Flybe Appears To Be On The Way Back
I was alerted to the relaunch of the Flybe airline being a serious proposition by this article on the Birmingham Mail, which is entitled Watch As First Of 32 New Flybe Planes Lands At Birmingham Airport.
These are the first two paragraphs.
The first of Flybe’s more eco-friendly planes has landed in Birmingham ready for the launch of the airline’s new city HQ.
Part of a planned 32-aircraft fleet, the De Havilland Canada Dash 8-400 turboprop touched down on the runway at Birmingham Airport on Friday.
The new Flybe will be based at Birmingham Airport and will have a fleet consisting of thirty-two De Havilland Canada Dash 8-400 aircraft.
The De Havilland Canada Dash 8-400
Note these facts about the aircraft.
- According to Wikipedia, 645 aircraft have been ordered, with 587 having been delivered.
- Different variants can handle between 40 and 80 passengers.
- All aircraft delivered since 1996 are dubbed Q-Series and have active noise and vibration suppression, which is designed to improve the cabin ambience.
- A Dash 8-400 is also called a Q400.
But the most interesting development of the Dash 8 aircraft, is that developments are underway, so that the aircraft will be able to be powered by hydrogen.
Universal Hydrogen And A Hydrogen-Powered Q400
This article on Future Flight is entitled Universal Assembles Hydrogen Aircraft Conversion Team In Washington State.
This is the first two paragraphs.
Universal Hydrogen and its hydrogen fuel cell partner Plug Power are joining forces with electric motor specialists MagniX and AeroTec to set up a Hydrogen Aviation Test and Service Center at Grant County International Airport in Moses Lake, Washington. The partners will use the new facility to convert a Dash 8 regional airliner to hydrogen propulsion in time to start commercial operations in 2025. Flight testing is due to begin in 2022.
The new hydrogen powertrain will consist of an electric propulsion unit (EPU) developed by MagniX and fuel cells provided by Plug Power, which has extensive experience converting trucks to hydrogen. Seattle-based AeroTec will take the lead on converting the Dash 8s to hydrogen propulsion, conducting flight tests, and arranging for certification under FAA supplemental type certificates. The system installation work will be conducted at the Moses Lake facility.
This paragraph gives details of the design.
The hydrogen-powered Dash 8 aircraft, which carry between 41 and 60 passengers, will be able to operate on routes of up to around 625 miles. Universal Hydrogen’s plan calls for the fuel to be delivered directly to aircraft in capsules that are installed in a compartment at the rear of the fuselage.
These are my thoughts on the design.
Power Required
Wikipedia says this about the engines of the Dash 8-400 (Q400).
The Series 400 uses Pratt & Whitney Canada PW150A engines rated at 4,850 shp (3,620 kW).
This means that the aircraft will need fuel cells capable of delivering over 7 MW.
This data sheet on the Plug Power web site, says that the company has fuel cells up to 125 KW, which weigh 350 Kg and need a cooling module, that weighs a further 103 Kg. Scaling up shows the power unit could weigh around 25.4 tonnes.
As the maximum take-off weight of a Q400 is around 30.5 tonnes, this wouldn’t leave much weight for the airframe, the two electric motors and propellers, the hydrogen and the passengers and their luggage.
It would appear that Plug Power must be using some form of lighter-weight fuel cell.
Or could they be using an appropriately-sized gas turbine generator from Pratt & Whitney Canada?
It should be noted that a Pratt & Whitney Canada PW150A engine, weighs under a tonne and generates over 3.5 MW.
Obviously, they wouldn’t be developing the plane, if they hadn’t figured out how to generate enough electricity to get it off the ground.
The Hydrogen Capsules
The Product page on the Universal Hydrogen web site is revealing.
This paragraph from the Product page describes how they would convert Regional Aircraft to Hydrogen.
Our first product is a conversion kit for existing regional aircraft, starting with the ATR72 and the De Havilland Canada Dash-8, to fly on hydrogen. This consists of a fuel cell electric powertrain that replaces the existing turboprop engines. It also accommodates, in the rear of the fuselage, our proprietary, lightweight, modular hydrogen capsules that are transported from green hydrogen production sites to the airport and loaded directly into the aircraft using the existing intermodal freight network and cargo handling equipment. By providing both an aircraft conversion solution for the existing fleet and a fuel services offering directly to regional airlines, we will be in passenger service with zero emissions by 2025 and in cargo service shortly thereafter.
Note.
- The cutaway on the Product page of a De Havilland Canada Dash-8, which has three capsules in the rear fuselage.
- The cutaway shows forty seats in the aircraft.
