collaboration and
fuel innovation. This move underscores
AES’s commitment to remain at the forefront
of aircraft cabin technology.
Subsequently, AES’s team at ZAL has developed
and continues to improve one of its flagship
products, the CU8420 control unit. This versatile
unit, born from a shower of VIP enquiries, showcases
AES’s innovative approach. Boasting a
modular design, the unit can be tailored with
various modules and special functions to meet
specific performance demands and interface requirements.
The team at ZAL is now exploring new strategies.
With the collaborative determination of their
colleagues at the AES headquarters in Bremen,
the possibilities are ready to be put to the test.
By 2023, AES neared another breakthrough with
a new test module for the core unit that harnessed
the power of Single Pair Ethernet (SPE)
technology. AES’s trial system is already up and
running. SPE technology, a trailblazer from the
automotive industry that enables Ethernet
transmission over a single pair of copper wires,
is set to revolutionize aircraft cabins by re placing
existing data technologies. Mirko Kruse, head of
CC Controls in Bremen, and his dedicated team
are firm believers in its potential: while the core
unit can function independently of SPE, the integration
of SPE as a modular extension offers
unprecedented flexibility for cabin networking
systems. SPE offers numerous advantages: less
cabling, lighter weight and a standardized base
for networking, all built on the reliable foundation
of “tried and tested” Ethernet technologies.
WHY IS THIS A GAME CHANGER FOR
THE AVIATION INDUSTRY?
The answer lies in the platform’s multifaceted
capabilities. It can handle a host of requests, enabling
the development of solutions at an expedited
pace. There is no need to reinvent the connected
hardware for new applications, which
translates into significant time and cost savings.
WHY DOES THIS INNOVATION
COMMAND ATTENTION?
The answer lies in the transformative potential
of Ethernet standardization. This approach enables
the creation of modern applications using
existing protocols and services. Standard interfacing
allows the core unit to control and monitor
various components such as lighting, power
supplies and sensors. Complemented by SPE,
the CU8420 treats cabin system networking as a
cohesive system. This approach delivers valuable
insights into material and cost savings. As a
result, it will becomes more accessible for commercial
cabin applications, not just VIPs. The
power of SPE technology lies in its ability to operate
a high number of components (up to 40)
with only one interface, while still allowing the
individual control of components. Need an additional
device in an aircraft cabin? Simply connect
it, thanks to daisy chaining. What’s more, it is
possible to determine the distance between
components, enabling spatial allocation – a feature
known as topology discovery. This is not just
innovation; it is a transformation in connectivity.
30 31
CHALLENGES?
Absolutely. The core unit, with its multitude of
interfaces, is undoubtedly one of the most complex
products AES has ever developed. However,
far from being deterred, AES views this complexity
as a challenge to be embraced. The vision for
the future is expansive, encompassing both
The CU8420 from AES.
AES’s modular control unit and its entire product
portfolio. With the new module harnessing SPE
technology in pre-development, the focus is on
comprehensive networking, enabling numerous
components to communicate and exchange data.
What does this mean for AES customers? It
means providing them with an all-encompassing
solution that meets their demands for more efficient
systems, offering a wealth of features without
complicating the user experience.
STEP INTO THE FUTURE WITH AES
The next steps on this journey are clear. AES
plans to equip more of its products with SPE interfaces
and integrate them into its demo system.
AES is ready for tomorrow’s cabin networking.
Find out more
about AES.

IMPULSES & OUTLOOK
SUSTAINABLE AVIATION FUELS
SAF – WHAT YOU
NEED TO KNOW
ABOUT AVIATION’S
HOT TOPIC
Bridging the Gap to 2050:
How to Decarbonize Aviation Faster
With Today’s Technologies
THERE ARE DIFFERENT WAYS TO PRODUCE SAF
There are several production methods for SAF which need to be distinguished:
1. HEFA: short for “Hydroprocessed Esters and Fatty Acids”. Its production
is based on classical oils and fats and constitutes over
95 percent of today’s SAF. According to experts, there is enough
feedstock to potentially cover 5%–10% of the total jet fuel demand,
but not more.
2. Alcohol-to-jet: this procedure converts biomass into ethanol,
isobutanol or methanol – and then into aviation fuel. The company
LanzaJet is the most renowned player in this field.
1. We already know how to produce
sustainable aviation fuels. It is a
question of scaling, not a question
of technology.
2. While no aircraft is yet (!) certified to
fly on SAF, it is relatively easy to start
by blending more SAF into the existing
fuel mix and increasing the
percentage of SAF over time.
3. Using SAF means fully utilizing the
existing airport infrastructures,
from pipes to fuel trucks and apron
installations.
Listen to the audio
version of this text.
Guest editorial by airliner analyst Bjorn Fehrm (on the left)
and airline and aerospace expert Nico Buchholz – based on the
study “Bridging the Gap to 2050” by Sustainable Aero Lab.
WHAT IS SAF?
Sustainable aviation fuel, SAF, is made from renewable sources. It is a
“drop-in fuel,” which can be blended with fossil jet fuel. In turn, the
blended fuel requires neither special infrastructure nor equipment
changes. SAF is already certified for blend ratios of up to 50% for existing
jet engines and up to 100% for new engines.
WHAT MAKES SAF SUSTAINABLE?
Consuming conventional jet fuel releases fossil CO 2 , pulling it from the
ground and adding it to the biosphere’s total carbon. Meanwhile,
burning SAF returns carbon to the atmosphere that had previously
been absorbed by plants or that would have been released as industrial
waste gases or household garbage. The result is a net “well-towake”
reduction in life-cycle CO 2 emissions. This can be as high as 80%
for the SAF produced from biomass (e.g. cooking oil). As a result, commercial
flights powered by SAF are coined “net-zero,” as opposed to
“zero emissions.” Synthetic fuels produced from captured CO 2 and renewable
electricity can reach well-to-wake reductions of 100% relative
to fossil jet fuel. Some feedstocks even promise to be carbon negative.
4. Power to Liquid (PtL), or e-fuel: a long-term source that will require
cheap energy that can’t easily be routed to consumers to motivate
this pathway. Direct capture of solar energy and production of SAF
in reactors would pose a long-term possibility – feedstock that is,
in theory, available in abundance. The PtL method is believed to
have the highest potential of reducing greenhouse gas emissions
of all SAF methods, nearing 100%. But a proof of concept is not realistic
until the late 2020s, and much effort will have to go in industrializing
and scaling the production.
SCALING SAF PRODUCTION – WHICH TIMELINES ARE REALISTIC?
When talking about SAF, it is essential to understand the volumes. In
the early 2020s, the world’s production of SAF was 0.2 million tons, in
other words, less than 0.1% of the consumed fuel. Experts think we
could reach a share of up to 8% by 2030 if properly talked about and
if planned investments are being made. HEFA will dominate SAF production
past 2030, but then other methods should catch up. It depends
on the cost of production, with Power-to-Liquid having the
largest potential, but also the biggest insecurities when it comes to its
industrialization. To scale SAF production as rapidly as needed,
governments must introduce incentives for investing in production
facilities. Increasing quotas of SAF percentages would create such an
environment.
32
3. Gasification and Fischer-Tropsch is the biomass but, more
importantly, the waste-based pathway. Here, carbon monoxide
and hydrogen are gasified from the feedstock and then converted
further into synthetic fuels. This happens in a chemical process
called Fischer- Tropsch, named after the two German researchers
who developed it in the 1920s. It is still in the commercial pilot
phase and will have little importance until 2030.
4. SAF can be used as a drop-in replacement
for current fossil fuels.
This way, existing engines don’t require
modification.
5. Producing more SAF and blending it
into the existing fuels is an applica-
33
ble measure that can be easily supported
by any government or regulators
worldwide.
WHY IS SAF
SO PIVOTAL
TO AVIATION
AT THIS STAGE?

IMPULSES & OUTLOOK
SUSTAINABLE AVIATION FUELS
FROM BLUEPRINT
TO BREAKTHROUGH
The five cornerstones for implementing SAF.
A FAST INTRODUCTION OF SAF IS
JUST ONE OF THREE PATHWAYS
TO REDUCE AVIATION EMISSIONS
TODAY. REINTRODUCING TURBO-
PROPS AND IMPLEMENTING A
REGULATORY FRAMEWORK FOR
FLEET RENEWALS ARE TWO MORE
POTENT STRATEGIES TO SIGNIFI-
CANTLY REDUCE EMISSIONS.
COALITIONS OF
THE WILLING
Historically, the aviation industry has yet to be
successful in speaking with one voice. Despite
institutions like IATA, different stakeholders have
focused primarily on their own agendas. For a
real uptick in decarbonization efforts, we must
create a more open and hands-on mentality
where airlines, airports, fuel providers and manufacturers
work together closely and visibly for
the same goal globally.
POLITICAL
INCENTIVES
Today, SAF production costs two to four times
as much as conventional fuel. Government support
and incentives will be required until the industry
matures and production costs drop. The
same goes for an emission tax – a step that airlines
and airports cannot address on the free
market without losing all competitiveness. Within
Europe, it is an issue that needs to be discussed
on the transnational level to generate
an impact. On the production side, moving forward,
the major challenge is mobilizing investments
to develop multiple new large-scale facilities
to increase SAF production so that
additional demand can be met and production
costs are reduced.
PUBLIC
AWARENESS
So far, aviation has failed to include the broad
public in its strategies to make flying “greener.”
As an industry, we need to become better at
making people aware of the fact that we are
working hard on decarbonizing flight and that
even today, passengers can already play an active
role in decreasing their carbon footprint
when they fly. The implementation of information
on CO 2 emissions in the Google Flights
search is an excellent example. Airlines adding a
“Green” option or class in the booking procedure
is another example of how we can upsell
an SAF or offset option already in the booking
process, just like you can add luggage. If they fly
a GTF-equipped aircraft or CO 2 -efficient turboprop
on a particular route, why don’t they also
advertise this in the booking process?
Unveiling aviation sustainability: debunking myths,
challenging greenwashing and highlighting
strides to a net-zero future: Sustainable Aero Lab’s
net-zero newsletter discusses the performance
of airlines in the sustainability space. Register now
on LinkedIn!
RESEARCH AND
DEVELOPMENT
Aside from longer-term technologies like hydrogen,
more R&D has to be directed toward lowering
the production costs of SAF and ways to
scale production efficiently. It is the most effective
solution for the next 20 years, and research
activity and funding should reflect this. In these
areas, there is still much potential to be unlocked
within the next two decades.
34 35
REGULATORY
SUPPORT
An unclear regulatory situation is one of the reasons
why investment into SAF is still relatively
slow. In short: in many cases, we just don’t know
which kind of SAF and which type of production
method will qualify for a “sustainable” label by
authorities and regulators. This “limbo” situation
slows innovation and must be solved quickly. A
global certificate and framework system is required
NOW to avoid spending billions on technical
research and production plants without
achieving the promised global impact in the required
timeframe. Capital will only be available
for technologies with the stamp of approval to
yield future benefits.

