Hydrogen Motor

Hydrogen Airplanes

SkySpark (2008)



Engine/Motor Innovative Electric Motor
Motor 65kWe
Electronics 75kWe
Max Speed 300 Km/h
Hydrogen fuel cell 60kWe
H2 reservoir 75l x 350atm


100% eco-friendly


The airplane is powered by an electrical motor which has already surpassed internal combustion engines both for efficiency and dimensions. It has today a very high degree of reliability and long life thanks to modern brushless technologies. Electronic control systems allow today to modulate RPM and torque with dynamics which are far beyond what it is attainable in reciprocating engines.

SkySpark is a dream that can become reality and set the pace for new challenges in air transportation field





Source: SkySpark


Antares DLR H2

The research aircraft Antares DLR H2 is the world’s first bootable, airplane pilot with fuel cell propulsion. It is based substantially on the last few years built boat Antares 20E. In two additional external load containers will be the fuel cell system and the hydrogen tanks under the wings for increased appropriate. In further steps could the performance data of the plane with up to four external load containers and more advanced fuel cells still significantly increased.

Developed and built the high-flying testbed project partners from Long Aviation in Zweibruecken. As the primary source of energy for propulsion is one of the DLR Institute for Technical Thermodynamics specially provided fuel cell system. This system is nearly identical to that used in aircraft fuel supply system for board and provides the electrical energy for the Long Aviation developed powertrain, from the power electronics, motor and propeller exists. The use of a highly efficient fuel cell (efficiency up to 52% electrically) with the hydrogen fuel makes driving this airplane CO2 released. The waste product is clean water.

Antares DLR H2

Antares DLR H2

It is expected that the pairing of the fuel cell with a very quiet and powerful electric propulsion small plane in comparison with piston-driven engines set new standards in the fitness level requires. The project impresses by bringing together interdisciplinary activities. To a very economical flight to allow the entire aircraft is technically optimized flow. The goal is turbulent air currents in all areas to be avoided.

Long Aviation, the company is making a long-standing experience with. The integration of the experimental vessel was both aerodynamically aeroelastic both a challenge by the solid experience of the Institute for Aeroelasticity of the German Aerospace Center, an optimal placement of the containers can be achieved. This is the dynamics of the airplane is not affected. The additional air resistance on the Antares 20E model series are less than 15% and with a potential additional burden of more than 200kg.

Antares DLR H2

Antares DLR H2

When the coupling of the fuel cell powertrain system with the new routes were also begun. The fuel cell system was designed so that it directly with the engine control unit can be connected. The components and saves costs and increases efficiency. Therefore, both the Institute for vehicle concepts of the DLR as well as the Bern University of Applied Sciences Biel and the Long Aviation an important contribution. A subsequent hybridization with a lithium-polymer battery will power the aircraft continue to improve. The result is a high-tech makers of a variety of architectures of fuel cell systems can absorb. These can then be luftfahrtrelevanten conditions such as pressure, temperature, acceleration and vibration tested.

For the first flight at the end of this year, a fuel cell system in cooperation with the firm BASF Fuel Cell GmbH (electrolyte + electrodes) and Serenergy A / S (Stack Subsystem) for the airline upgraded. That was at the Institute of Technical Thermodynamics alongside overall system architecture design and build a whole range of temperature and pressure measurements.

With a specially designed control architecture Algorithm shows this is a very good weight / performance ratio, an important criterion for the airline. Upon completion of the first tests, which are aimed at a maximum altitude and thus a minimal negative pressure to reach the fuel cell system developed for maximum efficiency in converting fuel energy into electrical energy to guarantee. Now the entire fuel cell system used and the hydrogen tank weigh about 100 kilograms. Thus, only half of the additional burden exploited. This offers a high potential for the aircraft for possible flights record (height, width, etc.) compartment.

To make a comparison to be able to stand further fuel cell systems and architectures prepared to your airworthiness to be investigated.

20m/65 span, 6p.d
Wing area 12.6 m2/135ft2
The main body length of 7.4 m/24, 3f
POD length 2,87 m / 9.43 ft
POD diameter of 0.6 m / 1.97 ft
Curb weight around 460kg/1014 lb
Weight around 60kg fuel cell system
BZ operating system in flight <-45 ° C to 40 ° C
Maximum weight of 750kg DLR H2 (> 900kg in 4 POD version)
Range> 750km (> 2000km in 4 POD version)
Max fuel cell power system around 25kW (up to 45kW in 4 POD version)
Continuous power fuel cell system> 20kW
Max attainable height>> 3000m />> 10000ft
Max climb speed (560kg)> 2.5 m / s (with 25kW)

DC / DC Brushless
Maximum power> 42 kW
Rated 1500 1/min
Maximum speed 1,700 1/min
Max torque 216 Nm
Total Efficiency 90%

Antares DLR H2 Video (12.01 MB)


HyFish (Smart Fish) (2007)

Smart Fish

Smart Fish is an experimental aircraft, which is a completely new concept for a lifting-body design. The project was designed by the Swiss Konrad Schafroth. Despite these simplifications, the maximum range at the two planned at about 8000 km, this is about Mach 0.9 and a fuel consumption of about 4.1 liters per person and 100 kilometers.
Thanks to the cooperation of the DLR took place in spring 2007 the first flight one of a fuel cell powered model under the name HyFish.
The hydrogen-powered model aircraft HyFish was recently on its first flight in the near Berne. This was the developers of the German Aerospace Center (DLR) in Stuttgart together with partners from the industry about one and a half years, announced projects. The flight model weighs six kilograms, has a wingspan of a meter and is 1.2 meters long. The scientists at Stuttgart's DLR Institute for Technical Thermodynamics could complete the fuel cell system in this limited space and thus integrate all of the system required conditions. he polymer electrolyte fuel cell (PEFC) produces 1 kilowatt electric power at a total weight of three kilograms, including the hydrogen supply. The used hydrogen pressure tank takes 200 litres and allows a theoretical Fugzeit 15 minutes.


The project engineers HyFish serves as a demonstration platform for the performance of fuel cells. A flying test makers poses a particular challenge to the overall system, both in terms of the performance weight as well as the mechanical stress. In addition, the flying conditions of particular attention. The available this volume is scarce and the aerodynamics of the model. The situation of luftversorgten fuel cell in the plane had with the specific conditions of a priority missile brought into line and the cooling of the system was a challenge. The fuel cell system finally provides a so-called impeller drive, one inner propeller, with energy.
Currently, the developer putting the system to optimize and prepare for further test flights. The focus of future development for the scientists at the Institute of Technical Thermodynamics, however, not primarily the drive for an aircraft model, but broad areas of application for high-performance fuel cell systems. After the demonstration in HyFish the system in terms of reliability, long-term stability and cost optimized. Partner in the project are the Fish Smart GmbH, which developed the model aircraft, Horizon fuel cell technologies (fuel cell stack), Drukon (pressure), Luxfer BaltiCo (water tank) and the technical center Ainet (mold).