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.

READ MORE: Daher Delivers 100th TBM 960

An Industry Overview

At the same time, major Daher client and partner Airbus has never manufactured so many aircraft—a record number went out the door in December, as Daher noted in the report. That is in spite of the constant pressures brought on by inflation, provisioning difficulties, recruitment challenges, rise in wages, and lowering margins. Collectively these have led to soft pricing models that have persisted through the past couple of years.

“We have forgotten how to deal with such problems of inflation that we experienced 20 years ago,” said Daher. “It was really hard to find raw materials, and this was linked to geopolitical problems, [such] as the war in Ukraine. We were missing material. This lack of raw materials is linked to the mismanagement of the supply chain—the suppliers failed to ship what we needed to manufacture our aircraft—and to produce what our clients asked us to do.”

Another problem Daher noted has been the lack of employee candidates. “It is not easy to recruit the right profiles…The COVID crisis changed behaviors in terms of wages and employees, so it is really hard for us to hire and find talents.” This has driven companies like Daher to invest heavily in training—because like never before they have had to recruit from outside the aviation industry.

“All these factors in 2023—after COVID, we were expecting 2021 and 2022 to be difficult—but these problems arrived in 2023,” Daher said. “All of these factors resulted in our weakened profitability. We need to consider the energy transition and the decrease in carbon intensity…2023 highlighted the emergency but also the [convergence], vis-à-vis the problem of decarbonization.”

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.”

READ MORE: We Fly: Daher TBM 960

Log’in, Shap’in, Fly’in

To support innovation efforts, Daher launched its second tech center, Log’in, in Toulouse, also geared toward decarbonization. “Out of 7 million tonnes [of carbon emissions] we realized that a big quantity is related to our clients, and we want to work on these figures [as well] in order to work on decarbonization,” said Daher.

Fly’in will be the third tech center Daher launches, in Tarbes, focused on aircraft development, “stepping up” in both technology and the drive towards net-zero emissions.

FLYING also asked Daher to expand on the current projects that have already been realized from the new technology centers and Eco-Pulse. Robin shared a portion of what the group has learned thus far, and what it expects to benefit from. 

“In addition to the aspects of EcoPulse that are linked to aircraft hybridization, another important focus is demonstrating the application of advanced composites on aircraft,” said Robin. “Under the guidance of Daher’s research and technology teams, EcoPulse is using composites for the aircraft’s winglets, engine pylons, Karman and battery fairings, as well as the air inlet—which were produced primarily with an infusion-based carbon/cork micro-sandwich. A goal of EcoPulse is to make it possible to evolve the performance and feasibility of integrating these technologies on secondary parts/components of Daher-built aircraft, while developing rapid prototyping skills used within the aviation framework.”

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.

WATCH: We Fly the Kodiak 900, Ready for Grand Adventures

The Takeoff 2027 Strategy

Daher reported a strengthening bottom line but noted there is room for improvement. At the press conference, Daher CEO Didier Kayat indicated the belief that Daher would become profitable based on its strategic realignment to better serve four sectors: aircraft, industry, industrial services, and logistics. The company also plans a transformation of the organizational structure by 2025, to help align and draw down any existing silos between the business functions.

To this end, Daher made a quartet of additions to its executive committee in the later part of 2023. On October 1, Alain-Jory Barthe joined Daher’s Industry division as senior vice president. Then, on January 1, Cédric Eloy became the head of the Industrial Services division as senior vice president of manufacturing services, and Julie de Cevins became the group’s chief sustainability officer—a key appointment, given the group’s charge to attain net-zero goals by 2050. Finally, on February 1, Aymeric Daher became senior vice president of the Logistics division.

Daher is adapting its organization to support the four business units, with the following actions:

• To create a managerial culture that is based in what it calls the “Daher Leadership Model”—effectively empowering a cadre of 1,500 leaders within the company to act with an entrepreneurial spirit
• To anticipate challenges and innovate toward decarbonisation solutions, with Eco-Pulse among other projects
• To support the acquisitions needed for growth across the four sectors.

Acquisitions have already borne fruit for the company, including the Stuart, Florida, facility.

“The acquisition of AAA strengthened the Industrial Services division, for example,” Daher said. “We are now the leader of industrial services…We can support aircraft manufacturers in peak periods.”

If Daher can make its way through the concurrent challenges of acquisition-driven growth, corporate restructuring, price pressures, and order fulfillment, its plan for the years ahead puts it on track to form part of the global solution to decarbonization—as well as providing the aircraft the customer demands for the future.

The post Daher’s Decarbonization Plans Drive Towards Hybrid-Electric Aircraft, Composites appeared first on FLYING Magazine.