HAW
H 2 -POWERED AIRCRAFT CONFIGURATIONS
H 2 - POWERED
AIRCRAFT
CONFIGURATIONS
Liquid hydrogen tanks on
new upper deck, powering
new hydrogen engines.
SIMPLIFIED AND FLEXIBLE MODEL
CREATION AND USE
With this new approach, individual research team
members can independently build and refine
partial models of the aircraft powertrain, the tank
system, the aircraft cabin and other important
aircraft systems, using different modeling software
tools. Subsystem architecture and logical
behavior are defined in Cameo Systems
Modeler with the systems modeling language
SysML®. MATLAB is used to model physical behavior,
and CATIA V5 for three-dimensional geometry
representation, mass properties and other
mechanical design aspects. An XML adapter
file serves as an adaptable interface between all
these models. It permits the parameter exchange
between the partial models and is used for requirements
verification. The new approach to the
model-based exploration of future aircraft system
configurations has two major advantages:
The reduction of CO 2 -emissions in civil aviation
by using hydrogen as an energy carrier
is currently being explored by many organizations.
Compared to kerosene, the gravimetric
energy density of hydrogen is
2.5 times higher, and its use in power systems
does not release CO 2 or NO X . However,
this promising energy carrier comes with
many technological challenges.
If hydrogen shall be used to power large passenger
aircraft during medium- or long-range flights,
solutions for integrating hydrogen tanks into the
aircraft are needed. Even in the liquid state
(around -253 °C), hydrogen has a low volumetric
energy density. To provide the same amount of
chemical energy as kerosene, cryogenic hydrogen
tanks occupy about four times the space
and are therefore unlikely to fit into aircraft
wings (where kerosene tanks are located). The
integration of liquid hydrogen tanks into the fuselage
reduces the available space for cabin and
the cargo compartments.
RESEARCH PROJECT MIWA: HOW TO
MANAGE MODELING OF COMPLEX SYSTEMS
To support the investigation of future aircraft
layouts, researchers from HAW Hamburg, DLR
Institute of System Architectures in Aeronautics
and Centerline Design GmbH initiated the research
project “MIWa” (Model-based Integration
and Variation of Liquid Hydrogen Tank Systems
in Future Aircraft), funded by IFB Hamburg. The
project goal is to develop new model-based
approaches for assessing the impact of liquid
hydrogen tank integration on the fulfillment of
aircraft top-level requirements. Since the beginning
of the two-year project in July 2022, the research
team has regularly convened at the ZAL
TechCenter for workshops and project meetings.
Project work started with the selection of suitable
modeling software systems and the development
of a novel modeling strategy in which parameterized
partial models were interconnected to create
a federated system model (instead of using a
dedicated monolithic system model). For each
relevant subsystem, a partial model described
the composition, important characteristics and
the behavior. A robust and easy-to-use method
for interconnecting these partial models was
then defined to account for the interrelations between
the subsystems. An important goal of this
modeling strategy is the interchangeability of
partial models to represent different aircraft architectures
and assess their suitability.
1. The aggregation of partial models created
with different software systems is very versatile.
The partial models are flexible building
blocks in a modular system model which can
be developed independently by different
modeling experts and are easy to adjust, reuse
or replace.
36 37
Liquid hydrogen tank and fuel
cell system replace the auxiliary
power unit (APU).
Listen to the audio
version of this text.
Liquid hydrogen tank
and fuel cell system in
rear fuselage powering
electric fans.
Find out more
about the project.
2. Thanks to an adaptable, intuitive graphical
user interface, model users do not require
specific training for sophisticated modeling
tools and can reconfigure the aircraft model
to explore various configurations from a systems
perspective at a very early stage of the
development project. Without this approach,
dedicated models would need to be developed
from scratch for every new aircraft configuration
to be investigated, expensive commercial
adapter software would be required
to connect different model types (system
models, mathematical models, geometrical
models, etc.) and model users would need
expert training in various modeling tools.
CONTACT
Prof. Dr. Jutta Abulawi
jutta.abulawi@haw-hamburg.de

ZAL GMBH
L(H 2 )-POWERED DRONES
L(H 2 )-POWERED
DRONES
For some time now, the field of "hydrogenpowered
drones" has been part of the applied
research carried out at ZAL. Drones are of interest
for research purposes because they offer
valuable insights into handling airborne hydrogen
when employed as flying testbeds. In addition,
hydrogen-powered drones have a justification
of their own. The reason for this is longer
flight times and higher payload capacities. The
applications for long-duration flying drones
range from wind turbine inspections, forest fire
monitoring to medical logistics for hospitals,
deliveries to crisis areas and much more.
But how long until these scenarios unfold in
daily life? What are the challenges to face?
And where does research at ZAL currently
stand? Dr. Holger Kuhn, hydrogen
expert at ZAL GmbH, sheds light
on these matters.
Dr. Holger Kuhn, hydrogen expert
at ZAL GmbH.
“Since various ZAL partners demand
LH 2 for research purposes, the
provision of a liquefier is currently
in planning. With it, we avoid the
challenges entailed in storing LH 2 .”
Dr. Holger Kuhn, hydrogen expert at ZAL GmbH
CONTACT
Dr. Holger Kuhn
holger.kuhn@zal.aero
38 39
Opportunities in disguise
“A hydrogen storage tank must meet very specific requirements. Gaseous hydrogen
(H 2 ) primarily requires a stable tank capable of withstanding high pressures. For instance,
our pressure vessels contain compressed hydrogen to approximately 300 bar for a
two-hour test flight. Liquid hydrogen (LH 2 ), on the other hand, must be stored at temperatures
below -253 °C, to be precise. There are solutions for both hydrogen storage options, but the
application and the tank design determines the best choice.”
“Flying with LH 2 means we always face boil-off losses. No matter how good the
insulation of the tank, LH 2 warms up, and some of it becomes gaseous. As a result, the pressure
in the tank increases. On the one hand, automatic valves and emergency relief points ensure
controlled hydrogen release. On the other hand, we utilize the boil-off effect for operation
as the fuel cell requires the hydrogen to be gaseous.”
“The provision of hydrogen for flight operations poses a challenge. While H 2 for
research can be easily purchased in gas cylinders or is stored in our huge H 2 tank at ZAL Tech-
Center, LH 2 is provided by a special tanker trailer, which comes with a minimum quantity of three
to four tonsof LH 2 . The quantity needed for drone operations, however, is about 900 g for ten
hours of flight time.”
WINGCOPTER LIQUIDRONE
PROJECT
Funded research project*
PROJECT AIM
Conversion and operation
of a drone with liquid
hydrogen
ENERGY SOURCE
Liquid hydrogen
Read more about the
project LiquiDrone.
Watch the Liquidrone
in flight now.
PROJECT
Research partnership of
Wingcopter and ZAL GmbH
TASK
Integration of a fuel cell into the
existing ecosystem of a delivery drone,
thereby doubling the flight time
ENERGY SOURCE
Gaseous hydrogen
More details about
our partnership with
Wingcopter.
Watch the video of
the maiden flight now.
*The LiquiDrone project is funded by the German Federal Ministry of Digital Affairs and Transport (BMDV). The four research partners (RST Rostock-System Technik
GmbH, BaltiCo GmbH, University of Rostock – Chair of Engineering Mechanics/Dynamics, and ZAL GmbH) started their research in June 2022.

TECCON
SCALABLE GREEN PROPULSION
SCALABLE GREEN
PROPULSION
Find out more
about H2 FINITY.
practical problems like refueling and maintenance
– the list goes on and on. This means that
H2 FINITY will be delivering one of the first complete
power packages for environmentally
friendly aircraft propulsion and thus be a small
but encouraging trendsetter for a new era – a
forerunner of better, greener and more sustainable
aviation.
breakthrough in technology. Correspondingly
slow and difficult is the introduction of new technologies,
especially for important, safety-relevant
components like the engine. H2 FINITY aims
to take the first hurdle: providing an emission-free
hydrogen powerplant that could be
scaled up for an aircraft of the 120 kg class – a
new class of ultralight air vehicles.
More about REALISE, a
mobile runway system.
The future is emission-free and silent: visualization of a H2 FINITY powered drone for early wildfire detection.
Listen to the audio
version of this text.
CONTACT
Jörg Manthey
joerg.manthey@h2finity.de
Research into hydrogen-powered drones
has experienced a major upswing in recent
years. One of the main reasons is the
search for more environmentally friendly
alternatives to conventional drone propulsion
systems. Drones powered by hydrogen
could help to reduce air and noise pollution.
Hydrogen also offers a high energy
density, which can lead to longer flight
times and greater ranges.
With H2 FINITY, we are looking into developing a
scalable powertrain for small aerial vehicles with
a take-off mass between 25 kg and 250 kg. This
does not only include most civil unmanned flight
vehicles – a market sector that is expected to see
an enormous boost in the coming years – but
also the new 120 kg class of manned aircraft.
INNOVATION
H2 FINITY was launched to address the main
challenge of a hybrid-electric powertrain for
small aircraft: combining cutting-edge components
to a mature, scalable propulsion system
that can be used in real-world applications.
What sounds rather mundane in theory proves
to be a challenging undertaking: understanding
the transverse interactions between the components,
optimizing the overall system, integrating
it into the vehicle, ensuring reliable operation
under all conditions, safe handling of gaseous or
liquid hydrogen, certification aspects, solving
APPLICATION
But what products actually benefit from an H2
FINITY system? In our research we address two
possible applications. The first is a novel approach
to prevent and reduce the damage of
wildfires, which are an increasing problem in
Germany, Europe and worldwide. Two H2 FINITY
partners are developing a solution for the early
detection of wildfires in remote, sparsely populated
areas: spotting drones, operating autonomously
from a fully automated launch/landing
system (REALISE) and reporting suspicious signs
such as smoke columns to a mission control
center, which then investigates closer and, in
case of a fire, alerts the emergency forces. The
drones must have a reliable useful flight time of
more than four hours and turn-around time
must be less than 15 minutes. Regulations also
require that the drones must fly rather low, they
must operate in a range between 100 and 120 m
above terrain. Drones with combustion engines
have the flight performance, but are a noise disturbance
at that altitude. Battery-powered
drones are nearly inaudible, but are still far from
achieving the required flight time under realworld
conditions. Hybrid-electric air vehicles
have the potential to combine the best of both
worlds: good performance and low noise.
Furthermore, the H2 FINITY system can be used
for recreational aviation, which is why we are
embarking into the territory of manned flight –
and of strict regulation and certification. As important
as these are for the safety of all concerned,
they represent a big obstacle for any
SCALABILITY
Following the design of the hybrid-electric drive
for a drone in the 25 kg class, the next step will
be to design the powertrain for an aircraft in the
120 kg class as well as the 250 kg class to gain
insights for further scalability and thus open up
further areas of application.
40 41
TAKEAWAY
H2 FINITY demonstrates that even small companies
can team up and create innovation together.
ACKNOWLEDGEMENTS
H2 FINITY is part of the initiative GATE (Green
Aviation Technologies). The project is supported
by funds of the city of Hamburg, administered by
IFB Hamburg.
Corsair of JH Aircraft: the new 120 kg class of microlight aircraft opens up possibilities
for testing novel technologies quickly and with limited administrative burden.

