Every gram counts - and so does every kelvin

No. COOLTEC is certified to DIN EN ISO 9001:2015 (TÜV Thüringen), not to EN 9100. For a flight-approved series part that is a knock-out criterion, which is why we say it first rather than in the small print. Where we regularly work in aerospace is the phase before that: technology studies, pre-development, functional samples and test rig assemblies. These are parts that do not fly but that decide the design. We supply material certificates, dimensional reports and leak test records; we do not supply part certification or qualification to an aviation standard. If your project later goes into series production, the clean sequence is design and samples with us, then series manufacturing at an EN 9100 facility, with handover of the design where appropriate.

Fuel as a coolant, the so-called fuel cooler, is technically possible and is used in aviation because the fuel is on board anyway and has a high heat capacity. The challenges are not thermal but safety- and material-related: the circuit carries a flammable medium, so leak tightness and double barriers between fuel and electronics take on a different quality than with water-glycol. On the material side, the media-wetted surface has to be compatible with kerosene and its additives; aluminium is generally suitable, elastomers are critical and have to be selected as fuel-resistant. We assess feasibility, material choice and the sealing concept. One limit: the safety assessment and approval of a fuel-carrying cooling circuit in an aircraft lies entirely with you, and we are not the right partner for that.

Lightweight design in liquid coolers means leaving material only where it conducts heat or takes pressure. In practice we use pockets in non-load-bearing areas and thin walls between the channels, and we leave out solid edge regions. The trade-off is hard and cannot be designed away: every reduction in wall thickness lowers the permissible operating pressure and increases deflection. That is why we need the priority from you and the actual operating pressure, not the test pressure of a standard that may not even apply. Target weights of a few kilograms at several hundred watts are achievable if the structure is designed consistently for it. Limit: maximising weight, pressure resistance and low thermal resistance all at once does not work. Of those three you get two.

Yes. Curved coolers for cylindrical or conical parts are a case of their own, for example for cooling engine or housing components where a flat plate does not make contact. We implement this with curved base bodies with press-fitted tubes or with segments that follow the contour. More important than the curvature itself is the contact: a curved cooler only helps if it makes contact across the whole surface, otherwise an air gap forms that degrades the cooling more than the curved shape improves it. That is why we work with a defined contour and a contact-pressure concept, not just with a radius. Limit: very small radii restrict tube diameter and therefore volume flow. With tight curvatures we check whether channels rather than tubes are the better solution.

Manufacturing and assembly take place in Germany; raw material and individual process steps may come from partners and supplying mills inside and outside Europe. On request we document the origin of goods for a part. That is a recurring requirement, both for customs purposes and for supplier qualifications in which origin is an assessment criterion. Important for your planning: proof of origin has to be agreed before ordering, because it depends on the supply chain of the specific order and cannot be reconstructed afterwards. If you have requirements for the origin of the raw material, European aluminium for example, state that in your enquiry, because it affects availability and price. Limit: we can only guarantee an unbroken chain of origin back to the melt if the supplying mill documents it.

We frame the task as cooling capacity per unit mass rather than as absolute cooling capacity. In simulation we compare variants with different wall thickness, material and channel routing and show you where the curve flattens. That is the economical design point.

Joints and interfaces are the critical points. We therefore prefer designs with few joints and dimension them for the required load cycles.

Aluminium for lightweight design, copper for maximum conductivity, copper-nickel and stainless steel for resistance. In many aerospace projects we combine: conductive material at the heat source, light material in the structure.

Yes. We select low-outgassing materials, avoid trapped volumes and match cleaning and joining processes to the vacuum requirement. We document leak tightness down to the range of helium testing.

We manufacture everything from a 30 mm microchannel cooler to a 3 m (30,000 mm) cold plate, including fully cooled large precision parts. Size alone does not decide what is possible; material, design and tolerance do. Give us your dimensions and we will tell you in which design we can produce them.

Yes, and in aerospace that is often the bigger lever. We integrate cooling channels into load-bearing parts and cool stators, batteries and drive electronics. That saves mass compared with separate heat sinks.

Yes: inverters, converters, battery modules and e-motors.

Material certificates, dimensional reports, pressure and leak test records to the agreed scope per lot or per part. For initial sample inspections we prepare the documentation to your specification.

Samples in around 6-8 weeks, or 2-4 weeks by express. Aerospace projects typically run in small to medium quantities with a high variety of variants, which is what our manufacturing is set up for.