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In a major new milestone for VoltAero’s development of its Cassio e-aircraft family, the company’s parallel electric-hybrid powertrain has begun certification testing for the five-seat Cassio 330 version.

Installed on a ground-based test bench, this powertrain integrates the key elements for series production Cassio 330s: Safran Electrical & Power’s ENGINeUS 100 smart electric motor; and Kawasaki’s four-cylinder high-performance thermal engine derived from the iconic Ninja® motorcycle.

The Cassio 330’s powertrain has a combined electric-hybrid power of 330 kilowatts, with 180 kilowatts delivered by the ENGINeUS 100 electric motor and 150 kilowatts provided by the Kawasaki thermal engine.

“Full-scale powertrain certification testing for our Cassio 330 marks another important step in VoltAero’s commitment to produce a new-generation electric-hybrid aircraft family, bringing together our proprietary powertrain with an airframe that is optimized for aerodynamic and operational efficiency,” said Jean Botti, VoltAero’s CEO and Chief Technology Officer.

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Ampaire, the company that set the endurance record for hybrid-electric flight in December, believes it can become even more efficient. The firm on Thursday announced it successfully completed a hybrid-electric ground test using sustainable aviation fuel (SAF) from partner Dimensional Energy. The pure, 100 percent ASTM D7566 SAF is produced from electricity and carbon dioxide and was used to fuel Ampaire’s nine-seat Eco Caravan, a modified Cessna 208B Grand Caravan, Jack Daleo writes for Flying. Continue reading original article.

The Military & Aerospace Electronics take:

23 February 2024 – Ampaire says its AMP-H570 AMP Drive hybrid electric propulsion units are capable of 50 to 70 percent reduction in fuel and emissions as compared to conventional Pratt & Whitney PT6 turboprop engines typically found in Cessna Caravan turboprops.

Sustainable Aviaton Fuel (SAF), derived from renewable resources, has emerged as a solution to reducing aviation’s carbon footprint. Dimensional Energy has two ongoing projects that will add inventory to the world’s availability of e-fuels. By scaling hybrid electric technology and SAF for aviation, there is an additional opportunity to address the quality and cost concerns associated with SAF, paving the way for even broader use in the aviation industry.

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In an inspiring display of innovation and commitment to the environment, Ampaire’s Electric EEL hybrid electric plane has set a new record for endurance, marking a significant milestone in the journey towards electrifying planes and reducing carbon pollution. The event took place on February 15, 2024.

A Groundbreaking Achievement

Ampaire’s Electric EEL, a trailblazer in the field of hybrid electric aviation, has just shattered previous records by achieving an unprecedented level of endurance. This accomplishment speaks volumes about the potential of hybrid electric technology to revolutionize the aviation industry and contribute to a greener future.

Kevin Noertker, CEO of Ampaire, expressed his excitement about the achievement, stating that “this record-breaking flight is a testament to the incredible advancements we’ve made in hybrid electric technology. The Electric EEL demonstrates the immense potential of our aircraft to significantly lower fuel consumption, maintenance costs, and noise levels in aviation.”

A Vision for Cleaner and More Affordable Flights

Ampaire’s vision for the future of aviation extends beyond just breaking records. The company is determined to electrify planes to make flights cleaner, quieter, and more affordable. By harnessing the power of hybrid electric technology, Ampaire aims to reduce the aviation industry’s carbon footprint and make air travel more accessible to a larger population.

Noertker elaborated on this vision, explaining that “our goal is to create a future where flying is not only cleaner and quieter, but also more affordable for everyone. We believe that hybrid electric technology is the key to unlocking this potential and making aviation more sustainable and accessible.”

The Future of Electric Aviation

Ampaire’s achievement comes at a time when the electric aviation industry is gaining significant momentum. Companies like Archer Aviation and BETA Technologies are also making strides in developing electric vertical takeoff and landing (eVTOL) aircraft and all-electric planes like ALIA. These initiatives, combined with Ampaire’s record-setting Electric EEL, paint a promising picture for the future of sustainable aviation.

Electric aircraft like ALIA are designed to be environmentally friendly, quieter than traditional turbine engines, and optimized for urban trips. They have the potential to revolutionize air travel and make it more accessible, safe, and quiet for communities around the world.

