Lange Aviation GmbH

Hardware Developer (m/f/d) Division: B2B Airborne Components & Services / LANGE.RED e-cosystem

Karlheinz Fransen — Thu, 27 Nov 2025 08:30:40 +0000

Lange Aviation is a pioneer of electric flight. With over two decades of experience and world-leading technologies, we develop certified drive solutions, battery systems and power electronics for the aviation of the future. In our B2B area, we support customers with the LANGE.RED e-cosystem – a modular complete solution for electric aircraft propulsion systems that meets the highest safety standards and stands for technical excellence “Made in Germany”.

To strengthen our team at the Zweibrücken location, we are looking for

a passionate hardware developer (m/f/d)

who wants to play an active role in shaping the electrification of aviation.

Your tasks

Development and design of innovative electronic circuits for our B2B components (e.g. power electronics, battery management systems, charging systems, on-board computers).
Design of power electronic as well as analog and digital circuits, taking embedded systems into account.
Creation of EMC-compliant designs and circuit board layouts and implementation of circuit simulations.
Commissioning, testing and troubleshooting of prototypes and finished assemblies.

Your profile

Education: Completed studies with a focus on electrical engineering/electronics or a comparable qualification.
Circuit design: Very good knowledge of electronic circuit design, especially in the areas of embedded, analog/digital technology and power electronics.
Communication technology: Sound knowledge of communication technologies, especially ISO/OSI Layer 1 and 2 (e.g. UART, SPI, I²C, CAN, Ethernet).
Design & EMC: Experience in EMC-compliant device and system design, including circuit design, PCB layout, cabling and measurement methods.
Tools: Confident use of PCB layout software (e.g. KiCad, Altium) and knowledge of circuit simulation (PSpice, LTSpice or similar).
Practical experience: Practical experience with electronic components (SMD, THT), the construction of electronics as well as measurements, commissioning and troubleshooting.
Basic knowledge: Basic understanding of microcontrollers.
Language: Native speaker or very good knowledge of German or English.

We offer

Work on pioneering “green tech” technologies in aviation.
A high-caliber project environment with a focus on certified quality and innovation.
Location at Zweibrücken airfield with direct proximity to our own production and flight testing.

Contact us
Apply now and become part of our vision of sustainable flying:
Lange Aviation GmbH
Brüssler Straße 30
66482 Zweibrücken
Germany

E-Mail: bewerbung@lange-aviation.com
Web: www.lange-aviation.com
Linkedin: https://www.linkedin.com/in/axel-lange/

We welcome applications regardless of gender, nationality, ethnic and social origin, religion/belief, disability, age, and sexual orientation and identity. In the event of equal suitability, people with disabilities will be given preferential consideration within the framework of the statutory provisions. By sending us your application documents, you agree to our privacy policy. These can be found on our homepage at https://www.lange-aviation.com/en/privacy-policy/
Expenses incurred in connection with your application cannot be reimbursed.

Advanced training for class 3 inspectors / ARS personnel

Lange Aviation — Tue, 12 Dec 2023 07:23:36 +0000

We are offering a two-day training on Jan. 27 and 28, 2023. The course uses the example of the Antares 21E propulsion system to familiarize participants with the special features of electric propulsion systems. It includes a theoretical and practical part. The following contents are taught:

Theoretical part:

Electric propulsion system using the Antares 21E as an example
Basic architecture of the electrical system of the Antares
Operating concepts
Propulsive motor and power electronics
Battery management
Other special features
Inspections
Comprehensive electrical check
Technical bulletins
Maintenance intervals

Practical part:

Localization of systems and modules
Removal and installation of batteries
The implementation of a comprehensive electrical check

The number of participants is limited to 16. The practical part will be heldcarried out in 2 groups of max. 8 participants. The cost of participation is 300,00 Euro net / 357,00 Euro incl. VAT. For registrations and queries please contact us via info@lange-aviation.com. We have been offering this advanced training since 2016.

Lange Aviation on SWR Television

Content Manager — Tue, 03 Jan 2023 08:33:01 +0000

For over a year, SWR television accompanied our company during the production of an Antares 21E.

The 30-minute report was broadcast under the title ‘Solo-Start für Segelflieger mit Elektro-Motor’ (Solo take-off for electric-powered sailplanes). The contribution is also available on Youtube.

