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Regional Turboprops Showing Potential for Hydrogen
Power in the Near Future
Avionics International highlights research and
development activity happening at two companies, Universal Hydrogen and
ZeroAvia that could enable the entry into service for a hydrogen powered
regional turboprop aircraft in the near future.
As the global air transportation industry continues to be transformed by the impact of the COVID-19 coronavirus pandemic, flying quietly under the radar are a series of initiatives and companies working to make hydrogen-powered regional turboprop aircraft a reality by the mid 2020s.
Here,
Avionics International highlights research and development activity happening
at two companies, Universal Hydrogen and ZeroAvia that could enable the entry
into service for a hydrogen powered regional turboprop aircraft in the near
future.
Universal
Hydrogen
Distribution
of hydrogen power to regional turboprop aircraft could become a reality by the
mid 2020s, according to a disruptive new California-based green startup that is
already talking to airlines and airplane manufacturers about their concept.
Universal Hydrogen CEO Paul Eremenko and COO Jason Chua explained during a
recent interview how they envision using the global intermodal freight network
to eliminate the need for infrastructure and provide hydrogen power for
passenger carrying regional airline flights in the near future during a recent
interview.
The
company has multiple patents pending associated with its invention of hydrogen
storage pods capable of generating enough power to initially enable flight
operations on short haul regional airline flights.
Rather
than trying to develop the infrastructure required to store, develop and
distribute hydrogen, their capsule converts hydrogen to dry freight to enable
transportation from the point of consumption to airports where aircraft need
refueling. Their design takes advantage of the concept of intermodal freight,
which uses containers that can be transported through a variety of vehicles
including ships, semi-trailer trucks, and trains. (Universal Hydrogen)
“A
really important point to just make very clear is that we're not an airplane
company and we do not aspire to be an airplane company. We are a hydrogen
logistics company and we would like to serve as many different aviation market
segments with hydrogen as possible,” Eremenko said.
According
to an information sheet provided by the startup, the modular capsule is “2X
more weight-efficient than traditional hydrogen storage” and is part of a
“retrofit package for existing regional aircraft using mature electric motor
and fuel cell technologies.” De Havilland’s Canada Dash-8 Q-300 and the ATR-42
are some of the regional aircraft types that have already had discussions with
Eremenko, Chua and their other co-founders – a team of former UTC executives
who left the company after the Raytheon merger.
Rather
than trying to develop the infrastructure required to store, develop and
distribute hydrogen, their capsule converts hydrogen to dry freight to enable
transportation from the point of consumption to airports where aircraft need
refueling. Their design takes advantage of the concept of intermodal freight,
which uses containers that can be transported through a variety of vehicles
including ships, semi-trailer trucks, and trains.
Entry
into service within the next five years is envisioned by Eremenko and his
co-founders with a three phased process. Over the next year, under Phase A the
hydrogen capsules will be developed and tested at full-scale to include an
end-to-end demonstration of their intermodal power distribution concept from
the point of production to an “aircraft-scale ground testbed for fuel cell
powertrain.”
Phase
B includes achievement of air transport certification for their capsules prior
to Phase C: “mass industrialization of the capsules and FAA certification of a
hydrogen-powered regional turboprop carrying 40 passengers with up to 500 nm
range,” the startup notes on their information sheet.
“Initially
we will focus on the regional turboprop aircraft segment. We think that it's a
good proof point for anything bigger. Eventually we want to be able to tackle
the single aisle market because that is where the majority of the world's
passenger miles are flown, and that's where the majority of fuel burn and
carbon emissions happen,” Chua said
The
company is already taking major strides toward making their vision a reality
too. After emerging from stealth in late August, Universal Hydrogen has already
established a partnership with Redmond, Washington-based magniX to supply the
electric propulsion system as part of a retrofit conversion kit for the De
Havilland Canada DHC8-Q300.
The retrofit conversion kit being developed by Universal Hydrogen for the Dash 8 is part of their goal to promote near term adoption of hydrogen power for commercial aircraft. Under the partnership with magniX, they have now secured the motors, inverters, and motor controllers as part of their full hydrogen fuel cell powertrain.