As the demand for sustainable aviation solutions continues to grow, companies like Ampaire, Archer Aviation, and BETA Technologies are paving the way for a greener and more efficient future in the skies.

In conclusion, Ampaire’s Electric EEL hybrid electric plane has set a new record for endurance, highlighting the immense potential of hybrid electric technology to significantly lower fuel consumption, maintenance costs, and noise levels in aviation. The company’s vision for a future with cleaner and more affordable flights aligns with the growing momentum in the electric aviation industry. With companies like Ampaire, Archer Aviation, and BETA Technologies leading the charge, the future of sustainable aviation is looking brighter than ever.

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Green regional air mobility provider Surf Air Mobility is joining forces with Electra.aero, the manufacturer of a nine-seat, hybrid-electric short takeoff and landing (eSTOL) design.

A bilateral agreement between the two firms announced Thursday seeks to bring Electra’s eSTOL to market by leveraging Surf Air’s on-demand air mobility platform and Aircraft-as-a-Service (ACaaS) leasing program for operators. Surf Air also secured preferred delivery positions for 90 Electra aircraft.

The manufacturer’s eSTOL design uses a distinctive blown-lift propulsion system. According to Electra, this allows the aircraft to take off at “neighborhood driving speeds,” reducing its runway requirement to just 150 feet.

The unique ability will open direct air travel beyond large airports to include small regional airfields and even advanced air mobility (AAM) infrastructure such as vertiports, the company said. The goal is to serve more regional transportation customers than private aviation does currently.

The eSTOL further stands out for its ability to recharge during flight, using a small turbogenerator running on hybrid-electric power to juice up its batteries. The use of hybrid-electric fuel also reduces emissions (by 30 percent) and noise (75 dBA at 300 feet, equivalent to a vacuum cleaner) below those of traditional airplane or rotorcraft, while improving range and payload, Electra said

“Electra stands out as one of the early market leaders in regional air mobility [RAM], and we’re excited to bring them onto our platform,” said Stan Little, CEO of Surf Air. “Their innovations around hybrid-electric, short takeoff and landing aircraft—which can essentially take off and land on a football field-sized space—will unlock tremendous opportunities within the changing landscape of regional air mobility.”

Electra’s nine-seat design is the third green vehicle planned for Surf Air’s platform. It will join the company’s electrified Cessna 208B Grand Caravan—retrofit with its proprietary powertrain system—and Regent Craft’s electric seaglider.

Surf Air hopes to introduce “affordable, sustainable, and easily accessible” trips across its national flight network, which includes Southern Airways Express and Mokulele Airlines. Together with Electra, it will explore fleetwide data analytics services, create routes for the eSTOL within its network, provide real-time aircraft information, and develop predictive analytics systems. That last component, Electra said, is expected to reduce operating costs and streamline operations.

“As the country’s largest commuter airline, Surf Air is at the forefront of addressing the growing demand for cleaner, more affordable, and convenient travel options,” said John Langford, founder and CEO of Electra. “Electra is pleased to partner with Surf Air in spearheading the decarbonization of regional business aviation through the integration of our eSTOL aircraft into their fleet.”

Electra and Surf Air will further develop a leasing agreement, which would make the latter the preferred lessor and provider of Electra eSTOL aircraft to Surf Air customers. 

Surf Air already has a leasing program in place called Aircraft-as-a-Service, or ACaaS. But according to the company, regional Part 135 operators lack the access to aircraft funding options and software services that large commercial air carriers enjoy. ACaaS attempts to solve this problem by providing financing and software tools, lowering barriers to entry for smaller operators. 

Through ACaaS, smaller providers will soon get the opportunity to expand their regional transport networks with eSTOL aircraft.

“With billions of dollars being invested into the regional and advanced air mobility space, it’s becoming increasingly important for a solution that can on-ramp new technologies and get them into the hands of operators as quickly and safely as possible,” said Jamie Strecker, vice president of business development for Surf Air.

“Through our air mobility platform and our ACaaS program, we believe we can accelerate Electra’s eSTOL aircraft time to market.”

Simultaneously, Surf Air continues to develop electrified powertrain technology for the Cessna Grand Caravan through an exclusive relationship with Textron Aviation. It has agreed to purchase as many as 170 Cessna models from the manufacturer.