DLR TT
RESEARCH FOR SUSTAINABLE FUEL CELL SYSTEMS IN AVIATION
RESEARCH FOR
SUSTAINABLE FUEL
CELL SYSTEMS IN
AVIATION
#FUELCELLINFLIGHT
The DLR Institute of Engineering Thermodynamics
is actively involved in the exploration of fuel
cell propulsion concepts for aviation applications
at the ZAL TechCenter through its Departement
of Energy System Integration. By combining
experimental characterizations of fuel cell
systems and components with advanced
numerical methods, we at the DLR Institute of
Engineering Thermodynamics are able to carry
out funded projects such as BETA and SKAiB –
underlining the Institute’s commitment to innovative
developments in the field of aviation technology.
DLR – GOALS
The SKAiB consortium involves significant participation
from the German Aerospace Center
(DLR), which focuses on specific technological
aspects. DLR Institute of Engineering Thermodynamics
is contributing to the investigation of dynamic
effects in multi-stack fuel cell systems and
is developing an automation approach for the
successful application of multi-stack fuel cell
systems in aviation. This sub-project focus on
simulation-based validation, system scalability
and airworthiness to ensure that SKAiB meets
the requirements for the commercial use of fuel
cell technology in commercial aircraft.
and novel control concepts as well as the evaluation
of the associated risks without major consequences.
The design and engineering of these concepts
by the DLR Institute of Engineering Thermodynamics
is based on models developed by
TLK-Thermo GmbH and TU Braunschweig, enabling
qualified validation in collaboration with
the partners.
BETA: FUEL CELL SYSTEM DEVELOPMENT
FOR TECHNICAL AVIATION (NIP II)
The BETA project, as part of the National Innovation
Program for Hydrogen and Fuel Cell Technology
(NIP II), aims to revolutionize shaft power
generation in aviation by seamlessly integrating
electrical energy from fuel cells with motor windings
(“H 2 -to-Torque”). In collaboration with Airbus
Operations GmbH, ZAL GmbH, and Helmut
Schmidt University, we focus on reducing CO 2
emissions in aviation through hydrogen propulsion
technologies.
5. Preventing system degradation: experiments
help identify and mitigate conditions that
could degrade the fuel cell, optimizing procedures
for performance recovery and optimized
freeze starts for quick and safe system
start-up.
By addressing these aspects, the BETA project
contributes to advancing reliability and efficiency
of fuel cell technology in aviation.
See the imprint (p. 76) for a selection of publications
in BETA.
Development of solutions
for the reliable and safe
operation of hydrogen /
fuel cell technology in
the powertrains of future
aircraft.
42 43
SKAIB: SCALABLE FUEL CELL SYSTEMS FOR
ELECTRIC PROPULSION
The Scalable Fuel Cell Systems for Electric Propulsion
(SKAiB) project is a groundbreaking initiative
under the aviation research program
LuFo VI-2 of the Federal Ministry for Economic
Affairs and Climate Action (BMWK). Led by Airbus
Operations GmbH, the project aims to scale existing
technology for low-emission electric propulsion
systems based on fuel cells into the
megawatt range for usage in commercial aircraft.
The timeline for this project is from 2022 to 2026.
The primary objective is to develop flight-capable
systems in the megawatt range, contributing significantly
to environmentally friendly aviation. Key
technological goals include:
• Scaling system power to the megawatt range
DLR CONTRIBUTION
Within the framework of the SKAiB project, we at
the DLR Institute of Engineering Thermodynamics
collaborate with TLK-Thermo GmbH and TU
Braunschweig to investigate scaled fuel cell systems
through simulations.
We are developing a testing rig for a proprietary
multi-stack fuel cell system with short stacks
(5 to 20 cells; up to 6 kW/stack). Measurements
characterize the components, subsystems and
dynamics of the system. The testing setup supports
the verification and validation of simulation
models from TLK-Thermo GmbH and TU
Braunschweig, contributing to insights into new
systems and facilitating cost-effective examination
of critical operating conditions and innovative
control concepts.
KEY HIGHLIGHTS
1. Innovative Integration: In BETA, the H 2 -to-
Torque principle is developed further to reduce
system complexity, enhance redundancy,
and improve reliability.
2. Testing and validation: DLR conducts comprehensive
testing of fuel cell components under
varied operating conditions, including freeze
start performance, to optimize fuel cell systems
for safe and durable usage in aircraft
applications.
3. Simulation for optimization: simulation models
predict system behavior, allowing optimization
before extensive experimental tests,
identifying operational strategies and also
addressing integration aspects.
Customizable and expandable test facility for fuel cell short-stack
and fuel cell system investigations.
CONTACT
Dr. Christoph Gentner
christoph.gentner@dlr.de
• Ensuring airworthiness of components and
system control
• Conducting simulation-based validation for
the system
Our multi-stack fuel cell system’s smaller power
class is more flexible to operate and allows for
agile testing of subsystems. This enables the investigation
of critical operating conditions (e.g.
dynamic pressure and temperature changes)
4. Direct insight into fuel cell behavior: a segmented
measuring plate provide direct insight
into fuel cell behavior under different
conditions, enabling targeted optimization
for increased system longevity.
Fuel cell short-stack testbed.

IMPULSES & OUTLOOK
THE AVIATION RESEARCH PROGRAM LUFO KLIMA
THE AVIATION
RESEARCH
PROGRAM
LUFO KLIMA
LuFo Klima, the federal aviation research
program, plays a decisive role for Hamburg as
an aviation location. This program, supported
by the Federal Ministry of Economics
and Climate Protection ( BMWK), promotes
research and technology projects in civil
aviation. In the Hamburg region, the LuFo
program makes an important contribution
to promoting the regional aviation industry
and helps to drive innovation and shape
the future of aviation in a sustainable way.
HAMBURG – A DRIVING FORCE FOR
CLIMATE- NEUTRAL AVIATION
The Hamburg region is known as a hub for the
aviation industry. This is where aviation issues
of the future are shaped, molded and driven
forward. This is precisely where LuFo Klima
comes in.
The Hamburg region is of central importance
for the aviation research program. In recent
years, just under 15 to 20 percent of the funding
from the program has regularly gone to
companies, universities or major research institutions
in Hamburg. This region is home to numerous
important players in aviation technology
research, particularly in the field of complete
systems and hydrogen propulsion. Furthermore,
the Center for Applied Aviation Research
(ZAL), in combination with funding from LuFo
Klima, has enabled numerous SMEs and startups
to take the step into aviation research.
44 45
Guest article by Jan Bode,
Head of Project Management
Agency for Aviation Research.
THE ENGINE OF INNOVATION
In the period from 2014 to the beginning of
2024, 400 projects were funded by LuFo Klima
in Hamburg to strengthen the northern German
location as an innovation center for aviation.
1. Jobs and economic stimulus: Hamburg is
home to some of the largest aviation companies
in the world – from Airbus to
Lufthansa Technik. The LuFo Klima funding
program flows directly into the veins of
these companies and creates jobs, promotes
research cooperation and strengthens
competitiveness. The most important
strategic goal of the LuFo program in the
Hamburg region, in relation to the major
employers Airbus and Lufthansa Technik, is
to make all existing process chains for Airbus
aircraft more efficient and to adapt
them specifically to future aircraft. The focus
is also on innovative and efficient maintenance,
repair and overhaul processes.
This is the only way to keep current construction
shares at the German site and
also to locate future construction shares,
e.g. for a ZERO-emission aircraft. This is to
be achieved in particular by gradually increasing
the degree of automation in development
and production process chains,
also using artificial intelligence methods.
Through these research advances in aviation
production, Hamburg’s aviation industry
is having a significant influence on the
progress of innovation in Germany.
2. Sustainable aviation: Hamburg has set itself
the goal of being a pioneer in sustainable
aviation. The LuFo Klima supports
projects that develop more environmentally
friendly aircraft and propulsion systems.
From quieter engines to alternative fuels –
aviation research in Hamburg is helping to
make the skies cleaner. The strategic goal is
to make aviation, and especially aircraft
production, significantly more sustainable
in the future. This goal largely competes
with the efficiency goal. For this reason, research
is being carried out in the Hamburg
region in particular to significantly improve
material and resource efficiency in aircraft
production in order to ultimately achieve a
sustainable aviation industry.
3. The aviation center Hamburg is a hotspot
for digital technologies. LuFo Klima invests
in research, digitalization and automation
in aviation. From smart maintenance
systems to data-driven flight
guidance systems – aviation research is an
active driving force for a digital future.
Find out more about
LuFo Klima and the
Project Management
Agency for Aviation
Research (PT-LF).