Universal
Hydrogen’s Dash-8 rendering shows the use of six capsules required, or three
modules of two capsules each. The Dash-8 will require 2 megaWatt power motors.
(Universal Hydrogen)
“magniX
is responsible for the 2MW-class electric propulsion systems,” magniX CEO Roei
Ganzarski told Avionics.
Ganzarski
said the use of hydrogen power as compared to a lithium-ion battery can enable
the use of the cleaner energy source on larger aircraft.
“magniX
provides the electric propulsion systems that take electricity as input, and
provide propeller torque as output. From our propulsion perspective, there is
no difference between the source of the electricity. With that said, the
hydrogen fuel cell technology is enabling the electrification of much larger
aircraft like the Dash-8 or ATR42 which is very exciting as this opens up a
much larger operational envelope,” Ganzarski said.
ZeroAvia'
On
Sept. 24, ZeroAvia – a Silicon Valley-based startup – completed the first
hydrogen-fueled commercial-grade aircraft flight using their Piper M-class
six-seater turboprop.
The
UK government has funded ZeroAvia’s hydrogen-fueled program through their Aerospace
Technology Institute (ATI) Program. This flight was also part of the HyFlyer
project, which aims to decarbonize medium range small passenger aircraft. Their
flight took place at the company's research and development facility in
Cranfield, England, with the Piper M-class completing taxi, takeoff, a full
pattern circuit, and landing.
"Developing
aircraft that create less pollution will help the UK make significant headway
in achieving net-zero carbon emissions by 2050,” Nadhim Zahawi, UK business and
industry minister, said in a statement. “Backed by Government funding, this flight
is another exciting milestone in ZeroAvia's project. It shows that technologies
to clean up air travel are now at our fingertips - with enormous potential to
build back better and drive clean economic growth in the UK."
In
July ZeroAvia completed its first phase of test flights for a hydrogen-fueled
commercial-grade aircraft. The more than 10 test flights completed used a Piper
Malibu Mirage turboprop modified with a 300-kilowatt (kW) battery electric
power system along with a customized cockpit display and computer.
ZeroAvia
CEO Val Miftakhov told Avionics that the goal with that first round of flight
testing was to match the performance of the aircraft’s stock engine, a six
cylinder Lycoming 540-AE2A with a 350 horsepower rating –– or the equivalence
of 260 kW.
“Cranfield
is a sea level airport, and we were at 1,000 feet [mean sea level] MSL, in a
pattern, so these are mostly sea level numbers. We recorded the most economic
cruise from the flight occurring at 2,000-RPM prop speed, 90 kts indicated and
that was with 75 kW of consumption. That works out to about 800 or so watt
hours per nautical mile, which is pretty good, given that it’s comparable with
what my Tesla Model S does at that speed,” Miftakhov said.
ZeroAvia
and the European Marine Energy Centre (EMEC) have also created at Hydrogen
Airport Refueling Ecosystem (HARE) at Cranfield Airport. The hydrogen
production and refueling facility is also a first and offers a microcosm of
what a hydrogen airport ecosystem will look like.
ZeroAvia
showed the modifications for its first hydrogen-powered flight. (ZeroAvia)
“Instead
of getting electricity from the battery we get it from the hydrogen fuel cell
system, which takes hydrogen from the tanks, combines it with oxygen from the
air, and produces electricity,” Mifthakhov said.
Project
HyFlyer’s ultimate goal is a 300-nautical mile flight in the hydrogen-powered
Mirage taking off from the Orkney Islands in Scotland. Miftakhov believes his
team will enable the development of a certifiable zero emissions
hydrogen-powered turboprop by 2023.
While
the 2023 goal is a 19-passenger Twin Otter capable of 500-mile regional
flights, their next goal will target larger regional turboprops like
Bombardier’s Dash-8 or the ATR 500 series by the end of the decade. Mifthakov
said the team believes it can achieve operating costs that are half of what are
required for a jet fuel powered Twin Otter.
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