Link to the broadcast: https://youtu.be/skeYrwBf0pk?si=JPvQgQYz2Qbiq0Pb

Panel discussion on the topic of “electric flight” at the German Soaring Day in Koblenz 2022

Lange Aviation — Thu, 17 Nov 2022 15:14:02 +0000

We are excited to see that the benefits of electric propulsion for soaring are becoming more widespread and that E variants are becoming more common, even from manufacturers not named “Lange Aviation”.

However, self-launching constructions are still rare and the Antares remains unbeaten when it comes to climb altitudes. In order to benefit from all the advantages of electric propulsion, it is not enough to simply replace the engine with an electric motor. To really exploit the possibilities, the aircraft must be developed around the new properties of the electric motor.

A battery based energy storage system also places completely new demands on safety. This was recognized by the sailplane manufacturers and was therefore the dominant topic of the panel discussion alongside future battery developments It can be concluded that the manufacturers take different approaches here. We believe that this is a key issue. We are therefore implementing functional safety in accordance with the ED-79 aviation standard which means we are at the same safety level as electric cars. Please contact us if you are interested in the topic of certified safety for electric propulsion systems in sailplanes as well as in general aviation.

What else was going on was nicely summarized by Ralf Hoffmann in his article .

“Naturally!” SWR: Environmental monitoring from the air with Lange Aviation

Karlheinz Fransen — Fri, 23 Sep 2022 12:47:34 +0000

“naturally!” SWR from 6.9.22 – “Environmental monitoring from the air with Lange Aviation”. Directly to the broadcast in the ARD Mediathek? Simply scan the QR CODE or click here: https://bit.ly/langetv1. Below you will find the video embedded.

In this report, which was broadcast on SWR in September 2022, our CEO Axel Lange explains why flying without harmful exhaust fumes and without noise is the future and how Lange Aviation realizes important environmental monitoring tasks from the air.

Issues such as illegal dumping or algae pollution on the high seas can thus be identified reliably and at an early stage. Talks have already been held with Canada about ice-free shipping routes – and AI-based polar bear counts. Forest fire detection is also one of the tasks that can be performed with the Antares E2. And all this – in contrast to satellites – with manned or unmanned Antares aircraft in much greater detail thanks to real-time transmission.

Keyword: “Very long flying, very safe flying”. Thanks to the hydrogen drive in the Antares and proven control and regulation technology, results are transmitted faster, of better quality and extremely much more favorably.

Have fun watching!

Auto-tow

Karlheinz Fransen — Mon, 19 Sep 2022 10:15:50 +0000

Antares 18T

The auto-tow launch mode gives the Antares 18T and Antares 23T new independence. Extensive testing for launch type approval was conducted in October 2015.

With Antares 18T and Antares 23T, self-launches are almost possible. For reasons of safety, there is no approval. By contrast, by using an almost forgotten launch method, the autotow, these self sustainers can -thanks to their powerful engines – be launched into the air without risk and with very little effort. This allows them to reach altitudes from which they can continue to fly independently.

At our home airfield Zweibrücken, the Antares 18T has been operated in self-launch mode for testing purposes. The good performance of the engine, the possibility of power control and not least the starter, with which the engine can be started already on the ground, made this possible. With the 2675 m ( 8780 ft ) long runway at Zweibrücken, onto which a landing would be possible again at any time, this was also no problem. At the end of the runway, a safe height of 200 m was achieved. On short runways and with water ballast, however, self-launching is not an option – not to mention the fact that there is no certification for it. The Solo engine also lacks an important safety aspect: dual ignition. But what to do if no tow plane is available or the tow pilot is missing – not to mention a winch operation? Auto-tow requires just one helper to get behind the wheel. In Germany, the current SBO still requires an additional observer inside the vehicle. This makes this launch mode highly interesting for the Antares with a self sustainer engine.

To safely perform an auto-tow, the engine is already extended and started while on the ground. After releasing at 220 m, it is then possible to continue the climb using the engine.

If the engine fails during the towing operation, a release altitude of 200 m is still achieved. In this case, a shortened circuit can then be flown safely with the engine extended.

Extensive auto-towing tests were completed in Reinsdorf near Berlin for the approval of this type of launch. On the three-kilometer grass runway, all eventualities of this type of takeoff were played out and recorded on video for the approval process. In addition to ‘normal take-offs’, take-offs with the engine extended and at idle, take-offs with partial load, with simulated engine failure (ignition off) and also rope breaks at various altitudes were tested. The most important finding of these tests is that the pilot does not behave any differently than during winch launching, and the requirements placed on the driver are the same as for a winch operator. Nothing special, then. Another important fact that quickly became apparent was that the engine must be idling during the towing process. Then the Antares 18T can climb at its optimum speed of 120 to 130 km/h (109 to 118 kts). If the engine is operated at partial load during the starting process, there is a risk that the rope parachute will open during the first gearshift of the car.

