Our vision
From Aachen to Berlin - faster and more efficient than the automobile
"From Aachen to Berlin - faster and more efficient than the automobile" – with this ambitious goal we want to prove the advantages of hybrid flight systems and at the same time demonstrate them in a realistic scenario. In addition to the targeted range and high efficiency, the limited take-off distance of our home airfield Aachen-Merzbrück poses a further challenge, so that we must be able to call up very high performance for a short time. It should be possible to take off in hybrid configuration as well as purely electrically, whereby pure battery operation results in a limited flight duration of 15 minutes under full load at a cruising altitude of 1000m. With a total range of 650 km in hybrid mode, most destinations in Germany and neighbouring countries can be easily reached. A high system reliability is given by the fulfilment of all relevant aviation safety standards.
Our goals
Research carrier
Creation of a research platform for further investigations of innovative energy sources
Range > 650 km
This provides a reasonable radius of action as well as additional security with regard to our Aachen-Berlin mission profile.
Takeoff distance < 500m
The take-off distance is limited by our airfield Aachen-Merzbrück.
Electrification of the powertrain
Integration of the Wing Tip Propulsion System
Cruising speed 155 km/h/p>
The cruising speed is optimized for high efficiency.
Research on future issues
Noise, synthetic fuel, recuperation, fuel cells, operating strategies...
Teams & Technologies
Load calculation & structural design
An automated load calculation tool was developed to estimate the loads in different flight conditions. The aim is to compare the expected loads with other aircraft and configurations under variation of aerodynamic and flight mechanical parameters. Structural loads in different flight phases can be estimated and evaluated already in the preliminary design phase. For the analysis of different manoeuvres on the ground and in the air, a specially developed load calculator is used, which clearly describes the flight situations prescribed by the certification. The structural design is particularly challenging due to the unconventional tail configuration and engine position. The selection and dimensioning of the structure must also take into account the aircraft's centre of gravity position and the integration of powertrain components at all times. Based on the findings of various student theses and considering the expected force distribution, a suitable structural concept is selected and dimensioned for this purpose. The fuselage front section and wings are taken from the e-Genius project.
Fuselage design
In the structural design, the occupancy of the main structure (wing, tail and fuselage) is determined on the basis of the applied forces.
Load calculation
Calculation of all forces acting on the aircraft.
Wing design
Dimensioning loads on the wing include gusts and intercepts.
Project thesis on the design of an engine mount for the FVA 30
What is the most clever way to combine the progress of one’s own studies with the FVA while still advancing a project as sustainably as possible?
Wing Load Comparison with the e-Genius II
In the last article, a first load comparison between the wings of FVA-30 and e-Genius was carried out.
Finalization of Weight & Balance
As planned for some time, the creation of a final Weight & Balance could now be completed.
Flight Mechanics & Flight Performance
The V-tail, which primarily serves as an aerodynamic control surface but also as an engine mount, is dimensioned based on critical design cases to ensure flight mechanical stability and controllability. The design is optimised for the lowest possible drag and checked for structural feasibility. An automated tail unit design leads to optimal configurations of tail unit area, centre of gravity, neutral point of the wing, tail unit lever arm, lift rise of the tail unit (aspect ratio), rudder depths as well as maximum deflection angles. The validation of the tailplane design is carried out by means of numerical simulation using a flight dynamic calculation programme. In addition to efficiency, noise reduction is an important development focus in the propeller design. For this purpose, a numerically calculated noise prediction model was developed for the propeller drive under consideration, based among other things, on the Aircraft Noise Prediction Program of NASA. Simulated pressure values can be superimposed for any observer position and evaluated in the frequency range. By accounting for the frequency-dependent sensitivity of the human ear, insights into noise pollution can be derived from this and the propellers optimised accordingly.
Stability & controllability
Design of aerodynamic surfaces based on flight mechanics evaluation including investigation of propeller-tail interaction.
Flight performance simulation
Simulation environment with three degrees of freedom, modeling and maps for powertrain, battery storage and propeller.
Propeller design
Design of propeller geometry that meets all thrust requirements while minimizing required power and emitted noise.
Propeller-Tail Interaction
After the complete sizing and design of the V-tail of the FVA-30, an important effect affecting the tail was studied again in more detail during the last semester: The interaction of the propeller wake with the flowed-around control surfaces on the empennage and the resulting rudder effectiveness significantly influences the verification of longitudinal and lateral stability both in twin-engine operation and in single-engine operation (one-engine inoperative, one-sided propulsion failure) and thus also affects the design of the empennage.
Flight Performance Computer Revision
The overall propulsion design depends significantly on the performance requirements resulting from the planned flight profile.
Finalization of Weight & Balance
As planned for some time, the creation of a final Weight & Balance could now be completed.