- If you scroll the pictures, you’ll see the design of the capsule.
- The product can be used to convert two regional airliners both of which are in production.
- Airports will need no new infrastructure to handle the hydrogen.
Universal Hydrogen has also signed a deal with Fortescue Future Industries to supply green hydrogen to fill the capsules.
Are A First Flight In 2022 And An in-Service Date Of 2025 Over Ambitious?
The article in Future Flight says this.
AeroTec will take the lead on converting the Dash 8s to hydrogen propulsion, conducting flight tests, and arranging for certification under FAA supplemental type certificates.
FAA Supplemental Type Certificates are outlined on this page on the FAA web site, where this introductory paragraph is given.
A supplemental type certificate (STC) is a type certificate (TC) issued when an applicant has received FAA approval to modify an aeronautical product from its original design. The STC, which incorporates by reference the related TC, approves not only the modification but also how that modification affects the original design.
They are a much-used and well-proven method to update aircraft for new purposes and new power units.
I suspect that going this route will enable Q400 and ATR 72 aircraft will be flying on hydrogen by 2025.
How Far Will A Range Of 625 Miles Take The Plane From Birmingham?
I have used the Air Miles Calculator to calculate distances in miles from Birmingham.
- Amsterdam Schiphol – 276
- Barcelona – 791
- Belfast City 225
- Berlin Schönefeld – 644
- Biarritz – 621
- Bilbao – 635
- Bordeaux – 529
- Cologne – 397
- Copenhagen – 624
- Cork – 290
- Dublin – 200
- Dusseldorf – 373
- Edinburgh – 251
- Frankfurt – 452
- Geneva – 556
- Glasgow – 260
- Hamburg – 495
- Inverness – 364
- Jersey – 225
- Kirkwall – 474
- Lerwick – 536
- Lyon – 558
- Munich – 660
- Newcastle – 179
- Newquay – 198
- Nice – 735
- Oslo – 726
- Paris-Charles de Gaulle – 303
- Paris-Orly – 315
- Rotterdam – 265
- Strasbourg – 494
Note.
- It might be possible to serve some routes without refuelling at the other end.
- Some routes could be paired for efficiency and still be well below 600 miles.
- The large intercontinental airports of Amsterdam Schiphol, Frankfurt and Paris-Charles de Gaulle should be reached easily.
- Amsterdam Schiphol Airport has a well-connected railway station.
- Paris-Charles de Gaulle Airport has a TGV station.
- Frankfurt Airport has a long distance railway station on the Cologne-Frankfurt high speed line.
- If you’re flying to the South of France or Switzerland, it looks like flying from London City Airport is about a hundred miles shorter.
It would appear that the range of 625 miles could be very useful, especially if you use a long distance train at both ends of the flight.
I can certainly understand why Flybe has chosen Birmingham as its main base.
Will Flybe Convert Their Aircraft To Hydrogen?
This is obviously up to the company, but if they don’t, someone else will and Flybe will lose their regional market in the UK.
Conclusion
I think those behind the new Flybe could be looking to create the UK’s first zero-carbon airline.
Will This Be The First Electric Air Service To Take-Off?
This article on GeekWire is entitled MagniX Inks Deal To Retrofit Seaplanes With electric Motors For Blade Flights Around NYC And Hamptons.
This is the first two paragraphs.
Everett, Wash.-based MagniX will provide electric aircraft motors to power Cessna seaplanes flying between Nantucket, the Hamptons and downtown New York City, under an agreement announced Thursday.
The zero-emission motors will be retrofitted onto nine-passenger Cessna Caravan seaplanes operated under the Blade brand name. If all goes to plan, MagniX will start delivering motors for the Cessnas in 2023. The total number of planes to be converted will be determined later.
This is significant for the following reasons.
Blade Is A Different Company
This paragraph describes the company in their Wikipedia entry.
BLADE Urban Air Mobility, Inc. (stylized “BLADE”) is a publicly-traded, technology-powered, global urban air mobility platform based in New York City committed to reducing travel friction by enabling cost-effective air transportation alternatives to some of the most congested ground routes in the U.S. and abroad. Blade users can book by the seat on scheduled flights throughout the Northeast and West Coast or charter or crowdsource a flight anywhere in the world.
Blade is also the first publicly traded urban air mobility company.
Cessna Caravans Are Reliable Utility Airplanes
Cessna Caravans first flew forty years ago and over 2,600 have been produced.
The picture shows the one I flew in from Nairobi airport to the Masai Mara.
Note.
- The single turbo-prop engine in the nose.
- They can take up to nine passengers.
