Master’s in Aeronautical Hybrid-Electric Propulsion Engineering
Online master's programme of 1,900 hours in aeronautical hybrid-electric propulsion engineering, structured in 12 modules covering hybrid architectures, electric machines, power electronics, batteries, high-voltage networks, thermal management, turbogenerators, aircraft and mission design, energy management and certification, with an assigned technical tutor.
Master’s in Aeronautical Hybrid-Electric Propulsion Engineering — studying from South Africa
South Africa has a long-standing aerospace base, anchored by the Western Cape cluster around Cape Town and the Gauteng aerospace corridor near Johannesburg. Companies such as Denel Aerospace Systems, Aerosud and Airbus-linked suppliers in the Western Cape draw on local engineering talent. The South African Civil Aviation Authority oversees airworthiness and drone regulation, while the South African National Space Agency coordinates national space activity. Demand for skills in aircraft systems, unmanned aerial systems and satellite engineering continues to grow across both regions.
Fees for South Africa: R 148 000 (South African rand), with instalments and employer sponsorship available.
Relevant bodies in South Africa
Typical roles
Questions from South Africa
Will a SEIUM qualification be recognised by the South African Council for Aeronautical and Engineering Professions or ECSA?
SEIUM is a private online institute and its qualifications are not official state degrees or accredited by a national body. In South Africa, professional registration is handled by bodies such as ECSA (Engineering Council of South Africa) and SACAP for built environment roles, and aviation licensing by the SACAA. Recognition of a private qualification is decided by the employer or the relevant body, so check directly with them before enrolling.
Would this qualification help me get work with aerospace or drone employers in South Africa?
Employers in South Africa's aerospace and drone sector, such as aircraft maintenance organisations, defence contractors and drone operators, usually weigh experience, licensing and university credentials heavily. A private online qualification can support your CV and show specialist knowledge, but it does not guarantee hiring or a particular role. Ask prospective employers whether they value the programme before you commit.
Can I manage the workload while working full time, and do I need to be fluent in English?
The programme is 100% online and taught in English, so you need solid working English. Study is fully remote, so no student visa is needed to study from home. Master's programmes total 1,900 hours, postgraduate diplomas 800 hours and specialist courses 300 hours, with an assigned technical tutor. Plan your weekly hours realistically, and ask whether employer sponsorship or instalment payment could help with fees.
Take the controls.
Run a real engineering trade-off from this field. Move the sliders, watch the model react in real time and beat the challenge.
What you will be able to do
Understand hybrid-electric propulsion architectures.
Size aeronautical electric machines.
Design high-efficiency power electronics.
Select batteries and storage systems.
Design safe high-voltage electrical networks.
Integrate thermal and energy management.
Plan the certification of electric propulsion systems.
Who it's for
- Electric propulsion engineers developing motors and powertrains for aircraft.
- Power electronics engineers designing inverters and converters with SiC or GaN.
- Battery engineers working on packs, BMS and thermal runaway.
- Thermal management engineers integrating cooling loops.
- Aircraft electrical systems engineers moving to high-voltage architectures.
- Propulsion certification engineers working with SC E-19.
- Engineering or science graduates aiming to join the aerospace sector.
What you'll work with
- EASA Special Condition SC E-19 (electric/hybrid propulsion system)
- CS-E Engines (EASA certification specifications for engines)
- RTCA DO-311A (minimum performance standards for rechargeable lithium batteries)
- SAE AS6858 (installation of electric propulsion systems)
- SAE ARP8676 (electrified propulsion system guidance)
- RTCA DO-160G (environmental conditions and test procedures for airborne equipment)
- MIL-STD-704F (aircraft electric power characteristics)
- SAE ARP4754A (development of civil aircraft and systems)
- MATLAB/Simulink
- Simcenter Amesim
- SUAVE
- ANSYS Maxwell
- PLECS
12 modules · 1900 h
1.1Climate and regulatory drivers1.2Degrees of electrification1.3More-electric aircraft1.4Series, parallel and turboelectric hybridisation1.5Demonstrators and programmes1.6Market segments1.7Technological challenges of electrification1.8Clean Aviation roadmap1.9Comparison with hydrogen1.10Case study: analysis of a regional hybrid demonstrator
2.1Series hybrid architecture2.2Parallel hybrid architecture2.3Combined series-parallel architecture2.4Partial turboelectric configuration2.5Distributed electric propulsion2.6Degree of hybridisation2.7Energy management strategies2.8Battery-based architectures2.9Architecture selection2.10Workshop: comparison of architectures for a 19-seat aircraft
3.1Permanent magnet synchronous motors3.2Induction machines3.3Axial flux machines3.4Power density3.5Copper and iron losses3.6Motor cooling3.7Fault tolerance3.8High-speed generators3.9Superconducting machines3.10Lab: sizing a 500 kW motor