After takeoff, an engine at partial load tends to overspeed. Somewhat unusually for the drivers of the four-wheel drive BMW 530 that was used: they had to accelerate very quickly right at the start of the launch and only reduce to the correct towing speed after the acceleration phase. It is also advisable to deactivate some of the driver assistance systems by selecting the Sport driving mode. If the many electronic assistants were not switched off, there would, despite the dual-clutch gearbox, be short delays during gear changes which in turn could cause the cable parachute to open. And this had to be prevented at all costs.

A Tost hook, which can be effortlessly be fitted to the trailer hitch, was used for the tests. In addition to the approval for the Antares 18T and Antares 23T, the airfields must of course also include the auto-tow take-off mode in their approval. The national regulations apply to the inclusion of the launch mode Auto Tow in the permit.

Antares 23

Auto-tow launching is a much desired option for Antares 18T and Antares 23T pilots, as it provides even more independence for these aircraft with self-sustainer engine. The first extensive test launches in auto-tow with the Antares 18T showed that this type of launch can be a useful addition to winch launching or aerotow.

Auto-towing trials for the Antares 23 were conducted at Reinsdorf near Berlin. The aim was to investigate whether the Antares 23 could still reach altitudes from which it could continue flying independently when towed by a car, even with a full water ballast. After all, the Antares 23 with full ballast tanks weighs almost a metric ton ( 2200 lb ). The data obtained during the test were also be used to verify our mathematical models of auto-tow launch for large flight masses. Since the maximum flight mass is identical for the Antares 23T and the Antares 23E, it was possible to use an Antares 23E that happened to be available for testing.

Unlike the flight test with the Antares 18T, the motor remained retracted in the fuselage during testing with the 23. For purposes of certification, the aircraft had to be flown up to the maximum permitted speed for winch launch – which was well beyond the operating speed range for the motor.

It was found that with increasing towing speed greater release heights were achieved. During the first flights with a take-off mass of 642 kilograms ( 1020 lb ), i.e. without water ballast, with flap position +1 and a towing speed of 140 to 150 kph (76 to 81 kts ), an altitude of around 280 meters (920 ft) was achieved. At speeds of 160 to 165 kph ( 86 to 89 kts ), this figure reached 300 meters ( 984 ft ). This occurred in a headwind of 20 to 30 kph, ( 11 to 16 kts ) which came from the side at around 30 degrees.

A 258 hp BMW 530d Touring with all-wheel drive was used as a towing vehicle during the test flights on the grass field, which was a good two kilometers long (6560 ft) (we did not use the full length of about 2,800 m / 9190 ft ). The dyneema rope used had a length of 370 meters (1214 ft).

The flights with full water ballast – the Antares 23E then weighs 901 kilograms ( 1986 lb ) – resulted in significantly lower release altitudes. Takeoffs at about 140 kph ( 76 kts ) towing speed ended at 200 meters ( 656 ft ) altitude, tows at 145 to 155 kph ( 78 to 84 kts ) at about 250 meters ( 820 ft ). This meager altitude gain speaks rather against the auto-tow launch with the 23 with water ballast.

Control during towing was similar to that during winch launch and brought no surprises. The required control forces were low.. No large control surface deflections were required to keep the wings horizontal from the start of the takeoff run. Moreover, with a slightly tail-heavy trim, it was not necessary to apply too much elevator pressure during the climb.

With the flights we found that the Antares 23E takes off at 70 to 80 kph (43 kts). The speed increases further when a clear climb attitude is assumed. In this phase it is important that the tow vehicle continues to accelerate above 90 kph (49 kts), other then that, the pilot must be careful not to adopt too large a climb angle, as is also the case for winch launching. The launch is safe and effective at flight speeds above 120 kph ( 65 kts ). For this, the car has to accelerate to around 110 kph ( 59 kts ). Of course, with a corresponding headwind, a lower speed is sufficient. The Tost coupling, which can be easily attached to trailer hitches, was again used for the tests.

The Antares will be certified for auto-towing without water ballast for types 18T, 21E and 23E/T. To be able to use it, pilots need a license entry for auto-towing and airfields must include auto-towing as a take-off mode in their permit.

