Four French aerospace stalwarts have announced a partnership to develop hybrid-electric propulsion for light aircraft. Ascendance, Collins Aerospace, Daher and Safran aim to develop propulsion systems for six- to 10-seat aircraft with optimized propeller efficiency and a power source that is compatible with carbon-emission reduction goals set by the French Directorate General of Civil Aviation (French acronym, DGAC) as well as goals set by France’s civil aeronautics research council (CORAC).
The project goes by the name “Tentative dans l’Aviation Général d’introduction de Novelles Énergies” (TAGINE), which the consortium translates to “Initiative to introduce clean energy into general aviation.”
For its part, Ascendance will bring to bear its Hybrid Operating System for managing and controlling power from the blend of turbine and electric motors. Exploring battery output and storage requirements is also among Ascendance’s responsibilities.
Collins Aerospace leads the aeroacoustic study on the propeller and will contribute to the interface of the propeller and the drive system. Reducing weight in the propeller for greater efficiency is among the goals.
Daher, manufacturer of the TBM and Kodiak-series single-engine turboprops, will lead the group. Its experience in integrating safety and aircraft efficiency in the development and manufacturing phases is seen as pivotal. Daher will also supply a Kodiak airframe as a testbed aircraft.
Finally, Safran Helicopter Engines and Safran Tech will explore the practicality of hybrid propulsion using a turbine and a new-generation electric motor. The system is expected to mix electrical and thermal energy. The split is intended to optimize fuel economy and thus emissions.
The project is expected to last two years, overall, with the first assessment of potential environmental impact expected by the end of this year.
Just two years ago Dahler put electric motors on prototype aircraft, flew them, and then said the current state of battery technology meant hybrid and electric aircraft were too far in the future for further work.
This new initiative shows how quickly things change – no Great Leap Forward in batteries but seemingly enough in controls and motors to try again.
Interesting that they are having Collins work on the prop side, instead of MT or Hartzell, who both already make lightweight props for TBMs.
Rube Goldberg would be proud. DOA. Drill everywhere to lower the cost of our wonderful fossil fuels.
‘light’ and ‘battery’ sound incompatible to me.
But batteries are weight, absent ballyhood advancements in them.
Snake oil?
Well, Keith, perhaps the best way to find out is to let them try. As long as they are not playing with (American) taxpayer money, let them give it a go. The investors know (or should have known) they are betting on a long shot.
Ayup, the ‘dotcom bust’ path.
Solyndra - Wikipedia
regenerative gas turbine have specific fuel consumption close to that of piston engines. and can burn kerosene based fuel .
problem is still th engine costs a LOT more o build. due to refractory materials in the combustion and the heat exchanger is not cheap.141 hp on the order of 100 K. not yet certificated.
good part 250 and 400 hp engines will n0ot cost a lot more that the 141.