AIRBUS PHOTO
to make electrically powered helicopters viable, battery technology needs to reach a “breakthrough” beyond what’s available today. “What we have to do is look for a next-generation battery solution. In addition, there are other challenges involving cost and performance,” Brodeur says. MD Helicopters, he discloses, isn’t pursuing a hybrid or all-electric helicopter project currently. Another hurdle to scale, says Brodeur, is a redesigned infrastructure
required to support a fleet of electric helicopters. “You would definitely be looking at a special supply chain, new kinds of tooling, as well as battery storage and charging facilities. But I don’t believe that this would be a showstopper that would make electric helicopters totally impractical.” Brodeur adds that, in his opinion, the first steps toward an electrically
powered helicopter will take place in the unmanned aerial vehicle sector. “Tis is where the technology is likely to be perfected,” Brodeur says.
“From there, it would transition to very light utility helicopters. It’s going to be a crawl-to-walk kind of progression.” Rolls-Royce’s Mekhiche agrees that, based on current battery and
electric motor technologies, a helicopter’s payload capacity would have to be significantly reduced in order to accommodate a full hybrid or a full electric propulsion system. “Te very limited real estate of the helicopter makes it much more challenging to physically accommodate the components of such a propulsion system,” he notes.
Yet, he adds, there are opportunities where a hybrid or an electric
helicopter could be repurposed to a mission profile that fit its new or modified ratings. “Tis would be the case where a quieter operation [would enable] greater operational flexibility, longer operating hours, and superior point-to-point access in heavily regulated areas, such as densely populated urban areas.” Mekhiche stresses that cell technology is improving at an accelerated
rate, with energy density expected to more than double by 2030. “As the cell technology improves, larger aircraft with longer travel distances and greater payload capacity will transition from a hybrid propulsion solution to an all-electric power train over time.” But what about acquisition costs compared with a conventionally
driven helicopter? Tis is hard to guess, says Professor Rolf Henke, member of the Board for Aeronautics and Technology of the German Aerospace Center (DLR) in Cologne, Germany, since an electrically driven helicopter needs to be developed and certified and new pro- duction lines installed. “All the things to be changed demand many innovations—if not
disruption—and the cost of this process will be part of the purchase price,” Henke says. “Terefore, at the beginning, we’re talking almost about prototypes, which are costly. But when the learning curve has come down, I could think of a lower purchase price. In this overall small market, the question will be which company would have the [staying power] needed for this.”
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