4.1Three-phase motor inverters4.2High-power DC-DC converters4.3SiC and GaN semiconductors4.4Multilevel converter topologies4.5Vector control of synchronous motors4.6Losses and efficiency4.7Switching-induced electromagnetic interference4.8Cooling of power modules4.9Reliability of power semiconductors4.10Practical exercise: simulation of a SiC inverter
5.1Li-ion chemistry and its variants5.2Energy and power density5.3Packs and modules5.4Battery management system (BMS)5.5Thermal runaway and its propagation5.6Cell degradation and ageing5.7Solid-state batteries5.8Supercapacitors for power peaks5.9Battery requirements under DO-311A5.10Case study: sizing a battery pack
6.1HVDC distribution networks6.2Electrical distribution architecture6.3Protection of DC networks6.4Arcs and partial discharges6.5Paschen's law6.6Electrical insulation at altitude6.7Lightweight high-voltage cabling6.8High-voltage connectors6.9Earthing and grounding6.10Lab: partial discharge analysis
7.1Thermal loads of electrical components7.2Compact heat exchangers7.3Liquid cooling of motors7.4Two-phase loops7.5Integration with fuel7.6Heat rejection7.7Drag penalty7.8System thermal optimisation7.9Thermal testing of components7.10Practical exercise: thermal balance of a hybrid powertrain
8.1Turboshafts for power generation8.2High-speed turbogenerators8.3Integration with the electric motor8.4Operation at the optimum point8.5Electric start of the turboshaft8.6Small high-efficiency turbines8.7Energy recovery8.8Maintenance of turbogenerator sets8.9Reliability of hybrid generation8.10Case study: operating strategy for a turbogenerator
9.1Sizing a hybrid aircraft9.2Modified Breguet equation9.3Short-range regional missions9.4Energy and fuel reserves9.5Aerodynamic integration of propulsors9.6Effect on weight9.7Multidisciplinary aircraft optimisation9.8Conceptual design tools9.9Sensitivity analysis9.10Lab: mission sizing with SUAVE
10.1High-level energy supervisor10.2Optimal power-split control10.3Dynamic programming for energy management10.4Model predictive control10.5Operating modes10.6Failures and degradation10.7Pilot interface10.8Certifiable control software10.9Validation of energy strategies10.10Practical exercise: energy management strategy in Simulink
11.1Special Condition E-1911.2SAE standards for EPS11.3Safety analysis11.4Thermal runaway in certification11.5Electrical failures and their containment11.6Testing of electrical components11.7Iron bird integration testing11.8Incremental certification of propulsion11.9Lessons learned from demonstrators11.10Case study: safety of an EPU system
12.1Mission definition12.2Selection of the hybrid architecture12.3Sizing of electrical components12.4Thermal management design12.5Integration into the aircraft12.6Energy management strategy12.7Safety analysis of the propulsion system12.8Emissions assessment12.9Master's Thesis report12.10Master's Thesis: defence before a panel
How you'll learn
100% online training on the SEIUM campus, with downloadable material, recorded classes and an assigned technical tutor. No fixed timetables: you progress at your own pace within the intake, so it fits alongside your job.
Each module combines theory, guided reading of the original standard and applied exercises. The working software is MATLAB/Simulink, Simcenter Amesim, SUAVE, ANSYS Maxwell and PLECS, in free, academic or evaluation versions. Practice is based on real procedures for hybrid powertrain simulation, battery and motor sizing and thermal analysis of electrical systems. Assessment is continuous by module, plus the final Master's Thesis.
Standards covered: EASA Special Condition SC E-19 Electric/Hybrid Propulsion System, CS-E Engines (EASA), RTCA DO-311A, SAE AS6858, SAE ARP8676, RTCA DO-160G, MIL-STD-704F, SAE ARP4754A.
Build it end to end
Your final project follows the real engineering workflow, step by step, reviewed by your tutor.
Where this takes you
Requirements
- A university degree in engineering, science or architecture, or equivalent demonstrable professional experience.
- An internet connection and a computer capable of running the programme software.
- English sufficient to read technical standards.
Ready to start?
Send your application today. Our admissions team replies within 72 hours with your study plan and funding options.
Frequently asked questions
The programme totals 1,900 hours over 12–14 months. You set your own pace within each intake, and your tutor helps you plan the workload around your job.
You work with MATLAB/Simulink, Simcenter Amesim, SUAVE, ANSYS Maxwell and PLECS, using free, academic or evaluation versions. Your tutor indicates the free alternative wherever one exists.
A SEIUM Institute diploma, awarded on passing the continuous assessment and the Master's Thesis. It is SEIUM's own qualification, not an official state degree; its recognition depends on the programme completed and the regulations of each country.
Yes. Modules passed in a course or postgraduate diploma in the same area are recognised in the higher programme. Ask about the recognition policy when you enrol.
A university degree in engineering, science or architecture (or equivalent professional experience), a computer able to run the programme software, and English sufficient to read technical standards.
Start dates are set by SEIUM's faculty for each intake. Our admissions team will confirm the next available date when you apply.
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