Under the new agreement, the partners will work together to identify opportunities to improve decarbonization methodologies in an effort to generate more reliable, uniform, and accurate carbon measurements. ICAO and Google said these efforts will “empower the general public, industry stakeholders, and regulators” to make well-informed and environmentally sustainable and science based choices regarding air transport.

• READ MORE: Net-Zero Emissions Target Set By ICAO for 2050

“Currently, a wide range of independently produced aviation carbon calculators provide very diverse emissions estimate results for a given aircraft and flight,” said ICAO secretary General Juan Carlos Salazar. “This is largely due to different sets of data being employed, simplifications in the related methodologies, and scientific uncertainty. ICAO’s new partnership with Google should result in much more reliable results for passengers and shippers everywhere.”

Currently ICAO and Google each offer emission assessment tools. ICAO said its Carbon Emissions Calculator is the “only calculator of its type to be approved by aviation regulators.” Google’s Travel Impact Model is publicly accessible and used for estimating flight emissions at the individual passenger level.

“We want to help everyone make more sustainable choices when they travel,” said Sebnem Erzan, head of Google’s travel sustainability and transport partnerships. “Together with ICAO, we can continue to improve the Travel Impact Model for flight emissions and increase transparency for travelers around the world.”

The post ICAO, Google Agree to Collaborate on Decarbonizing Aviation appeared first on FLYING Magazine.

Airbus Americas chairman and CEO Jeff Knittel said the flight test aircraft will be a modified Airbus A380—currently the world’s largest passenger airliner—equipped with four liquid hydrogen tanks that will fuel a GE Passport turbofan engine located along the rear fuselage of the aircraft.

The overall flight test plan is still being determined, Airbus said, but current plans call for the first flight of the demonstrator by the end of 2026. Final technology choices should be made by the end of the decade, the company said, in time for a new zero-emissions aircraft to enter the market by the 2035 goal.

Tuesday’s announcement is the latest development in Airbus’ initiative aimed at exploring the potential of hydrogen as an alternative fuel in hopes of pushing the aviation industry closer to net-zero carbon emissions. It’s part of a larger movement across all aviation sectors being driven by the threat of global climate change.  

A U.S.-European Partnership

Along with Airbus, the hydrogen demonstrator partnership includes CFM International, which is  jointly owned by GE Aviation and Safran Aircraft Engines.

“By leveraging the expertise of American and European engine manufacturers to make progress on hydrogen combustion technology, this international partnership sends a clear message that our industry is committed to making zero-emission flight a reality,” said Airbus chief technical officer Sabine Klauke. 

The A380’s liquid hydrogen tanks will be developed at Airbus facilities in France and Germany. Airbus will define the hydrogen propulsion system requirements, oversee flight testing, and provide the actual A380 platform to test the hydrogen combustion engine in cruise phase. 

For its part, CFM International will modify the combustor, fuel system, and control system of the GE Passport turbofan to run on hydrogen. 

Airbus said the engine, which is assembled in the United States, was selected for this program because of its physical size, advanced turbo machinery, and fuel flow capability. Plans call for it to be mounted along the rear fuselage of the A380 so engine emissions, including contrails, can be monitored separately, apart from the conventional engines powering the testbed. 

CFM is expected to execute an extensive ground test program ahead of the A380 flight test. “Hydrogen combustion capability is one of the foundational technologies we are developing and maturing as part of the CFM RISE Program,” said Gaël Méheust, president and CEO of CFM. “Bringing together the collective capabilities and experience of CFM, our parent companies, and Airbus, we really do have the dream team in place to successfully demonstrate a hydrogen propulsion system.”

Plans Have Been in the Works

The news of Airbus’ decision to move forward with its zero-emissions project comes as no surprise. It has been hinting at such plans for months. Reports surfaced late last year that Airbus was planning to test fly an existing CFM International engine converted for hydrogen propulsion. When FLYING asked Airbus to verify those reports, the company did not deny them and would only say they often perform developmental engine testing with powerplant manufacturers.

The announcement comes almost 18 months after Airbus unveiled its so-called ZEROe hydrogen concept airliner designs: a turbofan, a turboprop, and a blended-wing body.

Airbus has also been collaborating for months with hydrogen producers and publicly expressing confidence about the fuel’s viability.

The A380 Demonstrator 

During an online event Tuesday unveiling the announcement, Airbus offered a video tour of the specific aircraft that will be used as the testbed. The A380 that will eventually be developed into the testbed will be MSN 1, Airbus’s first-built A380, which served for certification and testing during the birth of the A380 program. MSN 1 also served as a testbed for engines used in Airbus’s A350 program. 