Construction & Control
The task of the design team is to design the parts and components of the prototype. The goal is not only to draw components in CAD, but also to go through the creative design process in order to develop a component whose properties meet the requirements. To accomplish this task, interdisciplinary cooperation with the other teams and an application-oriented solution to the problems are particularly important. To facilitate the creative process, we organise workshops or lectures in which the approach to these topics is discussed and worked out. An example of a workshop is the structural workshop, in which the load-oriented design was discussed together with the structural team.
Test battery
First battery construction for tests.
Tail wheel
First construction of the tail wheel.
First construction of the tail wheel.
First principle sketch of the control system.
Project thesis on the design of an engine mount for the FVA 30
What is the most clever way to combine the progress of one’s own studies with the FVA while still advancing a project as sustainably as possible?
Tail Wheel Construction and Control
Due to the landing gear arrangement of the FVA 30, a tail wheel is required.
Electric drive train
The placement of the drive motors on the V-tail requires very high-power densities in order to maintain a stable centre of gravity. For this purpose, aviation-proven high-performance synchronous motors as well as IGBT-based low-loss high-performance converters are used. In addition to the mechanical challenge of the centre of gravity position, which is influenced by the long lever arm, effective cooling of the components and containment of electromagnetic emissions must also be ensured. The system architecture is divided into the high-voltage network of the drive train and a galvanically separated on-board network with a separate power supply. The drive control of the hybrid system is designed for optimal operation of the range extender, in which the battery is to cover additional power requirements during take-off and compensate for power fluctuations during flight. Our redundant high-performance battery with innovative thermal management reliably supplies the system with the required energy. A robust signal routing connects the individual components and enables precise monitoring of the system status at any time.
Battery design
Low weight, maximum energy density
Operating concept
Communication between pilot and aircraft
Certification
Rigorous testing ensures maximum reliability
Flight Performance Computer Revision
The overall propulsion design depends significantly on the performance requirements resulting from the planned flight profile.
Control Unit & HMI
The system architecture of the FVA-30 is a continuous evolution driven by the requirements of the various components of the aircraft. Important for the design is not only the electrical powertrain, but also mechanical assemblies such as the trim, avionics and lighting of the aircraft.
Engine Tests: Approval Regulations and Test Design
To prepare the engine runs for the EMRAX 228 HV used, we followed the certification regulations of JAR 22 (Section H Subsection Test Bench Runs) and then made a proposal to the LBA (German FAA) for our approach to the engine runs.
Range Extender (REX)
To achieve the projected range with the lowest possible CO2 emissions, we are developing a bivalent range extender system that relies on natural gas as the main fuel and is supplemented with petrol. From the pressure system to the range extender itself, everything must be tailored specifically to our aircraft, which gives us a wide range of tasks. The focus here is on developing the pressure system to supply methane gas to our (Wankel) combustion engine. The use of gaseous fuels has not been common in aviation until now. This poses several challenges for development and certification. In addition, exhaust gas removal and cooling of the engine as well as the electrical components must be provided, all in a highly restricted installation space, requiring creative solutions.
Pressure system concept
Concept design for aircraft pressure system
Pressure system integration
Integration of the components into the FVA 30
Range Extender System Design
High pressure system design
State of development & milestones
Newest articles
Project thesis on the design of an engine mount for the FVA 30
What is the most clever way to combine the progress of one’s own studies with the FVA while still advancing a project as sustainably as possible?
AERO Friedrichshafen Video
At Aero 2022 in Friedrichshafen, Germany, we exhibited part of the FVA30 powertrain test bed. What it’s all about and what important role the Speedgoat Real Time Target machine is playing, FVA 30 project manager Paul explains in the following video.
Questions? Suggestions? Participate?
Do you have questions about the project, or would you like to join us? Then simply write us an email or meet us at the weekly meeting. It doesn't matter which subject you are studying or which semester you are in. We are always looking for motivated team members who are committed to advancing our project independently. With us, you will gain exclusive insights into aircraft development and can already gather experience in aviation alongside your studies. We look forward to meeting you!
Project management
Valentin Storre
Bettina Budweg Duarte
What we offer you
We give you an insight into the complete aircraft development - from the fuselage to the hybrid-electric drive system. With us, you can expand your theoretical knowledge across disciplines and put your own ideas into practice right away. With our large workshop and the institutes that support us, we offer everything you need. In addition, there are regular workshops for further training with other academic flying clubs (idaflieg), technical university groups (TechAachen) and our industrial partners. However, the FVA is not only concerned with the development of new aircraft concepts - of course we want to be able to take off with them in the end! That's why we also offer students the opportunity to obtain a pilot's licence for their work - in keeping with our motto "Research - Build - Fly".Impressions
