Radia’s
Windrunner: A giant revolution
As the
global wind energy market grows exponentially, so too is the size of its
turbine blades scaling up. However, with manufacturers eyeing structures the
size of the Eiffel Tower, Radia has a unique solution to facilitate their
transportation with its outsized Windrunner cargo aircraft.
Charlotte Bailey
September 19, 2024
News
Innovation & TechnologySustainabilityRadiaWindrunner
The aerospace startup
sector is full of big ideas, but perhaps none quite so ambitious in scale –
quite literally – as Radia’s Windrunner: a 108m long leviathan poised to
revolutionise the onshore wind turbine market. With its primary purpose to
transport outsized turbine blades to previously inaccessible locations, the
Windrunner aircraft will be unique among its thermal-engined peers; helping
facilitate the mass production of greener energy through its distinctive cargo
missions.
The scale of the
challenge
Established in
Boulder, Colado in 2016, Radia has been in “stealth mode” for seven years,
explained CEO and founder Mark Lundstrom; with the company’s presence at the
Farnborough International Airshow 2024 marking its public debut within the
aerospace industry. The interest around the company’s stand was certainly inkeeping
with the scale of its aspirations: to build and certify the largest aircraft
designed to date, possessing a total volume about 12 times the capacity of a
747.
Funded thus far from
a combination of venture capitalists, high net worth individuals and strategic
partners, Radia is also looking towards US government funding including green
energy programmes, export credit facilities and some local incentives.
Although the
Windrunner will be capable of moving around 70 tons of cargo, “it’s the first
time, I believe, that an aircraft was ever designed to move volume instead of
mass,” revealed Lundstrom; specifically, the 103m long wind turbine blades the
aircraft’s design has been optimised around.
Why the need for bigger
blades?
Several years ago,
two of the world’s biggest turbine manufacturers revealed they knew how to make
offshore sized turbines the size of the Eiffel Tower, explained Lundstrom; with
the companies “frustrated they can’t move that size of a turbine to where the
market is 10 to 20 times bigger onshore”. In May 2024, the Global Wind Energy
Council estimated that wind turbine manufacturers supplied a record amount of
volume in 2023, with the global industry entering “a period of accelerated
growth” concentrated in “mature markets” such as the US.
Crucially, a longer
blade equates to a higher power output; reducing cost whilst doubling or
tripling the turbine’s capacity. “These bigger turbines will unambiguously
provide the cheapest source of power in the world,” said Lundstrom. However,
whereas longer blades can be transported offshore comparatively easily,
limitations of road transportation currently prevent these from being installed
onshore. Radia’s partnership with almost all of the major turbine manufactuers
worldwide has subsequently informed the design of the Windrunner.
To date, the world
record for the longest piece of air cargo transported– two 42.1m wind turbine
blades – is held by the Antonov An-225 Myria, measuring in at ‘only’ 84m long.
However, with the only one ever built destroyed in 2022, “the world has a
couple of decades of unserved, effectively, cargo market or production of large
cargo aircraft” explained Lundstrom.
Building the behemoth
With a wingspan of
80m and a total length of a football field, this is no standard cargo aircraft,
despite being able to operate from the same airports and hangars an A380 can
use (with regards to wingspan and tail height constraints). “You need to pay
special attention to the landing gear, the tyres, and to the placement of the
engines,” revealed Lundstrom, the latter imperative for Winndrunner’s missions
into remote dirt strips as short as 1,800m. The elevation of Radia’s engines is
the equivalent of a three-storey building, while its cockpit sits at a height
of around five stories.
Having already
undertaken wind tunnel analysis, rather than constructing a subscale model to
commence the flight test campaign with, the first aircraft to be assembled and
undergo certification testing will be full-size.
Radia has already
attracted industry partners in the form of Aernnova, Leonardo and AFuzion, with
an assembly site to be situated at an as-yet-undisclosed US location. “It’s not
about technical risk – it’s about execution,” continued Lundstrom. “It’s great
to have some of the top suppliers in the world integrated into the project as
well, and the impact all these different companies can have on the project”.
As many existing
components as can be leveraged from existing aerospace companies will help the
startup create its “minimum viable aircraft,” with Lundstrom acknowledging that
while it’s unusual for aerospace companies to have this direct exposure to the
energy industry, he believes this is an initiative that will be “very healthy
for them – an exciting interface”.
“Another
unique thing about Radia is that we are our own customer for the aircraft,”
Lundstrom mused, citing the benefits this can bring to an expedited
manufacturing and certification process. No entry into service date has yet
been set, although Radia is confident it will have “a very vibrant business”
before the end of the decade.
Ingen kommentarer:
Legg inn en kommentar
Merk: Bare medlemmer av denne bloggen kan legge inn en kommentar.