On the flight deck of the demonstrator, pilots will be managing power to the hydrogen engine with a separate throttle, Airbus said. They also will have a display that specifically monitors the main KPIs for the entire system. Data will be fed via telemetry in real time to engineers on the ground for analysis.  

Net Zero by 2050

The issue driving all of this is carbon emissions. Civil aviation creates about 2 percent of all carbon emissions, worldwide. Many of the world’s largest airlines have already committed to reducing their fleets to net-zero emissions by 2050, if not sooner, including Air France, American Airlines, British Airways, Delta Air Lines, Lufthansa, Southwest, and others.

United Airlines and Alaska Air Group have already invested significantly toward research and development of hydrogen-powered aircraft.

Blended-Wing Less Likely?

During an hydrogen aviation fuel webinar in October 2021, Airbus vice president of zero-emission aircraft Glenn Llewellyn offered additional hints of Tuesday’s announcement. Of Airbus’ three ZEROe concepts, he said the blended-wing body was less likely to be developed. 

“It’s much more likely that we would have a turbofan or turboprop—a more classical tube and weight configuration in terms of aircraft concept—nonetheless with a disruptively different propulsion system,” Llewellyn said.

Types of Hydrogen Power Systems 

Engineers have been considering multiple ways to use hydrogen fuel to power airplanes, including hydrogen fuel cells, hydrogen gas turbines that burn hydrogen, and hybrid combinations, Llewellyn said. 

• READ MORE: How Green Is Hydrogen Fuel?

Hydrogen gas turbines power engines with internal combustion, similar to traditional combustion engines that burn jet-A. Unlike traditional combustion engines, hydrogen burns cleanly.

Hydrogen Design Hurdles 

Hydrogen powered aircraft require fuel tanks large enough to carry the amount of liquid hydrogen needed for standard short- and medium-haul routes. Hydrogen packs more energy by weight than jet fuel, but it has lower energy by density. At room temperature hydrogen is a gas, making it difficult to store in large quantities. 

There’s an additional factor. Storing it in fuel tanks aboard aircraft requires hydrogen to be compressed into liquid form. To do that, hydrogen must be cooled to extremely low temperatures. In addition to the fuel and fuel tanks, the equipment needed to keep hydrogen fuel at low temperatures would add even more weight to a hydrogen-fueled aircraft. 

And because any added weight on an aircraft is a disadvantage, it’s always a key factor in any design. 

Cryogenic Fuel Delivery System

To deal with the challenges presented by hydrogen fuel, Airbus said Tuesday it intends to develop a new cryogenic fuel delivery system to move hydrogen from the tanks to the turbofan engine. First, the hydrogen needs to be converted from liquid to gas. Next, the hydrogen gas will be injected into the fuel combustor and then ignited at a very high temperature—much hotter than jet-A.

[Press Release] CFM and @Airbus to pioneer #hydrogen combustion technology by signing an agreement to work together on a hydrogen demonstration program that will take flight around the middle of this decade. #ClearAmbition https://t.co/l2qLc3hhyc@SafranEngines @GEAviation pic.twitter.com/1gfMXirffz

— CFM International (@CFM_engines) February 22, 2022

Newly developed components will be needed to withstand those high temperatures, the company said. 

Another Challenge: Creating Infrastructure

Developing the ecosystem and surrounding infrastructure to support wide-scale use of liquid hydrogen as an aviation fuel is a gigantic hurdle that experts point to as key to success. Production, storage, and delivery would all have to be scaled up. To transform the entire hydrogen fuel ecosystem to fully “green” would make this goal even more challenging. 

The Soviet Hydrogen Jet 

This isn’t the first push to create a hydrogen-fueled airliner. In the late 1980s, Soviet engineers developed the experimental Tupolev Tu-155, which completed about 100 test flights before the program was canceled during the collapse of the Soviet Union. 

Difficult Path Ahead

“Sustainable aviation is the future and hydrogen is an important step in that process, and maybe the ultimate step,” Knittel said Tuesday. 

Méheust acknowledged there’s a lot of work to be done. “But it doesn’t seem to be insurmountable…we see the technological path to achieve that. And with effort and hard work we should be able to make it.”

Yes, the goals are very challenging, said GE Aviation vice president Mohamed Ali. “But that’s what we’re all about. And we’re not doing them just because they are hard…we’re doing them because we actually believe we can invent the future of flight. And it’s safe. And it’s affordable. And it’s sustainable.”

The post Airbus, GE Aviation, Safran to Develop Hydrogen Flight Test Demonstrator appeared first on FLYING Magazine.