Combustion engine for Antares 18T and 23T

Karlheinz Fransen — Mon, 19 Sep 2022 10:14:55 +0000

Homebringer redefined

Our drive system with internal combustion engine is trend-setting. In the process, we have systematically developed the familiar turbo concept, which is almost 30 years old, and completely revised the turbo drive. The second drive concept in addition to our very successful electric self-starter meets the following requirements:

High climbing capacity, even at high altitudes
safe starting in the air
Significant improvement in reliability
very low vibration level
high comfort.

The turbo engine will be used in the Antares 18T and Antares 23T series.

Combustion engine for Antares 18T and 23T 24

A high climbing capacity of the turbo drive allows safe and comfortable flying even in high mountains. Sufficient power reserves for unfavorable ambient conditions were taken into account. High temperatures of 30° Celsius, high passes in the Alps, Andes or Rocky Mountains are no longer a safety risk. That’s why we opted for a very powerful engine and equipped our T variants with the proven 30 hp SOLO 2350C engine. This motor with gearbox made it possible to realize low speeds and high efficiency of the propeller. Its diameter is 1.36 m. The service ceiling is over 4,000 m.

Home with safety

Easy and safe starting in the air was a top priority during development. It clearly means an increase in safety for the pilot. For this purpose, we have developed a propeller with a large blade depth on the outside, which brings good efficiency both at start-up and in climb. Thus, our engine can already be started at comparatively low speeds (approx. 115 km/h). What every pilot actually knows is that the gliding polar curve of a glider deteriorates enormously with the engine extended. Already at 110 km/h, the inherent sink rate with the engine extended is 1.8 m/s and corresponds to a glide ratio of 1:18. At 130 km/h, a speed that many turbos need for startup, the inherent sink rate is already 2.8 m/s with a glide ratio of 1:12.9. There’s not much room for maneuver if things don’t work out right away. Unfortunately, this is why there have always been accidents with turbos. The loss of altitude during a crash is therefore decisive for the safety of the pilot.

Altitude loss for different run-up speeds.

If the altitude loss with starter is still less than 15 meters, the rush to 110 km/h already consumes 55 meters. When crashing at 130 km/h, 93 m is already almost twice the height required at 110 km/h. A drastic loss of altitude then occurs at 140 km/h with 130m.

For safety reasons, the required run-up speed should not exceed 120 km/h. Thus, the engine of the Antares 23T can be started safely at 110 km/h with the propeller specially designed with these aspects in mind.

Another critical moment occurs when the difference between the speed at which the engine starts and the speed at which the engine speed limiter kicks in and switches off the ignition is too small. If this range is too small, there is a risk that you will start flying so fast that when the engine does not start immediately, the ignition is immediately cut off again by the rev limiter. With our T variants, the difference between the approach speed and the overspeed is about 30km/h, a range that even a less experienced pilot can safely maintain. The problem can be avoided completely if the motorglider is equipped with a throttle and the speed limiter can be omitted. We offer this as an option. Finally, starting the engine is even safer with an electric starter, which we also offer as an option.

Simplest operation with safety

The highest possible safety of the overall system was also our most important premise for the T variants. As with our self-launching Antares 20E model, the pilot is relieved as much as possible when operating the engine. The engine is retracted and extended in the air largely automatically, along the lines of our electric motor glider. The short extension time of the power unit of about 10 seconds means very little loss of altitude until startup.

Comfort and performance in powered flight

A very low vibration level of the turbo drive system means direct relief for the pilot. The stress level of the pilot in powered flight with our T variants is much lower than with “normal” turbo engines and communication via radio is possible without any problems. The most important effect of the very low vibrations, however, is the high fatigue strength and thus reliability and low maintenance of the entire system. This is achieved by a completely redesigned and very rigid engine mount and a special damping engine suspension. The design of the gearbox also helps to dampen vibrations. The display of the cylinder head temperature (optional) in conjunction with the throttle cable, which is also optional, enables the powerful engine to always be operated in the optimum regime.

Fuselage tank

A large 16.2-liter fuselage tank provides good range and eliminates the need for flat tanks, which would have to be drained for transport in a trailer on the road.

