ZA2000
2-5MW modular hydrogen-electric
powertrain for 40-80 seat regional
turboprops
Scaling Electrified Flight for Large Regional Turboprops
A hydrogen-electric powertrain based on unique, proprietary advances in novel fuel cell and electric propulsion systems
Utilizing ZA2000
powertrains in 40-80
seat aircraft can enable:
Zero-emission flight and fuel
Tackling 95% of climate change impact: clean hydrogen in fuel cells generating electricity to power electric motors
Lower and more stable fuel costs
Green hydrogen cost set to be lower than jet kerosene and SAF; fuel cell systems offer more energy efficient use of fuel
Significantly lower maintenance cost
ZeroAvia’s hydrogen-electric powertrain promises significant extension of flight hours between major servicing events
Reduced noise and air pollution
Removing the noise and exhaust of combustion engines to reduce disruption and air quality impacts on communities close to airports
Green Regional Flight
The ZA2000 is a 2-5MW modular hydrogen-electric powertrain for up to 80 seat regional turboprops
Providing efficient, clean and quiet propulsion for the future of regional air mobility
Fueled by liquid hydrogen tanks and capable of carrying passengers up to 1000 NM.
How Does Our Hydrogen-Electric Powertrain Work?
State-of-the-art fuel cell and electric motor technology combine to create an unparalleled aircraft engine with improved operating economics and zero-emissions
Liquid hydrogen stored onboard in lightweight tanks to feed fuel cell systems and generate electricity
Electricity used to power electric motors, which turn propulsors to generate thrust
Typical Airframes for ZA2000
DHC Dash 8 Series
ATR 42/72
Comparison
| ZA600 | Turbine Engine | |
|---|---|---|
| Propulsion system type | Fuel Cell and Electric Motor | Internal combustion |
| Shaft horsepower, kW | 2-5 MW | 2-4 MW |
| Overall system efficiency | 45-60% 1 | PW127 is >20% above 40% PP, otherwise <30% 2 |
| Maintenance overhaul interval | TBC | ~3,600-8,000 hours4 |
| Fuel consumption hour/kg/eng | 60-70 | 320-350 |
| Direct CO2 emissions per hour 3 | Nil | 1000-1100 kg |
| NOx and other emissions per ho 3 | Nil | PW127F @ MCR, 2.2gCO/kg, 0gUHC/kg, 15.6gNOx/kg 4 |
| Contrails 3 | 60-80% reduction | No mitigation |
1 ZeroAvia internal modelling for ZA2000
2 ZeroAvia internal estimation for P127
4 PWC Exhaust Emissions Data – March 1997
Hydrogen-electric is the best option
for long-term transition to clean aviation
| Reduction in climate impact | Scalability | Net Impact | Key Challenge | |||
|---|---|---|---|---|---|---|
| Direct CO2 | NOx | Water vapour & contrails | ||||
| H2-electric |  | |  | | | Weight of the powertrain Higher volume fuel tanks required |
| H2 Combustion | |  | | |  | Higher non-CO2 climate impact than fossil fuels Even higher volume fuel tanks required |
| Sustainable aviation fuels |  | | | |  | Bio feedstock sustainability High cost of synthetic fuels Same in-flight emissions |
| Battery electric | | | | |  | Weight of battery precludes large aircraft use Frequent replacement |
| Hybrid-electric | | | | | | Small incremental impact (10-20% max) on both economics and climate |
Comprehensive Moderate Limited