- They have range of nearly 1300 miles.
FedEx operate 260 as parcel carriers.
MagniX Have Already Flown An Electric Caravan
This video shows the Electric Caravan in flight.
This is a video of a testflight on YouTube.
The guy behind the project;Roei Ganzarski gave a very optimistic interview on BBC Breakfast.
Electric Caravans Can Fly On A Supplemental Type Certificate
I explain this in magniX, Sydney Seaplanes And Dante Aeronautical Partner For World’s First All Electric Cessna Caravan STC Program.
It means that the certification process can be shortened, as it builds on what was done to certify the aircraft iby the original manufacturer.
Blade Are At the Top End Of The Aviation Market
The Hamptons says it all!
Conclusion
I think this will be a successful venture.
Faradair’s BEHA Hybrid Aircraft Boosted By Partnerships
The title of this post, is the same as that of this article on AINonline.
This is the introductory paragraph.
Faradair, the UK company developing a hybrid-electric short takeoff and landing aircraft for applications including regional airline service, on Thursday announced four new risk-sharing partners. Honeywell, MagniX, Cambridge Consultants, and Nova Systems, have all signed up to contribute to the development of the Bio Electric Hybrid Aircraft (BEHA), which is expected to enter service in 2026.
Some points from the article.
- The aircraft is bio-electric as it is powered by a small gas-turbine generator, which drives a contra-rotating ducted fan, through a pair of electric-motors.
- It has a quick-change interior, that can handle 18 passengers or five tonnes of cargo.
- Range is given as 1,150 miles, with a service ceiling of 14,000 feet and a speed of up to 230 mph.
The Faradair web site gives other useful data.
- Wingspan is 57 ft.
- Length is 48 ft. 2 in.
The article also discloses an innovative way of marketing the aircraft, which looks to me, like a modern update to how the company I helped found; Metier Management Systems, leased Artemis project management computer systems, several decades ago.
Comparison With Eviation Alice
I must compare the Faradair BEMHA with the Eviation Alice.
The Alice can carry nine passengers.
- It cruises at 276 mph.
- Range is 620 miles
- Service ceiling is 12,500 ft.
- Wingspan is 52 ft. 11 in.
- Length is 43.3 ft.
The Alice would appear to be slightly smaller, with a shorter range.
- If you look at the pictures of the two aircraft on the Faradair and Eviation Alice web sites, you will see that they are radical designs.
- The Eviation Alice is fully electric, whereas the Faradair BEHA has a hybrid engine based on a small gas turbine running on aviation biofuel.
- Both aircraft use MagniX electric motors.
- Both aircraft fit into defined segments of the aviation market.
I very much believe that we’ll be seeing more unusual zero-carbon and carbon-neutral aircraft designs in the next few years.
A few thoughts.
Battery-Electric or Gas Turbine?
The Eviation Alice is solely powered by a battery, whereas the Faradair BMHA uses a hybrid engine based on a small gas turbine running on aviation biofuel.
Airbus built an experimental aircraft called the Airbus E-Fan X. This aircraft was to have used a gas-turbine and a battery. The aircraft was cancelled because of the Covid-19 pandemic.
So Faradair seem to be going a similar route to Airbus.
The AINonline article says this about Honeywell’s involvement.
Honeywell will support Faradair in producing a turbogenerator based on its gas turbine and generator technologies that is able to run on sustainable aviation fuel. The U.S. aerospace group will also contribute to other systems for BEHA, including avionics and flight controls.
According to Wikipedia, Honeywell certainly have lots of experience of small gas-turbine engines. They also make large numbers of auxiliary power units for aircraft.
The big disadvantage of the battery approach, is surely the weight of the battery, which needs to be large to have enough energy for the flight.
- But electric power also restricts the aircraft to airports with recharging facilities. This must reduce the flexibility of the aircraft.
- And also what happens after a diversion caused by weather, a passenger becoming unwell or some other circumstance, where the aircraft ends up at an airport with no handling for electric aircraft?
But with an aircraft that only needs sustainable aviation fuel, it can be filled up from a bowser used for small airliners and business jets, that are running on that fuel, as many will be.
If you want to be zero-carbon perhaps it would be better to fuel the gas-turbine with hydrogen.
Airbus seem to have come to that conclusion with their future plans, that I wrote about in ZEROe – Towards The World’s First Zero-Emission Commercial Aircraft.
I have a feeling that both Airbus and Faradair have shown, that to get enough range and for convenience, sustainable aviation fuel or hydrogen is better.
Nine Or Eighteen Seat?
Regulation has made nine- and nineteen-seats into niche markets and each developer is concentrating on a particular market.