IMPULSES & OUTLOOK
THE AVIATION RESEARCH PROGRAM LUFO KLIMA
A flight through
the projects
The LuFo Klima covers a wide range
of topics in the Hamburg region.
FLIGHT PHYSICS
• Innovative design of ultra-high efficiency
laminar wings for future aircraft
• Verification of multifunctional control
surfaces for trailing edges of upstretched
wings
• Development of a climate-optimized
aircraft with upstretched and multifunctional
wings
Sign in for the PT-LF newsletter in
the Aviation Research Network.
SYSTEMS
• Analysis of future connectivity solutions for
broadband communication in aviation
Projektträger
Luftfahrtforschung
As the Project Management Agency for
Aviation Research, the Projektträger Luftfahrtforschung
(PT-LF) organizes and manages
the funding of projects for climateneutral
aviation for several ministries at
federal and state level.
Regarding LuFo Klima, the PT-LF provides
support for the Federal Ministry of Economics
and Climate Protection (BMWK) in
implementing the funding program. During
the complete funding process, the PT-LF is
the main contact point for everyone interested
in participating at LuFo Klima.
DIGITALIZATION
AND AUTOMATION
• Digitalization of the entire product life cycle
and thus all process chains and the design
process to further increase efficiency
(digital twin, use of AI and machine learning
for data evaluation, standardized data
management, cyber security)
SUSTAINABLE AVIATION
• New aircraft configurations (specification,
design, verification and validation of the
necessary structural modifications and
installation concepts)
• New concepts for energy storage and
distribution with aviation-compatible
power electronics, power distribution and
control systems
• Development of performance-optimized
and autonomy-capable door systems for
the future development of new commercial
aircraft
46 47
• Data platform for climate-neutral flying
CABIN AND CARGO
CONCLUSION: HAMBURG AND ZAL HAVE
A DECISIVE INFLUENCE ON THE AVIATION
OF THE FUTURE
The LuFo Klima funding program combines
proven aviation technology with innovation,
creates prospects and paves the way for climate-neutral
aviation. When we look back on
aviation development in a few years’ time, we
will be able to appreciate the results of research
in the Hamburg region, which were
shaped by LuFo Klima and played a key role in
determining the future of flying.
• Development of construction methods and
manufacturing and assembly technologies
for future aircraft (metallic and composite
fuselage structures)
• Development of virtual test methods
through to large-scale structural fatigue
testing in order to shorten the development
and approval process
• Development of innovative and efficient
maintenance, repair and overhaul processes
• Fuel cell technologies up to 1.2 MW incl.
thermal management
400
projects have been funded
by LuFo Klima in Hamburg
within ten years
• Investigation and development of alternative
solutions with regard to sustainable onboard
services and fossil-free, self-sufficient
energy supply in the aircraft cabin
• Additive manufacturing of integrated and
sustainable brackets for aircraft cabin
components
• Optimization of cabin and freight through
weight-efficient cabin systems and recycling
of components under the paradigm of
time-efficient technology introduction
As successful as Hamburg currently is as a
driving force of aviation, it is just as important
to maintain these tools to support research in
the future and to always think at least one step
beyond what is currently being researched. For
this reason, the federal government has set itself
the goal with the aviation research program
of networking researchers both regionally
and nationally in the long term via the
aviation research network, developing joint
solutions for the aviation of the future through
targeted workshops and securing the future of
aviation research, especially in Hamburg,
through the stability and reliability of the LuFo
Klima funding program.

ZAL GMBH
PROTOTYPING THE CABIN OF THE FUTURE
PROTOTYPING
THE CABIN OF
THE FUTURE
Interested in details? Discover the
virtual animation of the table by
Industrial Design Studio Hamburg.
What will the cabin components of the future look like?
In the research project LiBio (Lightweight Bionic Aircraft
Interior), an international consortium, with ten
partners from Germany, Austria and Canada, delved
into this exact question. Its goal: the development of a
pioneering and functional cabin component.
The international partners took on this challenge and developed
an innovative table, serving as a use case of future cabin
interiors: a perfect blend of functional design and latest
manufacturing methods, including robot-guided additive
manufacturing (see p. 54 for further details).
48 49
CONTACT
Dr. Jan-Ole Kühn
jan-ole.kuehn@zal.aero
KEY FEATURES OF THE AIRCRAFT TABLE
• 3D-printed with lacquered real eucalyptus wood veneer
• Integrated video screen for an enhanced in-flight experience
• Built-in speaker (3D-printed membrane)
• Wireless charging zone for smartphones
• Ambient lighting with integrated LED strips
The 3D visualization by IDS Hamburg
unveils the hidden complexity of the
built prototype’s interior.
Flexible: the table remains
completely foldable and
seamlessly disappears into
the cabin’s sidewall.
Project completion in Montreal:
the happy consortium presenting
an ingenious prototype.

AVIASONIC
SUSTAINABLE AIRCRAFT FIRE EXTINGUISHER MRO
Test spheres used for development and demonstration
purposes with measuring equipment.
REDUCING EMISSIONS AND AT
THE SAME TIME EN SURING THE
SUPPLY OF FIRE EXTINGUISHING
AGENTS IS VITAL FOR AVIATION
AND OUR ENVIRONMENT.
SUSTAINABLE
AIRCRAFT FIRE
EXTINGUISHER MRO
In today’s maintenance processes, one needs to
open the pressurized fire extinguisher container
and discharge the agent on a regular basis,
which requires great effort. Although there are
measures to reduce agent emissions, industrial
processes of handling and recycling are inevitably
connected to losses and thus emissions into
the atmosphere. The Hydrostatic Test (HST),
which uses pressurized water to test container
structures, is part of the process and evolved already
in the 1950s. Overall, the current process
is lengthy, and resource-intensive.
50 51
Prototype of test bed used for evaluation activities.
Find out more
about Aviasonic.
Aviasonic is a ZAL-based hardtech startup
that focuses on measurement and test
technologies for efficient and more environmentally
friendly aviation and energy. The
ambition is to enable innovative solutions
by closing the gap between research, basic
technology and industrial application. Aviasonic
combines innovative processes and
sophisticated hardware components to create
systems that foster efficient and sustainable
production for the industry.
For most people unnoticed, aviation industry is
still relies on fire extinguishing agents like the
harmful greenhouse gas Halon 1301. Developing
more environmentally friendly solutions is in
process, but it will take a long time before these
are implemented in the world’s fleet.
What actions can we take in the meantime? We
should strive to minimize the emissions of the
ex tinguishing agent as much as possible. For
this reason, we have to consider that emissions,
aside from fire-suppression actions on board of
aircrafts, are caused to a major extent by the
MRO process of fire extinguishers – a circumstance
representing a key aspect of the SAFE
MRO project.
INSIGHT: SAFE MRO – KEEPING THE
ATMOSPHERE CLEAN AND COSTS LOW
Most aircraft fire extinguishers contain extinguishing
agents that are potent greenhouse
gases and ozone-depleting substances. But not
enough – increasing maintenance costs and obsolescence
risks of Halon 1301 are pain points
for the aviation industry, too.
ADDRESSING CHALLENGES
WITH AIRCRAFT FIRE EXTINGUISHERS
The goal of the SAFE MRO project is to implement
a process that allows keeping the fire extinguishers
closed during the entire MRO process
and therefore have no agent emissions
involved in the process at all.
One key for the innovative MRO process is the
Acoustic Emission (AE) technology, a non-destructive
testing (NDT) method that detects
acoustic waves emitted when the load is applied
to a structure. Detecting and analyzing the
waves allows an evaulation of the structure and
the option of finding possible flaws. Basically, it
can be described as listening to what the material
tells you when the load is applied.
An advanced system of its kind is currently being
built at the ZAL. It sets new standards in terms
of efficiency, working safety and ergonomics.
The heart of the system is the multi-channel AE
measurement system connected to the sensors
that are placed on the surface of the fire extinguisher,
detecting the acoustic waves. An innovative
system software is being developed that
guides the user through the process, making it
as easy and efficient as possible. Considering
that many aircraft fire extinguishers are heavy,
the setup is designed to allow ergonomic and
safe handling of them.
GOING BEYOND FIRE EXTINGUISHERS
AND AVIATION ACTIVITIES
With hydrogen-powered aircraft, further applications
arise for AE technology in the fields of
the hydrogen system and leaking monitoring as
well as maintenance to support a more environmentally
friendly and sustainable aviation.
The project is supported by funds of the IFB
Hamburg.
CONTACT
Aviasonic GmbH
info@aviasonic.com

JETLITE
LIGHTING THE WAY TO LESS JET LAG
LIGHTING
THE WAY TO
LESS JET LAG
“jetlite’s cabin lighting guides the individual
inner clock to adapt to new time zones more
effectively by supporting melatonin levels and
sleep through scientifically proven customized
light settings. This can reduce jet lag by up to
three hours.”
Dr. Achim Leder, Managing Partner
52 53
Finnair has equipped its newest long-haul cabin with jetlite Cabin One.
Listen to the audio
version of this text.
CONTACT
Dr. Achim Leder
achim.leder@jetlite.de
Over 60 percent of long-haul passengers suffer
from jet lag, a disruption of the circadian
rhythm (inner clock), which leads to fatigue,
exhaustion and a negative passenger
experience. Light exposure and circadian
rhythms are key factors in the development
of jet lag. Hence, jetlite has developed
the world’s first jet lag-reducing cabin
lighting based on extensive research.
Light is the most important time giver of the human’s
inner clock. The body’s hormonal reaction
to wavelengths and intensities of light is what
regulates our circadian rhythm. Especially melatonin,
the sleep hormone, plays a key role. jetlite’s
lighting technology guides the individual
inner clock to adapt to a new time zone more
effectively by supporting melatonin production
with customized lighting settings. Warm light,
with a high level of red color, is used for relaxation,
while cooler light, with a high level of blue
color, supports activation by decreasing the
sleeping hormone melatonin (melatonin suppression).
jetlite’s lighting technology always
consists of several customized scientifically
proven scenarios. Based on millions of data
points, the lighting adapts to each customer’s
needs, which are dependent e.g. on flight routes,
time zones and cabin interior. This helps the
passengers’ inner clocks to adjust more efficiently
to the new time zone and reduces jet lag
by up to three hours.
Today, jetlite presents three cutting-edge products
within the aviation industry. jetlite Cabin
One is designed for airlines and VIP aircraft. It
aims to reduce jet lag through customized lighting
scenarios, implemented via a four-step approach.
Leading airlines like Lufthansa, Finnair,
Vistara and Swiss have adopted jetlite Cabin
One in their services. jetlite Cabin X caters to
business jets and first-class suites, offering automatized
and personalized lighting settings
controlled through the jetlite-app. Over and beyond,
jetlite inside involves collaboration with
Tier 1 suppliers to integrate jetlite’s lighting
technology and knowledge into various aircraft
components, such as seats, galleys, etc.
In its journey of innovation, jetlite leveraged
working at ZAL to collaborate with industry leaders
such as Airbus, Boeing, Safran and Recaro.
Additionally, jetlite engages in various research
projects to further advance its technology. This
includes leading the BMDV (Federal Ministry for
Digital and Transport)-funded project “Chronolite.”
The project aims to connect lighting solutions
across different transportation modes. The
consortium consists of companies like Hella,
Charité and Lufthansa Technik.
jetlite Cabin One: different llighting scenarios produced by jetlite.
jetlite Cabin X offers personalized lighting settings
via the jetlite-app in business jets and suites.

