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The traditional aviation sector is generally evolving rather slowly, but in recent years we have seen a number of parvenus challenging the status quo in both the general aviation and aviation sectors. commercial aviation. Among them, Zunum Aero is looking to produce a small hybrid electric-powered transport aircraft that can accommodate from 6 to 12 passengers. His first aircraft, the ZA10, is expected to be launched in the early 2020s.
As Zunum announced today, he chose the The Ardiden 3Z double-body light helicopter engine as the engine of its first aircraft. Although you have probably never heard of Safran, the company is one of the largest suppliers of turbine helicopter engines and it is likely that if you see one in the air, it is likely powered by a Safran engine.
"The Ardiden 3Z is a very powerful addition to the ZA10 because of its outstanding performance, low operating and maintenance costs," said Florent Chauvancy, OEM Sales Manager at Safran. "This announcement marks a new step in demonstrating Safran's ability to offer hybrid propulsion solutions to tomorrow's mobility solutions. "
As Matt Knapp, Zunum's chief engineer, explained, the company has always been convinced that hybrid engines are the solution, at least for the foreseeable future. Airplanes, however, can be converted to a pure electric powertrain if and when the batteries reach a sufficient energy density to make it an option. At present, the only way to offer an aircraft capable of covering the kind of distance separating, for example, San Francisco from Portland, Oregon, is to opt for this hybrid solution. Aircraft that depend solely on the battery are simply not a viable option for this type of mission. Knapp thinks that the only battery would allow the plane to travel about 500 miles, which is not bad, but less than most airlines would need.
The promise is that the hybrid powertrain will further reduce emissions by 80% and airlines will be able to save 40-80% per short-haul flight. Indeed, the company promises costs of 8 cents per passenger-mile. Currently, the average of most major US airlines is well above that, even with their long-haul operations. For regional carriers, it's even more than that.
The new propulsion system will deliver maximum performance equivalent to 1,300 horsepower, which should allow the aircraft to reach a cruising speed of 340 miles at the hour. During the cruise, which uses much less energy than the initial climb, the plane can switch to everything electric.
As for the cell itself, Knapp notes that there is really nothing special about it. "It is more or less designed for intensive use in a commercial environment," he said.
Knapp also noted that the aircraft can be flown by a single pilot, although the FAA limits these operations to flights of nine seats or less. In the long run, however, Knapp expects many new planes to fly independently.
Until then, however, Zunum still has to prove that he can build a plane. For now, the company plans to use the hybrid powertrain on a test plane it recently bought (an old Aero Commander, as she starts working on her cell).
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