Dr Grant Lumsden is an applied superconductivity researcher at Robinson Research Institute, working in the machines group as part of the AETP programme.After gaining his PhD at the University of Melbourne, Grant moved to the UK in 1995 and worked in product development and research in the automotive industry. He has led teams working in the areas of ultra-low emission combustion systems, flywheel energy storage and hybrid powertrain research. Working for companies such as Audi AG, MAHLE, Williams and Cummins Turbochargers, he has a demonstrated ability to take research outputs through into mass production.Moving to New Zealand in 2012 with his family, Grant decided to expand his commercial and sector experience. Roles have included attracting commercial R&D to New Zealand with MBIE, some exciting creative initiatives at Weta Workshop and growing new product start-ups with Lightning Lab.Grant started at Robinson in 2021 and his research focus includes superconducting machines, cryogenic materials and systems, and hybridisation strategies for aircraft. Grant also spends part of his time working in the commercialisation team at Wellington UniVentures, driving commercial outcomes for the University’s research, and building industry collaborations domestically and internationally.
Chris has thirty years’ experience in Aerospace, Defence, Naval & markets, leading Strategy with an MBA from Cranfield University, and Supply Chain Director, IT Transformation Programme Director and Naval Architect.
Gareth has a Phd in Synthetic Organic Chemistry and has successfully run and been a Diretor of several companies since 1997.
Paul has thirty years’ experience in Aerospace, Defence, Naval & Energy markets
Rob has 40 years experience in Airbus, Siemens, and most recently Fly Zero, spanning roles including Future Projects, A380, A350 for Airbus, Tidal Turbines for Siemens and Systems and Certification for Flyzero
'The key realization over the last year was the battery as an energy store for airliners didn’t cut it. Not today, not tomorrow, and probably not in the foreseeable future.
The alternative energy store that was continuously looked at was Hydrogen, H2. It was the fuel the world’s first jet engine used (H. von Ohain’s He S-1 engine in 1937) and it was the fuel used in the Russian Tu-155 hydrogen research airliner in 1988.
It has some very attractive features like three times higher energy density than jet fuel (batteries have 70 times worse) but also challenges like four times worse volume density and a non-existent production ecosystem for air transport.
Figure 1. The Russian Tu-155 hydrogen fuel research aircraft that flew in 1988. Source: Tupolev