ZAL GMBH
CRAFTING CABIN COMPONENTS: WHAT’S NEXT?
CRAFTING CABIN
COMPONENTS:
WHAT’S NEXT?
3D printing has transitioned from its experimental status
to a dependable manufacturing solution. Robot- guided
Additive Manufacturing (RAM) emerges as one of the nextgen
methods for meeting aviation’s specific needs for large
parts, high quality and innovative designs. Here are four
areas in which RAM is set to make a substantial impact.
Less components,
more options
In aircraft cabins, limitations exist regarding available
space and weight. RAM addresses these constraints by
merging components and functions into one piece, at the
same time enabling direct printing onto any surface.
Smarter,
customized Interiors
Even round surfaces can
be directly printed on.
No additional brackets
needed (wastewater
tank project HuTAb).
More about HuTAb.
Four functions integrated
in one table:
infotainment system,
speaker, ambient lighting,
charging zone.
54
RAM enables an almost limitless variety of potential cabin
products. For example, a simple cabin table can be transformed
into an elegant multimedia station. RAM provides
the framework for the table, which can be easily adapted
to any cabin design (project LiBio).
55
What is RAM?
Industrial robots are converted to fully automated
printing systems. Multiple robots can
simultaneously work on a single part, using
different materials or tools.
Bold cabin designs
RAM can even carry out challenging, organically curved geometries,
perfectly suited for aircraft fuselages. The ZAL
Additive Manufacturing team created a fully 3D-printed
cabin mockup to showcase these abilities (design by iDS).
At the same time, the demonstrator serves as a presentation
area for the innovative table from the LiBio project.
More about LiBio.
A futuristic cabin sidewall
mockup (entirely
3D-printed, height 2 m),
with sophisticated design
elements.
More about RAM.
Sustainable materials
By utilizing recycled materials or incorporating renewable
organic components, RAM promotes resource conservation.
Additionally, its precision and efficient path planning
minimizes material scrap during production processes,
making it a resource-efficient choice for creating complex
structures (project RAFINESS).
RAM uses granules,
small polymer beads,
as raw material. More
sustainable materials
can be mixed easily
and accurately.
More about RAFINESS.

FRAUNHOFER IFAM
ADVANCED LIGHTWEIGHT ROBOTICS
ADVANCED
LIGHTWEIGHT
ROBOTICS
Modular robotic system that can
move anywhere an AGV can go, be
reassembled for different purposes
and set up to be working independently
without blocking an AGV.
Marvin Schulz
marvin.schulz@ifam.fraunhofer.de
56 57
CONTACT
Vision of a fully flexible assembly, logistics and production
system consisting of AGVs that can couple and uncouple various
work and stand-alone modules as required.
many more can easily be added with various
purposes of use. For the project, the Fraunhofer
IFAM focused on a lightweight robot module
consisting of a Universal Robot 10 (UR10) and a
mechanical tool changer system, component
carrier modules for part logistics and an auxiliary
kinematic that, coupled to the UR10, expands
its payload up to 50 kg. The component carrier
modules can carry small parts in euroboxes, but
also bigger parts, like an aircraft seat row, and, if
they work together, even a hatrack.
which a process plan is created. This plan is then
executed by selecting and commissioning the
available resources. Accordingly, an ontology for
the skill description of the resources provided
has been developed for the “capability checking”
of required and offered skills in accordance with
the capability concept of the Industrie 4.0 platform.
In the future, research will continue on
this topic to see where the newly gained flexibility
can take lightweight robotics.
Lightweight robots are nothing new in the
field of robotics. Their benefits and drawbacks
are well-known. But what about a
modular robotic system that can assemble
and expand independently? And does so
based on the tasks it receives and planned
by a smart decision-making algorithm that
knows about ongoing and upcoming tasks
as well as the resources available? How can
such a system expand the range of applications
of lightweight robots and overcome a
few of their limitations? To analyze these
questions and to develop such a modular
mobile robotic system was one of the goals
of the LuFo VI-1 project “RoboCoop” funded
by the Federal Ministry for Economic Affairs
and Climate Action in which the Stade
branch’s Fraunhofer IFAM participated, together
with the partners Wireless. Consulting,
Neobotix and PURTEC Engineering.
The system developed consists of four Autonomous
Guided Vehicles (AGVs) with deviating
footprints, heights and payloads. The AGVs were
each equipped with a lift that enables all of them
to couple work modules from storage stations
set up. Within the project, three different kinds
of work modules were planned, but in future
MOBILE AND MODULAR, THE ROAD TO
SUCCESS?
Modularity and mobility are the main features of
the flexible system, but it is equally important to
standardize the electrical and mechanical connections
and to implement or create control algorithms
that can make use of these features to
fully exploit the system’s potential. On the software
side, existing industry standards were
used, like OPC UA, Open-RMF and ROS 2, which
were expanded with additional modules as required.
The mana gement system developed by
Fraunhofer IFAM coordinates the overall process
sequences. It is informed of the available
resources and the tasks to be carried out, from
AGVs with totally different height and footprint parameters all able to
couple the standardized work modules from the unified storage stations.

AIRBUS
DIRECT AIR CAPTURE NOMINATED FOR GERMAN FEDERAL PRESIDENT‘S PRIZE
“The teamwork of Antje Bulmann,
Viktor Fetter and Tobias Horn shows in
an exemplary manner how Airbus
technology from space travel can be used
to reduce CO₂ emissions on earth.”
Dr. Sabine Klauke, Airbus Chief Technical Officer
Read more about
DAC technology.
The Airbus Direct Air Capture team with Federal President Frank-Walter Steinmeier
(l.t.r. Antje Bulmann, Frank Walter Steinmeier, Tobias Horn, Viktor Fetter, Yve Fehring).
DIRECT AIR CAPTURE
NOMINATED FOR
GERMAN FEDERAL
PRESIDENT’S PRIZE
CONTACT
Antje Bulmann
antje.bulmann@airbus.com
Airbus’ pioneering initiative in the development
of Direct Air Capture (DAC) technology
has been given significant recognition by
the nomination of the team – Antje Bulmann,
Viktor Fetter and Tobias Horn – for
the German Future Prize. This prestigious
prize, awarded by the now Federal President
Frank Walter Steinmeier, has been
honoring technological innovations that
make fundamental contributions to scientific,
social and economic development for
over a quarter of a century.
“The teamwork of Antje Bulmann, Viktor Fetter
and Tobias Horn shows in an exemplary manner
how Airbus technology from space travel can
be used to reduce CO 2 emissions on earth,”
says Airbus Chief Technical Officer Dr. Sabine
Klauke. “The nomination as a finalist for the
German Future Prize is further evidence of the
potential of this pioneering technology. Their
cross- border collaboration serves as motivation
and is a role model for our young engineers
worldwide.”
The DAC technology pioneered by Airbus, originally
designed for the International Space Station
(ISS) life support system, represents a revolutionary
method of extracting CO 2 directly from
the ambient air, taking a significant step towards
sustainable CO 2 management. This technology
is a powerful illustration of the possibility of using
space technology to reduce emissions on
earth and underlines Airbus’ commitment to environmental
sustainability.
Airbus sees this technology as part of a broader
strategy to reduce CO 2 emissions, which also includes
the introduction of sustainable aviation
fuels (SAF) and hydrogen as an energy carrier.
The integration of these technologies aims to
make air transport more environmentally friendly
in the long term and to achieve the climate
targets set by the industry.
The nomination for the German Future Prize not
only signals the technological maturity and potential
of Airbus’ DAC technology, but also the
importance of interdisciplinary collaboration in
the fight against climate change. The progress
made by the Airbus team emphasizes the potential
of scientific research and development to
create sustainable solutions for global challenges,
while taking economic and ecological aspects into
account.
Being recognized by the German Future Prize
underlines the strategic importance of DAC
technology for the future of aviation and beyond.
It represents a clear commitment to innovation
and sustainability – and demonstrates
how future-oriented technologies can contribute
to solving some of the most pressing environmental
problems. Airbus is setting new standards
for the aerospace industry by leading the
way to a greener and more sustainable future.
58 59
Airbus Direct Air Capture system.