- An airline that uses small airliners like Loganair, actually has aircraft in both groups.
- I suspect other airlines have similar mixed fleets.
- Cape Air, who are the lead customer for the Alice, only fly nine-seat aircraft.
The customer has a choice depending on the size of aircraft he needs.
Short Take-Off And Landing Capability
I have flown as a passenger several times in small airliners with a capacity of up to nineteen seats.
- Usually, they have been in a Cessna Caravan or Britten Normand Islander.
- In a couple of cases, the trip has involved a take-off or landing on a short or grass runway.
- Additionally, I have over a thousand hours in command of a Cessna 340, where I used on a lot of short runways.
I would feel that as a lot of small airports have short runways, that a short take-off and landing capability would be usefull or even a necessity for a small airliner.
Versatility
This Faradair press release is dated December 17th, 2020.
This paragraph details the aircrafts versatility.
The ambition is to deliver an initial portfolio of 300 Faradair®-owned BEHAs between 2026-2030, in the largest proof of concept air mobility programme ever created. Of these, 150 aircraft will be built in firefighting configuration, 75 as quick change (QC, passenger to cargo) aircraft, deployed at general aviation airfields globally, and 50 as pure freighters. The final 25 aircraft will be demonstrated in non-civilian government roles, including logistics, border and fisheries patrol, and drug interdiction.
Note.
I particularly like the quick-change variant.
As 125 aircraft can be used for freighters, has one of the large parcel carriers expressed an interest?
I must admit, I’m surprised that 150 aircraft will be needed in a firefighting configuration. Have they got a possible client?
To be continued…
magniX, Sydney Seaplanes And Dante Aeronautical Partner For World’s First All Electric Cessna Caravan STC Program
The title of this post, is the same as that as this article on Cision.
This sub-title defines their objective.
Global leader in electric propulsion technology to work with leading charter and integrator companies in Australia and the South Pacific to provide electric aircraft.
Note.
- An STC is a Supplemental Type Certificate, which is added to the aircraft’s type certificate, to allow it to be flown, after a major modification, such as a different power plant or a structural modification, such as a cargo door or aerodynamic modification.
- In the case of the Cessna Caravan, the gas turbine engine is being replaced by an electric motor and batteries.
- Over 2, 600 Cessna Caravans have been built.
This picture shows the Cessna Caravan in which I flew in Kenya.
I look forward to flying in an electric Caravan!
MagniX and AeroTEC Put All-Electric Cessna Airplane Into The Air For First Time
The title of this post is the same as that of this article on GeekWire.
This is the introductory paragraph.
An all-electric version of one of the world’s best-known small utility airplanes hummed through its first flight today at Moses Lake in central Washington state.
This is a picture of another Cessna Caravan, that I took, as I boarded it in Kenya for a flight to the Maasai Mara.
The aircraft are very much a Ford Transit or Mercedes Vito of the skies.
- 2,600 have been built.
- It is still in production.
- The passenger version can carry nine passengers.
- Total flight hours are over twenty million.
- FedEx operates 239 of the type.
It must surely, be an ideal aircraft to convert to electric power.
This is a video of the first flight on YouTube.
The guy behind the project;Roei Ganzarski has just given a very optimistic interview on BBC Breakfast.
He emphasised the various environmental and financial advantages of the aircraft and if you can catch it on the iPlayer, it outlines a possible future for aviation.
I can see electric Cessna Caravans flying around the UK within the next couple of years.
Designing And Building An Electric Aircraft
Three of the designs for commercial electric aircraft under development are conversions of existing designs.
- Roei Ganzarski’s conversion of a Cessna Caravan.
- Harbour Air’s conversion of a DHC-2 Beaver.
- Cranfield University’s conversion of a Britten-Norman Islander.
This must make certification of the aircraft simpler, as you’ve just replaced one type of engine with a battery and electric motor of similar size.
The difficult parts of the design; the aerodynamics and structure are probably almost unchanged.
As MagniX are involved in the first two of these projects, I would suspect that they have come up with an electric motor, that fits what is needed for aviation very well.
But then electric motor design is changing, probably driven by the needs of electric transport from bicycles through cars and vans to buses, planes, ships, trains and trucks.
It should also be noted, that the Beaver, Caravan and Islander are all simple aircraft, with a long history of successful operation and a vast knowledge base amongst pilots, engineers and operators of how to use these aircraft safely and in a financially viable way.
Will we see other aircraft conversions from to electric power in the next few years?
This page on Flying Magazine discusses conversion of Cessna 172 to electric power.
The Anonymous Widower 