2nd generation charger

Karlheinz Fransen — Mon, 19 Sep 2022 10:14:13 +0000

2nd generation charger 26

Development goals

Several goals were pursued during the development. The charging system should be reliable, robust and very effective. In addition, the charging system should meet the highest safety standards, both in terms of the charging process itself and in terms of personal safety. Last but not least, repairs should be quick and easy by replacing individual modules. After two years of intensive development and testing, we have succeeded in supplying a charging system that fully meets these and other development goals. Of course, the charging system is once more fully integrated into the fuselage and thus also enables soaring safaris.

Reliability

In order to achieve maximum reliability, automotive assemblies and components were integrated on a broad scale. The charging connector used to connect the Antares to the mains outlet is an automotive type 2 connector, as used in current electric vehicles today. The power unit, which converts the AC mains voltage into 300 V DC charging current, is also an automotive device that meets the latest standards. In the other assemblies of the charging system, automotive-certified components were used as far as possible. The charger has been developed and extensively tested in accordance with aviation standards ED-79/DO-178C/DO-254. Furthermore, the first aircraft were already equipped with the new charging system in 2020 and operated without any complaints.

Performance

The charger can charge continuously with high DC currents of up to 9 A. With the legacy battery system, this reduces the charging time for a full charge to 5.5 hours. For the new Antares.RED.3 battery system with increased capacity, the increased charging power is necessary to fully charge the battery overnight. The new battery generation is also stored at a cell voltage of 3.8 V and not 4.0 V as was hitherto the case, while the maximum individual cell voltage for “Charging Plus” has also been increased from 4.1 V to 4.2 V. If you decide to fly at short notice, the new charging system allows you to quickly charge the battery from a storage voltage of 3.8 V to the maximum 4.2 V.

Safety

All devices in the charging system meet the highest modern safety standards with regard to personal safety. The devices feature double insulation. The use of a galvanically isolated power module also provides a major safety gain. The EVSE, which carries the current from the AC mains outlet to the charging system, monitors not only the maximum current but also the contacting of the mains socket and, if necessary, reduces the charging power. In addition, the EVSE detects wiring faults in the mains outlet and permanently monitors its protective earth. The processes used comply with current automotive standards. The potential problems of dubious older electrical installations on airfields can thus be effectively countered with state-of-the-art technology.

Mobile data connection

Karlheinz Fransen — Mon, 19 Sep 2022 10:14:00 +0000

The Antares features a module for cellular data connectivity. Through this module, both the user and the manufacturer can access the electronic system of Antares. In addition, the aircraft can independently send messages to the user and the manufacturer.

Mobile data connection 28

Communication via SMS messages

Communication via SMS messages offers enormous advantages when initiating and monitoring charging processes. By means of an SMS message, the user can remotely start and stop the charging process or set individual parameters and is then regularly informed about the status of the battery system. Furthermore, the manufacturer can read the fault memory and logger data for the battery system. This enables fault diagnosis or remote maintenance without having to transport the aircraft to a suitable facility. By developing these functions in-house, it was possible to implement a very high level of data integrity. Software updates can be performed via a remote access kit (over the air updates). Since its introduction, our remote data access system has proven its worth and it is constantly being developed further.

Software 7.0

Karlheinz Fransen — Mon, 19 Sep 2022 10:12:48 +0000

Increasing flight safety

During flight, the software permanently monitors all limit switches, the hydraulic system and the electrical components of the drive system at an unprecedented depth. For this purpose, extensive logical queries and physical models are mapped in the software. This enables very fast error detection. Any errors that occur are immediately reported to the pilot. In many cases, the system can maintain functionality despite a defect or bring the drive into a safe state. This reduces the pilot’s workload and avoids expensive secondary faults, such as the hydraulic motor burning out due to prolonged running time. Such systems are also used in commercial aviation.on.

Advanced data logging

Any faults that occur are stored in an error logbook and can be read by the pilot on the ground.

During charging, the data logger registers fault messages from the numerous battery monitoring modules. This means that individual faulty modules can be identified and replaced with a minimum of effort. It has been observed that electronic modules can exhibit transient failures, sometimes only for milliseconds, months before a total failure. Thanks to the extended data logging, impending failures can be detected at an early stage and rectified long before a total failure occurs.

Repair measures at a service partner

The permanent fault monitoring in conjunction with the considerably extended data logging greatly simplifies troubleshooting.

For fault diagnosis, data from the main computer can be copied to a USB stick and then transmitted to Lange Aviation by e-mail. Due to the extended data logging, we can identify a large number of potential faults without the need to bring the aircraft into the factory. Troubleshooting can then be performed at a service partner. This often avoids long journeys with the aircraft and time-consuming customs procedures.