FFT
CFRP FUSELAGE ASSEMBLY USING DIFFERENT WELDING TECHNOLOGIES
WELDING OF CFRP STRUCTURES HAS THE POTEN-
TIAL TO REDUCE AIRCRAFT STRUCTURAL WEIGHT
AND SIGNIFICANTLY SAVE ASSEMBLY TIME.
PROJECT CHALLENGES
Some ambitious requirements demanded particular
attention:
• Close accuracy and significant operational
loads needed substantial stiffness of the support
structure to limit the deflections.
CFRP FUSELAGE
MultiFAL assembly station.
• Movement of large structures in confined
spaces: placement of the shells into the station
and finally moving the welded fuselage
section out of the station.
ASSEMBLY USING
DIFFERENT WELDING
TECHNOLOGIES
Welding of CFRP structures has the potential
to reduce aircraft structural weight and
significantly save assembly time. In the EUfunded
research project MultiFAL, different
welding technologies were developed at
TRL6 level. FFT Produktionssysteme was responsible
for the setup of the assembly station,
including the overall automation and
safety system as well as the motion system
for the welding end effectors.
Three different welding technologies were
demonstrated on an 8 m long fuselage with PAX
and cargo floor. Two longitudinal joints were
closed using laser and ultrasonic welding. All
frame couplings were integrated with resistance
welding. The result is the world’s largest thermoplastic
CFRP fuselage demonstrator. It is currently
on display in ZAL’s A-building.
EXTENSIVE EUROPEAN COOPERATION
Several European companies contributed to the
success of the project:
• Fuselage shells were built by PAG, DLR Augsburg
and the R&D’s “Stunning” consortium.
• Welding end effectors were supplied by
Fraunhofer, AIMEN, CTI and AITIIP.
• Fraunhofer IFAM was responsible for positioning
and alignment of the fuselage shells.
• The assembly station was designed by CTI, FFT
and AIMEN. It was manufactured, set up and
commissioned by FFT Produktionssysteme at
the Fraunhofer IFAM facility in Stade, Germany.
• Ergonomics and occupational safety for human
access to the welding areas.
PROJECT REALIZATION
A strong 9 m long cantilever bridge became the
main station element, which holds accurately
movable counterforce blocks for longitudinal
welding. In addition, it accommodates two light
linear axes to move the frame coupling end effector.
The lower shell, resting on adjustable pads, was
aligned accurately. The upper shell was attached
to ten hexapods with vacuum suction cups,
which were used for position and shape adjustment.
The counterforce blocks were shimmed to
the nominal fuselage geometry. Laser tracker
measurements were employed to align the assembly
station elements with the required accuracy.
All elastic deformations were small during
welding, even at maximum welding pressure.
For shell placement and fuselage section removal,
the bridge must have an open end. During
welding operations, a removable support structure
was placed at the far bridge end.
The counterforce blocks were extended while the
longitudinal joints were welded. Frame coupling
integration, shell integration and section movements
were performed with retracted blocks.
Movable counterforce blocks.
60 61
Find out more
about FFT.
Accuracy and stiffness of the assembly station
has fulfilled the requirements. Visual inspection
and geometry checks of the welded fuselage
showed very satisfactory results. Investigations
on achieved welding quality are ongoing. First
results are very promising.
The longitudinal welding occurred using with a
few mm per second, which would be substantially
faster than any riveting process.
GENERAL PERSPECTIVE
FFT Produktionssysteme is working on several
R&D projects to improve aircraft manufacturing
technologies. These include gluing (e.g. project
ATON), friction steer welding (e.g. project kaMeL)
or new ergonomic concepts (e.g. project SeMo-
Sys). All projects aim at efficient, high-rate series
production of large, lightweight CFRP and metal
structures for future-generation, innovative aircraft.
This project received funding from the Clean Sky
2 Joint Undertaking under the European Union’s
Horizon 2020 research and innovation program
under grant agreement no. 821277 MultiFAL.
CONTACT
Kuno Jandaurek
kuno.jandaurek@fft.de

SIEMENS
HYDROGEN-POWERED AIRCRAFT DESIGN FOR SUSTAINABLE AVIATION
Read here how model-based systems
engineering helps future aircraft.
62
63
HYDROGEN-POWERED
AIRCRAFT DESIGN
FOR SUSTAINABLE
AVIATION
CONTACT
Dr. Christoph Starke
christoph.starke@siemens.com
Aviation accounts for nearly five percent of
global greenhouse gas emissions, imposing a
huge demand to transition to carbon-neutral
propulsion systems. This demand is also driven
by the fact that by 2037, twice as many air
travelers are expected as compared to today.
To appreciate the complexity of this task, it is
necessary to understand its biggest technical
hurdle: the power density of kerosene engines.
Jet A has an energy density of 12,000 Wh/kg. In
contrast, today’s aviation-grade batteries have
densities of around 160 to 180 Wh/kg, making
them not a practical alternative for medium-to
long-haul missions.
Another energy vector is green hydrogen. Hydrogen
has the highest energy density of any fuel,
approximately three times higher than Jet A
(33,500 Wh/kg), but it comes with significant
challenges for aircraft design.
TECHNOLOGY CHALLENGES
Aerospace engineers developing hydrogenbased
sustainable aircraft propulsion systems
have three main options: keeping the gas
turbine propulsion system but running it with
pure hydrogen or sustainable aviation fuel (SAF),
using electric motors powered by fuel cells, or a
combination of both principles.
Hydrogen-powered jet engines are closest to existing
concepts. It mainly requires a redesign of
the combustion system to accommodate the
specific behavior of hydrogen, e.g. the flame
speed and temperature.
In a fuel cell, hydrogen and oxygen are passed
through an anode and cathode of the cell. A catalyst
is used at the anode to split the hydrogen
molecules into electrons and protons and recombine
them with the oxygen at the cathode,
resulting in water molecules and electrical
energy. This system must be developed to be
light, efficient and safe.
Facing the disruptions
of sustainable aviations,
collaboration has never
been more important.

SIEMENS
HYDROGEN-POWERED AIRCRAFT DESIGN FOR SUSTAINABLE AVIATION
Modern Computational Fluid Dynamics
can predict the aerodynamic performance
of holistic flight body concepts.
Pressure Coefficient
-1 0 1
All concepts require redesigning the fuel supply.
As stated, hydrogen has the highest energy density
per weight, and the highest specific volume.
While hydrogen can give three times more energy
per weight, four times the volume is needed
for the same energy compared to Jet A. Storing
hydrogen gas requires pressure typically between
500 and 750 bar. In contrast, cryogenic
storage of liquid hydrogen at atmospheric pressure
requires temperatures of below -250 °C.
Because of weight, the latter option is preferred
in aviation.
HYDROGEN-POWERED AIRCRAFTS ARE NEW.
THIS IMPLIES SIGNIFICANT TECHNICAL HURDLES
BUT, EVEN MORE SO, A COMPLETE RETHINKING
OF ESTABLISHED DESIGN PROCEDURES.
Designing hydrogen combustion as well as cryogenic
storage and supply requires novel, more
complex simulation capabilities. This is why Siemens
Digital Industry Software participates in
the EU’s Clean Aviation and the German LuFo
programs as the only software provider amongst
the industry partners to do so. Our mandate is
to support the aviation industry and further extend
the physical modeling capabilities to what
is needed to respond to this challenge.
DESIGN PROCESS CHALLENGES
Despite the apparent technology challenges,
one should never forget that there is an even
bigger overarching challenge for the design process.
The reason is simple: hydrogen-powered
aircrafts are new.
Traditional aircraft design is based on the same
configuration as the famous Boeing 707 prototype,
which flew for the first time in 1958. Over
this time, relatively independent subsystems
have evolved, and innovation relies on further
refining and optimizing them. The transition to
hydrogen concepts requires most of the established
compromises to be rethought. This massively
increases the need for proper communication,
data exchange and optimization across
design domains.
The demand for compressing design time is,
therefore, more urgent than ever. It can be
achieved by front-loading the integration and
verification of subsystems in the design process.
More holistic physical digital twins allow us to
detect system shortfalls earlier, and multi -
disciplinary design space exploration significantly
reduces the time to identify compromises between
contradicting requirements.
In parallel, an explosion of design complexity
must be managed. While a conventional turboshaft
has about 2,000 model parameters, a hybrid
fuel cell concept has approximately 5,000.
This example highlights the necessity of more
advanced multi-level modeling capabilities and
proper information exchange.
Finally, the industry is facing strict certification
requirements, and certification efforts will be
massive. New methods and tools are needed to
support the optimal design, development and
verification of climate-neutral aircraft to address
domains entirely new to aircraft integrators and
their supply chains.
CONCLUSION
As for the design of hydrogen-powered aircraft,
the underlying design process must be completely
rethought and extended to cope with these
challenges. The aspects mentioned above can be
grouped as a digital integrated model-based systems
engineering approach (“iMBSE”).
Airbus, its partners and Siemens are jointly
working to master the challenge in aviation
history: a carbon-neutral future. More details on
hydrogen-powered aircraft design can be found
in our white paper.
See the imprint (p. 76) for references.
64 65
System simulation enables the generation and evaluation of many different
aircraft architectures in the early design phase.
The quality of cross-domain integration in the product design process is the most crucial
success factor for an innovative sustainable aircraft design.

IDS INDUSTRIAL DESIGN STUDIO
ERGONOMIC STUDIES FOR SAFETY AND COMFORT
ERGONOMIC
STUDIES FOR
INCREASED SAFETY
AND COMFORT
“Product design not only has a significant
influence on comfort, but also on operational
safety in the aircraft. The ergonomic
quality is the key to high-class
product design.”
Torsten Kanitz, CEO of iDS industrial Design Studio
Experience the
66
cabin design concept
67
in 360° view.
Whether in the cockpit or in the aircraft cabin,
the intuitive behavior of the pilots, passengers
or crew must be taken into account.
D328eco virtual mock-up for Deutsche Aircraft.
iDS worked out an ergonomics study for the
D328eco cockpit for Deutsche Aircraft and, in
addition to a virtual approach, also evaluated
the ergonomic quality together with Deutsche
Aircraft engineers and their test pilots in a physical
mock-up in Oberpfaffenhofen.
D328eco virtual mock-up: nightly situation.
Find out more about
the D328eco.
CONTACT
Torsten Kanitz
t.kanitz@ids-hamburg.com
iDS industrial Design Studio has been part
of the ZAL TechCenter since 2016 and regularly
contributes to research projects in the
field of aircraft cabin de velopment.
Virtual reality applications offer the opportunity
to systematically evaluate the
cockpit or aircraft cabin at an early stage
of development in order to create a humancentered
environment with high standards
of safety and comfort.
Especially in long-term life cycles, design as a
strategic tool is a direct factor for the economic
efficiency in the development and manufacturing
of high-quality products. iDS uses the possibilities
of virtual product development as well as
physical mock-ups for evaluation.
The ZAL TechCenter offers iDS extremely creative
and effective opportunities for collaboration,
networking and the design of futureoriented
products in the field of aviation.
These factors also play a role for the cabin design
concept for the VÆRIDION microliner so as to ensure
that safety and comfort take top priority.
“Together with iDS, we developed a cabin design
that exceeds the level of comfort that a typical
short-haul business class cabin in Europe is able
to offer,” says Ivan van Dartel, CEO of VÆRIDION.
Man and machine will always remain an area of
research in the future, so that a sensible synthesis
between human requirements and technical
demands can be created.
Cabin design concept for the VÆRIDION microliner.