The company intends to use its on-demand platform to bring the electrified Caravan to market on a global scale. It said the introduction of the hybrid-electric model will demonstrate what its technology could do for other manufacturers.

Surf Air also sells its proprietary electric powertrains to operators. Its most recent electrification deal came from Kenyan operators Safarilink and Yellow Wings last month.

Electra, meanwhile, last month surpassed 2,000 preorder sales for its flagship model following a massive deal with regional air carrier JSX, as well as a few smaller agreements. In November, the company completed what it said was the  “world’s first” flight of a hybrid eSTOL design, using its EL-2 Goldfinch demonstrator. The jaunt lasted 23 minutes, reached 3,200 feet in altitude, and covered approximately 30 miles.

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By 2030, a mystery company wants to open a major manufacturing facility employing 1,500 workers at an undisclosed Florida location and start building about 150 hybrid electric planes per year, Space Florida agenda records show.

This unnamed company — which bears the secretive code name Project Louis — seeks conduit financing to build and equip the future 500,000-square-foot electric-plane factory, which would have airport runway access.

“Project Louis is in early-stage development of a hybrid electric two seat plane for training and are planning for commercial use additional models,” a Space Florida agenda memo said.

The Space Florida board of directors authorized negotiations with Project Louis during its Jan. 25 meeting in Tallahassee. Scant details were mentioned during discussion, and further information has not been released. Space Florida President and CEO Rob Long declined to divulge details afterward, citing confidentiality agreements.

Electric aircraft — particularly models designed for vertical takeoff and landing (eVTOL) — are projected to become a booming multi-billion-dollar industry in the coming years, said Chris Fernando, an adjunct faculty member in the Florida Institute of Technology College of Aeronautics.

Example: Fernando cited The Boeing Co.’s recent acquisition of Wisk, a San Francisco-area company that is developing an all-electric, autonomous, four-seat eVTOL air taxi. Boeing had invested $450 million in Wisk in 2022 as a strategic partner.

“You’re seeing some of these big manufacturers — not just airline manufacturers and aircraft manufacturers, but also car manufacturers — join the party,” Fernando said.

However, Federal Aviation Administration and Florida Department of Transportation certification and regulation of these next-generation electric planes remains in the formative stages regarding safety, operations, infrastructure and other factors.

“What’s interesting is, it’s a similar conversation that we’re still having in the space arena for licensing and all the other regulatory pieces that are there right now,” Long said of eVTOL during a FLORIDA TODAY interview two weeks ago at SpaceCom in Orlando.

Long said numerous eVTOL companies are interested in an “Uber-in-the-sky” business concept that would shuttle tourists and travelers to and from airports in Tampa, Orlando and Florida’s East Coast.

In another secretive undertaking last month, the Space Florida board authorized negotiations with Project Plug, an undisclosed company that seeks to invest about $77 million in facilities and equipment to develop electric propulsion systems for the aerospace sector.

Last week, Lilium — a German company that says it’s developing the first all-electric vertical take-off and landing jet — announced Orlando International Airport will become its Central Florida vertiport network hub.

Lilium also announced support for Florida House Bill 981, which would designate the Greater Orlando Aviation Authority as the Sunshine State’s “advanced air mobility” test site. The bill would also specify an FDOT approval process to establish eVTOL vertiports.

According to a House staff analysis, stakeholders that are ready for early operations in Florida include, but are not limited to, Archer, Beta, Blade, Ferrovial Vertiports, Joby, Lilium, Skyports Infrastructure, Supernal, Vertical, Volocopter, Wisk and Mobility Reimagined.

“The entities such as Ferrovial and Skyports build, finance, and operate infrastructure specifically foreVTOL, such as vertiports. Other entities, such as Blade, create platforms to allow passengers ofAAMs to book rides,” the bill analysis said.

“Finally, … other major entities have developed their own unique AAM aircrafts. Benefits of these AAM aircrafts include, zero operating emissions and significantly lower noise profile than a traditional aircraft,” the analysis said.

Why Florida? Fernando called the Sunshine State “very aviation-friendly,” citing its flat topography, large number of flight academies and airports, and climate.

