The AlKGH project, launched on 1 July 2019 and running for 48 months with a two‑month cost‑neutral extension, was a joint effort between Continental Aerospace Technologies GmbH and the Technical University of Dresden. The partnership combined Continental’s expertise in kerosene‑powered piston engines with TU Dresden’s strengths in computational mechanics and prototype manufacturing. The project was funded through German research programmes, with the aim of developing an environmentally friendly, high‑efficiency engine for light aircraft.

The scientific objectives centred on reducing fuel consumption and emissions of Continental’s Centurion series. The engines already deliver up to 40 % lower fuel use compared with competing models, thanks to diesel‑type combustion and a high thermal efficiency. AlKGH sought to push this advantage further by redesigning the crankcase, the component that houses the pistons and connecting rods. The study began with a benchmark analysis of the existing CD‑155 engine, including a detailed finite‑element model that captured the complex geometry and material behaviour of the crankcase. The FEM analysis revealed critical stress concentrations and thermal gradients that limited the engine’s operating envelope.

Building on these insights, the team developed a new aluminium crankcase concept. A literature survey and parametric design study identified several alternative geometries. Using a cycle‑process calculation, the researchers established the necessary design parameters such as wall thickness, mounting points, and cooling channels. Several variants were then constructed in silico, each validated by a full FEM simulation that confirmed compliance with the required strength and stiffness criteria. The chosen design achieved a weight reduction of roughly 15 % compared with the original cast‑iron case, while maintaining the same safety margins.

Prototype manufacturing followed in HAP 3. The selected variant was fabricated using precision aluminium machining and additive‑manufacturing techniques for complex internal features. The prototype was then subjected to a comprehensive measurement campaign in HAP 4 and HAP 5. Engine dynamometer tests measured torque, power, and fuel consumption across a range of operating points. The experimental data were compared with the FEM predictions, showing excellent agreement within 3 % for key performance metrics. The new crankcase design delivered a measurable improvement in fuel efficiency, with a 5 % reduction in specific fuel consumption at cruise power settings, and a corresponding decrease in CO₂ emissions.

Beyond the technical achievements, the project produced ten peer‑reviewed publications and contributed to the knowledge base on lightweight crankcase design for aviation engines. The collaboration also fostered technology transfer: the validated FEM methodology and design guidelines are now being integrated into Continental’s future engine development pipeline. The partnership demonstrated that concepts from automotive engineering—such as aluminium casting and advanced simulation—can be successfully adapted to the stringent safety and reliability requirements of general aviation. The AlKGH project therefore represents a significant step toward more sustainable light‑aircraft propulsion, combining rigorous scientific analysis with practical engineering implementation.