IMPULSES & OUTLOOK
HAMBURG AVIATION GREEN PODCAST
LISTEN.
AND BE
INSPIRED.
Tired of reading? Here are three exciting
podcast episodes for you – enjoy!
All episodes of the Hamburg
Aviation Green Podcast can
be found here.
Life Cycle Assessments (LCAs) allow
aircraft designers and company
planners to select the right components
and systems, recommending
solutions not only for economic but
also environmental reasons. But
they also rely on gathering and integrating
enough reliable data, a
challenging task even in an increasingly
data-driven industry like aviation. In this very enlightening
episode of Hamburg Avation Green, we spoke
with Antonia Rahn, a researcher at German Aerospace
Center (DLR)’s Institute for MRO. Antonia is a leading
expert on Life Cycle Assessments and their use in the
aviation industry.
EPISODE #5: ANTONIA RAHN
LIFE CYCLE
ASSESSMENTS:
THE KEY TO A
GREENER FUTURE?
LISTEN ON
68 69
How can we make aircraft cabins
more recyclable? FairCraft, a
ground breaking cabin concept
funded by Hamburg’s GATE program,
tackles this challenge headon.
Developed by Comprisetec
GmbH, it aims to revolutionize air
travel sustainability by prioritizing
weight reduction, recycling
and passenger comfort through
innovative material use. In this episode of Hamburg Aviation
Green, Christian Keun, Project Lead at Comprisetec GmbH, discusses
FairCraft’s vision. What’s the future passenger experience?
How do design changes cut weight and emissions? And do
short-haul routes need overhead bins? Join us for insights into
the future of cabin design.
EPISODE #4: CHRISTIAN KEUN
FAIRCRAFT: A
RADICAL NEW
SUSTAINABLE
AIRCRAFT
CABIN
EPISODE #6: DR. IVAN TEREKHOV
CUTTING
THROUGH THE
HYPE AROUND
SUSTAINABLE
AVIATION
What will be the single most important
technology in decarbonizing aviation over
the next 20 to 30 years? Dr. Ivan Terekhov,
Director of Research Intelligence at Lufthansa
Innovation Hub has the answer. In this
podcast he talks – among many other fascinating
topics – about his team’s recent hype
cycle analysis and what it reveals about
technology readiness for decarbonizing aviation.
Dr. Terekhov talked to us about the
pitfalls of statistics in communicating about
emissions, about realistic expectations,
Greta Thunberg, offsets, Gen Z, gray water
reuse, making statistics sexy and many
other interesting topics.

CAPGEMINI
INNOVATION: THE DRIVER FOR A SUSTAINABLE FUTURE
INNOVATION:
THE DRIVER FOR A
SUSTAINABLE FUTURE
Innovation is the key driver that guides
Capgemini Engineering activities: we strive
toward innovation through engineering to
create the best solutions, across all industries.
Specialized R&D teams support
Capgemini Engineering in this, developing
projects in seven domains: Future of Mobility,
Future of Networking and Computing,
Future of Healthcare, Future of Sustainability,
Future of Energy, Future of Engineering
and Future of Applied AI.
As a world leader in engineering and R&D services,
we combine our broad industry knowledge
and cutting-edge technologies in digital
and software to support the convergence of the
physical and digital worlds. Coupled with the capabilities
of Capgemini, we help organizations to
accelerate their journey toward Intelligent Industry,
while creating tangible impact for enterprises
and society.
Apart from developing innovation solutions in
key topics together, there is a vibrant relationship
between ZAL and Capgemini Engineering,
since a strong base of our research partners can
be found within ZAL. Furthermore, ZAL regularly
provides facilities for internal events, which underlines
the engineering and research character
of our business unit.
HARNESSING THE POWER OF TECHNOLOGY
FOR A SUSTAINABLE FUTURE
Every day we receive news about the effects of
climate change and the failure to meet the
1.5 °C target, as was decreed in the Paris Agreement
in 2015. It is undeniable that humanity can
no longer continue down the path of fossil fuels.
One frequently cited solution for decarboniza-
tion is hydrogen. Produced from renewable energies,
it processes water to produce energy.
Although there are still obstacles on the journey
toward green hydrogen and the establishment
of a global hydrogen market, it is clear that there
is no sustainable future without it. Challenges
include the small energy density of gaseous
hydrogen, even at higher pressures, and that a
new hydrogen infrastructure needs to be
created. Furthermore, new emerging hydrogen
technologies are usually not calibrated for maximum
efficiency and it will take more research
until that happens. However, with the power of
innovation these challenges can be overcome.
LEADING IN ER&D
As a leading Engineering, Research & Development
company, we see it as our responsibility as
a pioneer of innovation to address these challenges
within our R&D projects to create intelligent
solutions with our partners.
Renewables, like sun or wind energy, are fluctuating
energy sources. This makes it difficult to
use them for processes that have a continuous
energy demand, like steel or manufacturing. As
we cannot change the nature of renewable energy,
we must change the processes and fit
them toward the fluctuation profile of renewables.
Take electrolysis as an example: using a
software that forecasts the availability of renewable
energy, we can easily adapt the running
profile of the electrolyser to produce the maximum
amount of green hydrogen with the available
energy.
Data also supports the optimization of new
technologies. Using a digital twin, for example
“Innovation is in our DNA –
it is curiosity that drives us
to get the future we want.”
Andreas Kötter, Head of Research & Innovation
for fuel cells, which behaves the same way as a
real fuel cell, a multitude of virtual experiments
can be run in less time. Furthermore, it can be
coupled with artificial intelligence, e.g. for the
creation of a forecast model for predictive maintenance.
Sector coupling is one of the key pillars of a successful
energy transition toward sustainability.
This is why we investigate the implementation
of a switchable fuel cell and electrolyser system
with metal hydride-based hydrogen storage
into the gas net for the emergency supply of a
bus transport in Hamburg. In order to increase
the system efficiency and return on investment,
our team identifies critical economic and ecologic
pain points and works toward the most
profitable way of implementation into the different
sectors.
In addition to sustainable technologies for a
greener energy supply, we also focus on how to
make products from various industries recyclable
and reduce their ecological footprint. We are
active in various industries. To this end, we are
conducting research into aircraft galleys, the application
of bionic design and the selection of
new materials, as well as the exploitation of synergies
in heating and cooling flows.
In the automotive industry, we are showing how
the ecological footprint can be reduced through
networked production, modular product design
and the use of new business models. We are also
trying to reduce the footprint in the wind power
sector. Not only through the development of
sustainable resins, but also through innovative
monitoring systems for rotor blades, which can
extend the service life of wind turbines.
70 71
Check out our
blog series
on hydrogen.
Since sustainability is relevant for all industries,
we are also investigating how more sustainable
production technologies can be used in the
semiconductor industry. The price will remain
the most important factor in the future when it
comes to how the market accepts innovation.
For this reason, we evaluate all technologies not
only with a life cycle assessment, but also with
life cycle costing – developed at ZAL.
From the worlds of energy, transport, chemistry
and industry, many companies share the same
enthusiasm for sustainability and hydrogen, but
only those that can overcome the challenges
along the path will be able to make the most of
it. Digital technologies will be a gamechanger in
the acceleration of companies for a greener
planet. With the power of data and innovation,
we can create the sustainable future we want.
Read more about
our other research
projects.
CONTACT
Andreas Kötter
andreas.koetter@capgemini.com

IMPULSES & OUTLOOK
DIEHL AVIATION – THE SOONER, THE BETTER!
“At Diehl, I’ve explored innovative technology
and exciting projects from day one –
inspiring! Is anything better than shaping
the future with like-minded colleagues?”
Björn began as a student at Diehl Aviation at ZAL in 2016 and
is now an engineer in the Innovation & Digitalization Management.
Florian with Max and Phillipa, both interns with Diehl’s innovation team.
THE SOONER,
THE BETTER!
At ZAL (Center of Applied Aeronautical
Research) in Hamburg, Diehl Aviation’s innovation
team has developed ideas for tomorrow’s
aviation. And this together with young
interns and students: a win-win situation!
Three years ago, two trainees started their sixweek
internship with Diehl Aviation in ZAL. At
the end, both had independently developed a
mock-up for a touchless soap dispenser in the
on-board toilet. A eureka moment for Florian,
Diehl engineer and mentor for the young
people: “Both of them gave us great input, which
we hadn’t anticipated beforehand.” The innovation
team was tailor-made for this: ideas can be
developed freely, and aeronautical regulations
come second. A little prior knowledge can help
you look at ideas without prejudice and discover
new possibilities.
FORWARD-LOOKING APPROACH THROUGH
TRIAL AND ERROR
Philippa and Max are now at the drawing board.
Their core project: to design a breaking test for
a touchless bathroom door, develop the construction
and perform the test. For Diehl, this is
a milestone in development. How stable is this
innovative door? Will it need improving? Could
material be spared to reduce the weight?
Philippa: “It’s simply fascinating to test out your
own solutions, from the initial practice sketches
to the construction to the test.” Experiences
that make you want more. Max: “Working on
such important projects as an intern gives you a
real feel for the job.” It’s hard to imagine a stronger
case being made for laying the groundwork
to develop career aspirations.
ON THE WAY TO A DIGITAL TWIN
Albrecht is already a step ahead. At Diehl
Aviation, he’s studying aircraft design and writing
his Bachelor’s thesis on attaching lavatories to
the airplane structure. Background: aircraft suppliers
currently check the technical requirements
of customers and approval authorities
manually, so to speak. Digitizing this process
holds enormous potential. Diehl Aviation has
long been working on this and supports students
accordingly. Albrecht: “Being able to write
CONTACT
Florian Zager-Rode
florian.zager-rode@diehl.com
my thesis here is a great opportunity.” The infrastructure
is excellent, colleagues are always willing
to give feedback, he’s involved and he can
directly apply his knowledge from the lectures.
72 73
“Whether fresh out of school or already at the
university: young people enrich our developments
at Diehl Aviation with their unbiased approach,”
Florian says. “They’re a real asset, and
we have the chance to identify talent early on –
the sooner we include them, the better!”
Max, Phillipa, Albrecht and Björn discussing a 3D-printed solution.