“The current (battery) technology cannot withstand extreme temperatures — very high temperatures in Arizona and very cold temperatures in places like Alaska or even North Carolina, where winters are pretty cold,” Fernando said.

“Some parts of Texas can really put a strain on the battery, which means then your durations shrink. Your ability to stay in the sky shrinks. And so, your business model starts falling apart if you cannot operate during certain windows of the day,” he said.

Fernando said Florida’s geography also includes many options for creating regional vertiports with close access to large metropolitan areas like Orlando, Tampa and Miami.

“Ultimately, the FAA will figure out the airspace. The aircraft will be there. The weather is the weather — you’re not going to be able to affect that,” Fernando said.

“And so it will come down to, ‘Where are we going to build these vertiports? And who’s going to fund it? And what are the policies and regulations to manage it so that it doesn’t become a burden to the community?’ ” he asked.

Rick Neale is a Space Reporter at FLORIDA TODAY (for more of his stories, click here.) Contact Neale at 321-242-3638 or rneale@floridatoday.com. Twitter/X: @RickNeale1

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Boeing and NASA unveiled a hybrid aircraft concept.

It is around the same size as a Boeing 737, but it has much larger, and foldable, wings.

According to Boeing, this is 70 percent more efficient than a ‘regular’ aircraft.

This is Sugar Volt, a hybrid electric aircraft introduced by Boeing and NASA.

If you can gloss over the mildly amusing name, the technology behind it is top notch.

Sugar Volt is basically like a hybrid car, in that it combines an electric unit with a conventional jet fuel-powered engine.

The word ‘SUGAR’ in the name is actually stylized by Boeing in all caps, but that’s because it is an acronym.

It stands for Subsonic Ultra Green Aircraft Research.

Sugar Volt has twin engines that burn fuel during takeoff, however, once the plane is airborne, the electric unit supplies additional power to the turbo fans.

When the plane is cruising at high altitudes, they can even be shut off completely.

This, according to Boeing, would allow airlines to save around 70 percent on fuel.

The concept isn’t new, it was actually unveiled about a decade ago, but it hasn’t been scrapped entirely yet.

Boeing engineers have had more than their fair share of headaches in recent times, but the project is still alive.

Back when it was unveiled, the timeframe provided was pretty loose, and well into the future.

They were talking about 2030 to 2050.

Another feature that sets the Sugar Volt apart is the wing design.

Just like the 777x, the Sugar Volt features foldable wings.

They’re foldable because they’re longer, and they’re longer because they’re designed to improve lift while reducing drag, thus improving fuel efficiency.

However, precisely because of their lengths, they can fold completely when needed, mostly so they can fit in the same hangars as other aircraft with smaller wings.

Since the demise of the Concorde, aerospace companies simply went along with the status quo.

Each new aircraft was basically just a tech ‘spec bump’ when compared to its predecessor.

Slightly faster, slightly more comfortable, slightly more fuel efficient.

But things are changing now.

It seems we’re finally exploring new ways to fly supersonic again, chiefly with the Boom Overture and the NASA X-59.

We’re also doing more to mass produce hydrogen or electric aircraft.

So maybe Boeing will go back to the drawing board and turn the Sugar Volt concept into a production airliner.

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That is, if it can navigate the ongoing stresses on the global economy, including inflation, supply chain constraints, soft pricing models, and difficulty recruiting the talented workforce it needs to capitalize on opportunities and fulfill the order book it already has. Daher’s position demonstrates well the state of the global aerospace market.

“We are in a paradox situation—some are happy; some are not happy,” said Patrick Daher, board chair for the Daher group, in kicking off the company’s performance review for 2023 in Paris on February 7. “We are feeling the impact of the international situation, and then we are still recovering from COVID, but the COVID crisis is over for us…But some international threats—for example the war in Ukraine and the Middle East, the future elections, the situation in China—all these events have created a political instability that is really worrying for the future.”

Yet industry events such as the 2023 Paris Air Show indicate where the future lies—with caution as to the expense of making change. “As chairman [of] the Salon de Bourget in 2023 and chairman of Daher…I have the chance to see that energy transition is coming with a really high price,” said Daher. “Speaking about industry, we have really good news in terms of an increase in production.”

