EcoPulse, the hybrid-electric distributed propulsion aircraft demonstrator jointly developed by Daher, Safran and Airbus, had its first flight Nov. 29, 2023, in Tarbes, France.
During the test flight, which lasted approximately 100 minutes, the crew engaged the electric propellers and verified the proper functioning of the demonstrator’s flight control computer, high-voltage battery pack, distributed electric propulsion, and hybrid electric turbogenerator, according to Daher officials.
EcoPulse’s first hybrid flight is the culmination of several technical milestones, including extensive ground tests and 10 hours of flight tests of the aircraft with the electrical system inactive, company officials noted.
Unveiled at the 2019 Paris Air Show, EcoPulse is one of the collaborative projects in Europe in the field of aviation decarbonization. It is supported by CORAC (the French Civil Aviation Research Council), and co-funded by DGAC (the French Civil Aviation Authority) through France Relance (the French government’s economy recovery plan) and NextGeneration EU.
The demonstrator aims to evaluate the operational advantages of integrating hybrid-electric distributed propulsion, with specific emphasis on CO2 emissions and noise level reduction. This disruptive propulsion architecture enables a single independent electrical source to power several electric motors distributed throughout the aircraft, officials explained.
Based on a Daher TBM aircraft platform, EcoPulse is equipped with six integrated electric thrusters or e-Propellers (supplied by Safran), distributed along the wings. Its propulsion system integrates two power sources: A turbogenerator, i.e. an electric generator driven by a gas turbine (supplied by Safran), and a high-energy density battery pack (supplied by Airbus).
At the heart of this architecture is a Power Distribution and Rectifier Unit (PDRU), responsible for protecting the high-voltage network and for distributing the available electrical power, as well as high-voltage power harnesses (both provided by Safran).
The battery pack designed by Airbus is rated at 800 Volts DC and can deliver up to 350 kilowatts of power.
Airbus also developed the Flight Control Computer permitting aircraft maneuvers using the ePropellers, and synchrophasing to support future aircraft acoustic recommendations.
Whilst I’m not averse to the leaps in technology, and ultimately accepting electric or hybrid power is going to work, I wonder how this configuration would fare in icing conditions? I’d certainly not be willing to take it into that environment….
Right now, it just seems to me they’ve spoiled an otherwise pretty aeroplane. As a PC12 pilot, I am quite happy in ANY conditions with just one dependable powerplant thanks. Long live the PT6!
6 electric engines? what could go wrong.
It seems that the thermodynamics term “entropy” is not taught in French engineering schools. When seeing such Rube Goldbergs, I am reminded of something the late, great Supercomputer genius, Seymour Cray, once said: “What do you want pulling your cart – one sturdy oxen, or 1000 chickens?” He was referring to claims by some in the early 90s that by wiring together 1000 or more cheap PCs one could attain the performance of a single processor Cray supercomputer. The success of the Pilatus single turboprop over the twin King Air proves once again the validity of Occam’s Razor and the KISS principle (which originated at the old Lockheed Skunk Works): keeping things simple always results in the best design. Of course, this thing from France relies 100% on good-old fossil fuels, the best-imaginable sustainable energy source. Plants and animals die, God turns them into affordable, portable, storable fuels. We should be using more of them, not less.