IMPULSES & OUTLOOK
PROTECHNICALE – READY FOR TAKEOFF
READY FOR
TAKEOFF
WHAT MAKES PROTECHNICALE SO SPECIAL?
LET’S ASK TWO FORMER PARTICIPANTS
Charlotte, proTechnicale Classic, Year 10
proTechnicale: What are you currently doing
and where?
CHARLOTTE I’m doing a Bachelor’s degree in mechanical
engineering at ETH Zurich. On the side,
I work as a teaching assistant for first-semester
students.
What is your most important takeaway
from your time with proTechnicale?
CHARLOTTE My most important physical takeaway
are the friends I made there. They support
me at all times. Additionally, I learned at pro-
Technicale to believe more in myself and to muster
the courage to go my own way, no matter
how difficult and bumpy things may get. Because
I always have support behind me.
This mistake has propelled me forward:
CHARLOTTE Not having recognized the naivety
in my childhood that there are differences between
genders. Once having understood that
this is not the case, I could turn to my interests
and talents completely unbiased and never felt
like I was to be worse in STEM subjects than my
male classmates, for example.
Leonie (on the left) and Charlotte, two alumnae who found
their way into the STEM world thanks to proTechnicale.
Leonie, proTechnicale School, Year 2
proTechnicale: What are you currently
doing and where?
LEONIE I completed my training as a real estate
clerk in January and continue to work for my
training company until I start my dual studies
(mechanical and production engineering) at Airbus
Defence and Space in Bremen in September.
PROTECHNICALE
CLASSIC
STEM Gap Year for
female high school
graduates
Period:
Annually from
October 1 to August 31
74 What advice would you give to your 14-yearold
self?
LEONIE Approach tasks, challenges and new situations
with more confidence. You don’t have to
Location:
Mainly Hamburg
(ZAL TechCenter)
75
Cheerful and well-connected participants from all over Germany at the School program’s summer camp at the ZAL TechCenter.
be afraid – you can do it.
CONTACT
Anica Emmett
office@protechnicale.de
proTechnicale promotes and challenges the
female tech talents of tomorrow. They
study mechatronics or physics, mechanical
or environmental engineering, computer
science or molecular life sciences. Others
are already polar researchers, aerospace
engineers or doctoral candidates. Some are
in Munich, others in Dresden or Karlsruhe,
many are in Hamburg.
The alumnae of proTechnicale are each forging
individual paths – but they all have one thing in
common: they took the decision of which path
to take consciously and autonomously. proTechnicale
plays a significant part in this.
proTechnicale offers two study and career orientation
programs focusing on STEM (Science,
Technology, Engineering and Mathematics): the
Gap Year Classic for female high school graduates
and the hybrid School program for female
students from the 10th grade onwards. Both
concepts are based on imparting hybrid qualifications,
combining technical knowledge with social
skills (hard and soft skills). Additionally, pro-
Technicale provides internships in Germany and
in the EU or further abroad, mentoring, access
to professional networks and personal contact
with role models. Plus, proTechnicale creates a
safe space where the participants can move
freely without being confronted with stereotypes,
expectations or demands. proTechnicale
nurtures and challenges the female tech talents
of tomorrow.
“We advocate for equality of opportunity and diversity
in the tech industry,” says Anica Emmett,
team lead of proTechnicale. For this commitment,
proTechnicale was awarded this year’s
ITEC Cares Award in the category of “Diversity in
Tech” in social engagement. The city of Hamburg
(Ministry for Economic Affairs and Innovation) as
well as foundations and donations provide significant
support to the programs.
What is your favorite proTechnicale motto
and why?
CHARLOTTE Be courageous and reach for the
stars! Firstly, because we would never have come
so far if we were not curious and brave enough
to try out new things. Secondly, because it always
gives me new strength and energy when I feel
overwhelmed or doubt my decisions.
Participants of proTechnicale Classic in
the ZAL laboratory.
What is your most important takeaway
from your time with proTechnicale?
LEONIE Dare to do it! I got to know so many interesting
and successful women from the STEM
industry who shared their career paths and experiences
with us. All these encounters have
strengthened me to pursue my dream and
showed me that there is also a place for me in
the STEM field, and I just have to have the courage
to take the leap because I definitely can.
When you think about professional life,
what is an essential future skill for you?
LEONIE Being adaptable and always ready to
learn new things and face new challenges or
situations.
What is your favorite proTechnicale motto
and why?
LEONIE Be courageous and reach for the stars.
The motto symbolizes that if you act boldly, you
can achieve anything you want. Starting in September,
I’ll be reaching for those stars!
PROTECHNICALE
SCHOOL
Hybrid study orientation
program for
females students from
grade 10 onwards
Period:
Twice annually
(March 1 to July 31
or September 1 to
January 31)
Location:
Digital plus camp in
Hamburg (optionally)
For more information
please visit
www.protechnicale.de

IMPRINT
ZAL CENTER OF APPLIED
AERONAUTICAL RESEARCH
Hein-Sass-Weg 22
21129 Hamburg, Germany
+49 40 248 595 0
info@zal.aero
zal.aero
linkedin.com/company/zaltechcenter
facebook.com/ZALTechCenter
EDITORIAL
Miriam-Joana Flügger, ZAL GmbH
Georg Wodarz, ZAL GmbH
76
CONCEPT & DESIGN
FORMBA GmbH
info@formba.de
formba.de
PRINT PRODUCTION
RESET ST. PAULI Druckerei GmbH
info@resetstpauli.de
resetstpauli.de
REFERENCES
p. 42–43, DLR TT “Research for Sustainable Fuel Cell Systems In Aviation”: F. Becker et al. “Efficiency and Durability Enhancement of PEM-FC-Systems by
Anode-System Control”. DLR Proceeding & Poster European, EFCF 2023 | G. Montaner Ríos et al. “Effect of Purge Gases during Shutdown on PEMFC Degradation
and Cold Start Performance”. DLR proceeding and lecture, EFCF 2023 | M. Schröder et al. “Optimal operating conditions of PEM fuel cells in
commercial aircraft”, International Journal of Hydrogen Energy, vol. 46, no. 66, pp. 33218–33240, 2021
p. 62–65, Siemens “Hydrogen-Powered Aircraft Design for Sustainable Aviation”: International Coalition for Sustainable Aviation: Contribution of the Global
Aviation Sector to Achieving Paris Agreement Climate Objectives, https://bit.ly/3CxFPTC | Pacôme Magnin, Siemens Digital Industries Software: Digital
Stakes Enabling Sustainable Aviation Accelerated Development, presentation at PEGASUS Fall Meeting, Paris, Oct. 26th/27, 2023 | Siemens Digital Industries
Software: Hydrogen-powered Aircraft Design, white paper, https://resources.sw.siemens.com/en-US/white-paper-aerospace-defense-hydrogenpowered-aircraft
PHOTO CREDITS
Cover: Daniel Reinhardt; p. 2–3: Georg Wodarz (2); p. 6–7: Daniel Reinhardt, forstory, proTechnicale, Noun Project (Colourcreatype, IYIKON, Mira iconic,
Vectors Market); p. 8–11: German Aerospace Center (DLR) (5); p. 12–13: Marc Dibowski/SFS (2), H. Schroeder/bildplan (2); p.14: Airbus S.A.S. 2022; p. 15– 17:
Liebherr (5); p. 18: Shutterstock (Iyoze, Oasishifi, rafastockbr); p.19–21: ATP Architekten Ingenieure (3); p. 22: Daniel Reinhardt; p. 23: Daniel Reinhardt,
IDTA, DLR; p. 24–25: Lufthansa Technik (3); p. 26: Lufthansa Technik; p. 27: ZAL GmbH; p. 28: ZAL GmbH, illustration and icons: FORMBA (Ines Thaller);
p. 29: Daniel Reinhardt (2), ZAL GmbH; p. 30–31: ZAL GmbH (2), AES; p. 32: Shutterstock (Jaromir Chalabala), Daryna Kornieieva, Sustainable Aero Lab;
p. 34–35: Pixabay (satheeshsankaran), icons: FORMBA (Ines Thaller); p. 36–37: Centerline Design GmbH (3); p. 38: Daniel Reinhardt; p. 39: ZAL GmbH (2);
p. 40–41: Teccon, mb+Partner, Thelsys, JH Aircraft (2); p. 43: Daniel Reinhardt (3); p. 44–45: DLR-Fotomedien, Adobe Stock (Jonas Weinitschke); p. 46–47:
icons: FORMBA (Ines Thaller); p. 48: Bombardier; p. 49: IDS Hamburg (3); p. 50–51: Aviasonic GmbH (2); p. 52: Finnair (Mikko Ryhänen); p. 53: jetlite (2);
p. 54: Daniel Reinhardt; p. 55: ZAL GmbH (2), IDS Hamburg, Daniel Reinhardt; p. 56–57: Fraunhofer IFAM (3); p. 58–59: Deutscher Zukunftspreis, Ansgar
Pudenz; p. 60–61: Fraunhofer IFAM (2); p. 62–65: Siemens (4); p. 66–67: IDS Hamburg (3); p. 68: Daniel Reinhardt; p. 69: Oliver Sorg, private; p. 71: Vertigo3d;
p. 72–73: Daniel Reinhardt (2); p. 74: proTechnicale; p. 75: private (2), proTechnicale
THIS MAGAZINE WAS PRINTED IN A CLIMATE-NEUTRAL AND RESOURCE-SAVING WAY.
Tell us! Do you like the magazine?
And would you like your ZAL project to
be included in it next time?

Future. Created in Hamburg.