In 2023, Daher recorded strong deliveries of both its TBM and Kodiak series turboprops, with a total of 56 TBMs and 18 Kodiaks, for a total of 76 units. In addition, it counts more than 100 turboprops in its order book, taking it well into 2025.
[…]
The Daher group considers government support crucial—specifically CORAC, the French council for civil aviation research—and 300 million euros per year have been earmarked by CORAC to help fund the energy transition. “Aviation industry, all research efforts, have converged, because in the past each company focused on a specific research field, but right now there is a really clear target: low-carbon, low-emission aircraft,” Daher said.

Eco-Pulse Update

For the French OEM, the convergence flies today via its hybrid-electric Eco-Pulse technology demonstrator, which uses a TBM airframe, electric motors and powertrain components form Saran, and electric power storage by Airbus in a distributed lift model (simply put) to test various components and how they interact in actual flight operations. The Eco-Pulse retains a Pratt & Whitney PT6A turboprop engine, but in December made its first flight segments completely powered by the six electric motors.

“It is a major step towards decarbonization,” said Daher. “Because high voltage electricity can be a good solution…we are continuing with some hybrid tests. This is the first step…People thought I was crazy [last year] when I spoke about this target [to have a marketable product by 2027], but we are headed in that direction.” It will be a TBM or Kodiak because those are the models Daher has in its portfolio, but the company has yet to determine which will be chosen and exactly what that will look like.

FLYING asked if the OEM could share any feedback—including any performance data, if possible—from those first flights. Christophe Robin, vice president of engineering for Daher’s aircraft division, provided this insight: “EcoPulse is a technology demonstrator, therefore, aircraft performance is not the goal. The EcoPulse configuration has been chosen with the strategy of increasing the level of complexity in hybridization to develop a ‘maturity picture’ for all of the technologies involved—including examining side effects such as weight penalties, as well as issues induced by HIRF (high-intensity radiated field) and lightning.”

This is complementary to other developments underway at Daher—including projects in cooperation with partners such as CORAC (the French Council for Civil Aeronautical Research).

Pascal Laguerre, chief technology officer for Daher, provided significant insight beyond the Eco-Pulse demonstrator. “Taking a wider view for activities outside the framework of EcoPulse, Daher devotes a significant part of its overall R&D budget to thermoplastics,” said Laguerre. “This material is particularly promising in the world of aerostructures for future applications on production aircraft. It lends itself more easily to the automation of production (issue of throughput), and it is recyclable, repairable and weldable. Its mechanical properties make it possible to use less material and, overall, make structures lighter—all of which are key qualities with a view toward reducing carbon emissions. This is focused on accelerating the development of real applications in the future for the benefit of its customers, including [several more widely focused] projects.”

For example, as part of CORAC, Daher leads the largest French research project on thermoplastics in current execution, called TRAMPOLINE 2 (TheRmoplAstic coMPosites for hOrizontaL tail plaNE), as well as utilizing induction welding instead of riveting—with a weight savings of 15 percent. Also, the investment has already borne fruit in components that will be found on the company’s current TBM product lines.

“After more than three years of R&D work, Daher succeeded in manufacturing rudder pedals in recycled high-performance thermoplastic composites from production scraps to equip the TBM, which have been certified for flight on production TBMs,” said Laguerre. “In addition to being lightweight, thermoplastics have low thermal conduction, as well as equal or better physicochemical and mechanical properties: It’s a win-win for Daher customers. And beyond the environmental benefits, the cost of these parts is significantly reduced compared to metal machining.

“In addition, Daher has obtained the first results of an R&D project called CARAC TP, carried out in collaboration with a set of academic laboratories competent in composite materials. The objective [is] to identify and characterize the thermoplastic composites best suited to aeronautical applications and compare them to thermoset materials. The project makes it possible to study materials in depth through multiple tests that go beyond the scope of qualification programs carried out in the industry: impact resistance, fire resistance, environmental aging (ozone, UV, fluids), impact of manufacturing processes on physicochemical properties, material performance, etc.”

Daher looks also outside its walls to new small businesses to help drive this innovation charge. Encouragingly, more than 300 aerospace-relevant startups took part in the Paris Air Show.

“We had 25 of these startups at the Daher stand at Le Bourget,” said Daher, noting that the company looks forward to engaging with these innovators, perhaps through acquisition or collaboration, on various projects.

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